Vehicle management system

Abstract

The purpose of the present invention is to provide a vehicle management system capable of reliably detecting deterioration of components constituting a power transmission system of a vehicle. To this end, this vehicle management system manages a vehicle having a power transmission system comprising a plurality of components including an engine, and is provided with a processing device that calculates the input / output energy of one of the plurality of components on the basis of vehicle information detected by a sensor provided in the vehicle. The processing device sets a travel section in which the input / output energy is stable among travel sections of the vehicle as a stable travel section, and accumulates values of the input / output energy in the stable travel section. Deterioration of the one component is detected on the basis of the value of the input / output energy accumulated in the steady travel section.

Description

Technical Field

[0001] The present invention relates to a system for detecting degradation of components constituting a powertrain of a vehicle. Background Art

[0002] In recent years, a technology for detecting abnormalities of an on-board power generation device by analyzing vehicle data under specific conditions (Patent Document 1) or a technology for detecting abnormalities of an engine (Patent Document 2) has been disclosed. In Patent Document 1, the generated power is learned under specific cycle conditions, and the generated power under the same cycle conditions as those during learning is compared with the learned generated power. If the generated power is less than the generated power during learning, it is determined that the power generation device has deteriorated. In addition, in Patent Document 2, the peak value of the blowby pressure is calculated under high engine load conditions, and when the peak value is greater than a specified value, it is determined that the engine is abnormal.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: U.S. Patent Application Publication No. 2021-0114583

[0006] Patent Document 2: Japanese Patent Application Publication No. 2000-305618 Summary of the invention

[0007] Problems to be solved by the invention

[0008] However, in Patent Document 1, the research on the load weight that has a great influence on the amount of power generated is insufficient. If the load is large, abnormalities may be missed, and if the load is small, it may be misjudged as degradation. In addition, in Patent Document 2, when the blowby pressure control that returns the gas blown into the crankcase to the intake path is introduced, it may be difficult to determine engine abnormalities because the crankshaft pressure remains constant. In order to solve the above problems, it is also considered to add more working conditions, but not only does the diagnostic accuracy not improve, but the suitable working hours increase and the opportunity for degradation judgment is reduced.

[0009] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a vehicle management system capable of reliably detecting deterioration of components constituting a powertrain of a vehicle.

[0010] Means for solving problems

[0011] In order to achieve the above-mentioned purpose, a vehicle management system manages a vehicle having a power transmission system composed of multiple components including an engine, and has a processing device that calculates the input and output energy of one of the multiple components based on information about the vehicle detected by a sensor installed in the vehicle, the processing device sets a driving range in which the input and output energy in the driving range of the vehicle is stable as a stable driving range, accumulates the values ​​of the input and output energy in the stable driving range, and detects degradation of the one component based on the values ​​of the input and output energy accumulated in the stable driving range.

[0012] Effects of the Invention

[0013] According to the present invention, by determining degradation of a component constituting a vehicle powertrain system based on the cumulative result of the input / output energy of the component in a driving range in which the input / output energy of the component is stable, the opportunity for determining degradation of the component is increased, and degradation of the component can be reliably detected. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a diagram showing an overall image of a mine management system.

[0015] Figure 2 is a diagram showing the energy flow of a powertrain of a mining dump truck.

[0016] Figure 3 This is a block diagram showing an example of a deterioration determination process of a powertrain system.

[0017] Figure 4 This is a flowchart showing an example of the processing of the degradation determination unit.

[0018] Figure 5 This is a flowchart showing an example of a process of registering a stable travel section in a database or the like.

[0019] Figure 6 This is a diagram showing an example of the result of visualizing the driving data of one vehicle over one cycle.

[0020] Figure 7 The figure shows an example of a screen displaying the result of integrating the travel frequency of the stable travel section for each vehicle.

[0021] Figure 8 This is a diagram showing an example of a screen displaying the result of integrating the average fuel energy in the stable travel section for each vehicle.

[0022] Fig. 9 This is a diagram showing an example of a fuel energy distribution used for calculation of average fuel energy in a stable running section.

[0023] Fig.10 This is a diagram showing an example of a screen that displays time-series changes in fuel energy and regenerative electric power.

[0024] Fig.11 This is a graph showing an example of a time series change in fuel energy when traveling in a stable traveling range.

[0025] Fig.12 This is a graph showing an example of a time series change in the blow-by pressure during traveling in a stable traveling range.

[0026] Fig.13 This is a flowchart showing an example of a process of separating factors for increasing fuel energy.

[0027] Fig.14 is a graph showing an example of a time series change in the grille temperature when driving in a stable driving range.

[0028] Fig.15 1 is a flowchart showing an example of grill fan deterioration determination processing. DETAILED DESCRIPTION

[0029] The following describes the embodiments of the present invention using the drawings. It should be noted that in each of the drawings, the same elements are denoted by the same reference numerals, and repeated descriptions are appropriately omitted.

[0030] Example 1

[0031] use Figures 1 to 7 A first embodiment of the present invention will be described.

[0032] Figure 1: is a diagram showing the overall image of a mine management system. The mine management system 200 includes: a storage device 201 (e.g., a database) that collects the respective position information and operation information of a plurality of mining machines (mine dump trucks 101, excavators 102, bulldozers 103, etc.) traveling in the same mine area 100 under centralized management; a processing device 202 (e.g., a server) that calculates the productivity index of the mine based on the position information and operation information of each mining machine 101 to 103, and determines the degradation / abnormal state of the components used in the mine dump truck 101; and a display terminal device 203 (e.g., a notebook computer, a portable terminal) that displays the productivity index, degradation / abnormal state, etc. in the form of a dashboard. Here, it is preferred that the operation data of each mining machine 101 to 103 is sent to the mine management system 200 one by one, but it may not be possible to send them one by one in consideration of the communication conditions and communication costs. Therefore, the processing device 202 in this embodiment starts processing after caching the operation data to a certain extent. The extent to which the working data is cached is determined, for example, based on the time equivalent to the longest past cycle from loading to the next loading or the amount of data equivalent to the longest cycle. The mining dump truck 101 (hereinafter appropriately referred to as "vehicle") is equipped with a sensor 101a (GPS sensor, pitch angle sensor, payload sensor, current sensor, voltage sensor, etc.) for detecting information of the vehicle 101. It should be noted that the display terminal device 203 includes a laptop computer and a portable terminal, so the display destination is not limited to one device, but can also be multiple devices. In this case, the size of the display area is different on the personal computer and the portable terminal, so it can also be the form of displaying information in the form of a dashboard on the personal computer in the office, and only displaying the information edited / selected in the office on the on-board monitor of the mining machinery, the portable terminal such as a smart phone. It is possible to provide flexible information corresponding to the use environment.

[0033] The user of the mine management system 200 uses the information (dashboard information) displayed on the display terminal device 203 to detect the reduction in productivity of the mine as early as possible, and can maintain / manage the productivity of the mine by implementing countermeasures based on the factors of the reduction in productivity. For example, the operation planner 301 of the mine can use the dashboard information to correct the operation plan of each mine dump truck 101. The operator instructor 302 can find the operator who should improve his driving based on the dashboard information and provide driving guidance. The road maintenance worker 303 can determine the road surface location related to the reduction in productivity as early as possible based on the dashboard information and repair it. The equipment maintenance worker 304 can determine the deterioration and failure of the equipment used in the mining machinery 101 to 103 based on the dashboard information, and repair and calibrate it. In addition, by combining weather information (history / forecast) and mineral prices (history / forecast) obtained via the Internet 400 with dashboard information, it is possible to issue correction instructions for mining / maintenance plans to the mining manager 305, or issue improvement instructions for preventing productivity reduction to the operation planner 301, the operator instructor 302, the road maintenance worker 303, and the equipment maintenance worker 304. It should be noted that the display format of the display terminal device 203 is not limited to the dashboard format, and can also be a report format or an email format. The vehicle management system 300 in this embodiment is configured as a subsystem of the mine management system 200 that notifies the equipment maintenance worker 304 of the deterioration state of the mine dump truck 101, and can also be constructed as a system independent of the mine management system 200.

[0034] Figure 2 1 is a diagram showing the energy flow of a power transmission system (hereinafter appropriately referred to as "power transmission system") of a mining dump truck 101. The power transmission system 10 has an engine 11, a main generator 12 (including a rectifier), an inverter 13, and a motor 14. The engine 11 is controlled according to a speed command, a boost pressure, an exhaust temperature, and a cooling temperature. The main generator 12 is controlled according to a power generation command and a generator temperature. The inverter 13 is controlled according to a torque command and an inverter temperature. The motor 14 is controlled according to a driving resistance (slope, acceleration) and a motor temperature.

[0035] The heat energy (fuel energy) input to the engine 11 is converted into kinetic energy (engine output) by the engine 11. During motor power operation, the engine output is used to rotate the main generator 12, which is converted into electric energy (DC power) using a rectifier, and further converted into electric energy (AC power) corresponding to the torque command by the inverter 13, and then converted into kinetic energy (motor output) again by the motor 14. Therefore, the fuel energy input during power operation varies greatly depending on the driver's request (acceleration operation).

[0036] On the other hand, when the motor is regenerating, the kinetic energy of the vehicle 101 is converted into electric energy (regenerative power) by rotating the motor 14 with the help of the tires, and after being converted into DC by the inverter 13, it is released as heat energy by the grid resistor 16 through the chopper circuit 15. The chopper circuit 15 is controlled according to the braking command and the temperature of the grid resistor. In addition, at this time, the main generator 12 stops generating electricity, and the heat energy input into the engine 11 is consumed by the driving power of the grille fan 18, which is used to cool the grid resistor 16 in the auxiliary generator 17. The grille fan is controlled according to the speed command and the temperature of the grid resistor. Generally, the grille fan 18 has a smaller output and less output change than the motor 14, so the change in fuel energy becomes smaller (stable) compared with the power operation.

[0037] In addition, the engine 11 is connected to the accumulator pump 19 for driving the steering and friction brakes. When the accumulator pressure decreases, a load is applied to drive the accumulator pump 19, which is manifested as a rotation change of the engine 11 and an increase in fuel for suppressing the rotation change. However, on a steep downhill slope (10% gradient) with no load, for example, the vehicle goes straight without steering wheel operation to ensure safety, and without acceleration operation to maximize regenerative braking, the grille fan 18 is fixed to the maximum output, and the fuel energy is stable. In this embodiment, a method of presetting such a driving range with stable thermal energy as a stable driving range and using the thermal energy accumulation value in the stable driving range to determine engine deterioration is described.

[0038] in addition, Figure 2 The energy efficiency of the powertrain 10 shown varies greatly depending on the temperature and driving conditions. For example, the regenerative power varies greatly depending on the deceleration and the load weight or the size of the slope, so it is difficult to make a degradation judgment by simply comparing the regenerative power. The steep downhill slope with no load is the driving range in which the regenerative power is most stable. In this embodiment, a method for judging the degradation of the motor 14 or the inverter 13 based on the accumulated value of the regenerative power in this driving range is disclosed. In addition, a method for judging the degradation of the main generator 12 based on the powertrain efficiency when the main generator 12 is operating when the main generator 12 is in a dormant state in this driving range is also disclosed. The details are described below.

[0039] Figure 3: is a block diagram showing an example of degradation determination processing of the powertrain system 10. The stable driving interval determination unit 21 determines whether the driving interval in which the vehicle 101 is traveling is a stable driving interval. Specifically, the altitude information of the GPS sensor or the pitch angle sensors in front and behind the vehicle body are used to determine whether it is a steep downhill slope, and the suspension pressure of the tire (detected by the payload sensor) is used to determine whether it is no-load driving. Usually, although the shape of the road changes as the mining progresses in the mine, the stable driving interval is predetermined by the method described later, so there is no need to perform slope calculation during diagnosis, and the stable driving interval can be determined only by the GPS position information. Alternatively, when the GPS coordinates of a steep downhill slope near an overhead line are known in advance based on the map information of the mine location, the GPS coordinates can also be used to determine the stable driving interval.

[0040] The input / output energy calculation unit 22 calculates the kinetic energy (engine output, motor output) of the engine 11 and the motor 14 based on the torque / speed information of the body controller (the controller that controls the vehicle 101), calculates the electric energy converted by the main generator 12, the inverter 13, and the chopper circuit 15 based on the voltage / current of the circuit (detected by the voltage sensor and the current sensor), and further calculates the fuel energy input into the engine 11 based on the fuel flow input into the engine 11.

[0041] The degradation determination unit 23 accumulates the input and output energies (kinetic energy, electrical energy, fuel energy, etc.) in the stable driving section, and determines the degradation of the power transmission system 10 based on the values ​​of these input and output energies. It should be noted that all of these processing blocks 21 to 23 can be installed in the server 202, or some of them can be installed in the mining dump truck 101. For example, if the stable driving section determination unit 21 and the input and output energy calculation unit 22 are installed in the mining dump truck 101, and only the degradation determination unit 23 is installed in the server 202, then since the data sent from the mining dump truck 101 to the server 202 is limited to the input and output energy of the stable driving section, it is possible to achieve degradation determination with less communication volume.

[0042] Figure 4 4 is a flowchart showing an example of the processing of the degradation determination unit 23. In step S401, the integration period and the stable driving section of the input and output energy are set according to the user's operation on the display terminal device 203. In this embodiment, the stable driving section is managed by the grid ID as described later, and here, the user can specify the grid ID and period for integrating the input and output energy using a GUI such as a dashboard.

[0043] In step S402, the input and output energies in at least one stable driving section are accumulated. At this time, if the number of grid IDs is set to be large and the accumulation period is set to be short, the conditions such as the road surface and the air temperature are more similar to those of other vehicles, so the maintenance object vehicle can be selected more appropriately through the relative comparison of the input and output energies described later. On the contrary, if the number of grid IDs is set to be small and the accumulation period is set to be long, the input and output energies of a vehicle are accumulated under the same conditions, thereby making it easy to determine the degradation of the vehicle caused by the changes over the years. Thus, the degradation judgment is initially performed with the number of grid IDs of about one week / 20 places, so that for the vehicle after the degradation judgment, the period can be shortened for relative comparison with other vehicles or the period can be increased to investigate the changes over the years, so that the degradation judgment can be realized more reliably.

[0044] Step S403 and below is a process for determining a deteriorated component of the powertrain system 10. In step S403, it is determined whether the accumulated average fuel energy (here, the average value, but other statistics such as the median value, the most frequent value, etc.) is greater than a predetermined threshold value 1. If it is greater than the threshold value 1 (yes), the process proceeds to step S404, and if it is less than the threshold value 1 (no), the process proceeds to step S405.

[0045] In step S404, the increase in fuel energy is caused by engine degradation, and the user is notified of this situation, and the process ends. In step S405, it is determined whether the accumulated average regenerative power energy is less than a predetermined threshold value 2. If it is less than the threshold value 2 (yes), the process proceeds to step S406, and if it is greater than the threshold value 2 (no), the process proceeds to step S407.

[0046] In step S406, the reduction in regenerative power is caused by the deterioration of the motor or inverter, and the user is notified of this situation, and the process ends. In step S407, the power transmission efficiency during no-load driving is accumulated. Specifically, during the accumulation period, the average efficiency (Σ motor efficiency / Σ fuel output) is accumulated based on the fuel energy and motor output when it is judged to be no-load based on the load. In the next step S408, it is determined whether the average power transmission efficiency is less than a predetermined threshold value 3. If it is less than the threshold value 3 (yes), step S409 is entered, and if it is greater than the threshold value 3 (no), step S410 is entered.

[0047] In step S409, since the engine 11, the motor 14 and the inverter 13 are determined to be normal in steps S403 and S405, the reduction in average power transmission efficiency is determined by the elimination method to be caused by the degradation of the main generator 12, and this is notified to the user, and the process ends. In step S410, the user is notified that the power transmission system 10 is normal, and the process ends.

[0048] It should be noted that, as for the degradation determination notification in steps S404, S406, and S409, the change in the time series may be represented in a graphical form according to the degree of degradation or in a simple text form in stages A to C, etc., and the form is not limited as long as the user being notified can recognize it. In addition, the display terminal device 203 of the notification object includes a laptop computer and a portable terminal as described above. Therefore, for example, the notification of engine degradation is set to a laptop computer and a vehicle monitor, and the notification of motor / inverter degradation is only a portable terminal, etc., and the settings of the notification object can be arbitrarily combined. In addition, the notification of engine degradation is set to every day, and the notification of motor / inverter is set to every week, etc., and the frequency of notification can also be arbitrarily set by the user.

[0049] Thus, the user can know not only the vehicle with deteriorated powertrain 10 but also which part of powertrain 10 is deteriorated, so that maintenance parts and inspection equipment can be prepared in advance. In addition, more reliable deterioration determination can be achieved by changing the number of stable driving sections and the accumulation period.

[0050] use Figure 5 and Figure 6 The method of determining the stable travel section in this embodiment will be described.

[0051] Figure 5 This is a flowchart showing an example of a process of registering a stable travel section in a database, etc. By using this flowchart to pre-set grid information (grid ID, GPS location information) of a stable travel section, a stable travel section can be determined based on GPS and load information during travel.

[0052] In step S501, a cumulative period is set. The cumulative period is the time required for the mine dump truck 101 to travel on the main route of the mine. Although it also depends on the scale of the mine, it can be set roughly to a period of about one week. It should be noted that this flowchart shows the case where the stable driving range is set using the data of one vehicle, but when the data of multiple vehicles is used, the period can be shortened.

[0053] In step S502, the descending inclination angle is calculated based on the GPS altitude coordinates and the vehicle speed information. The slope can be calculated as ΔH / V [%] based on the altitude change ΔH [m / s] per second and the speed V [m / s].

[0054] In step S503, determine whether the descending inclination angle is above the predetermined threshold value 4 (for example, 10% of a steep slope) and whether the load capacity is zero (unloaded state). If the descending inclination angle is above the threshold value 4 and is unloaded (yes), enter step S504; if the descending inclination angle is less than the threshold value 4 or is loaded (no), end the process.

[0055] In step S504, the fuel energy is integrated according to the fuel flow rate. The fuel energy can be calculated by using the fuel density D [kg / l] and the lower heating value H [kW / kg] for the fuel flow rate l [l / h], and calculating it as l*D*H.

[0056] In step S505, it is determined whether the change range of the fuel energy is less than a predetermined threshold value of 5. If it is less than the threshold value 5 (yes), the process proceeds to step S506, and if it is greater than the threshold value 5 (no), the process ends. In this way, the state where the accelerator pedal is not returned at the beginning of the steep slope and the place where the accelerator pedal is depressed at the end of the slope can be eliminated. Figure 6 An example of the result of visualizing the driving data of a vehicle for one week is shown. Here, the GPS data is divided into grids of about 30m, and the grids that have been passed once are displayed in gray. In step S506, the driving frequency is calculated for each grid of the unloaded steep downhill. In the next step S507, it is determined whether the frequency rank is less than a predetermined threshold of 6. If it is less than the threshold of 6 (yes), the process proceeds to step S508. If it is greater than the threshold of 6 (no), the process ends. Figure 6 (a) shows, as circles, the grids of the stable travel sections whose ranking of travel frequency is determined to be equal to or less than the threshold value 6 in step S507.

[0057] In step S508, the grid ID is set to the stable driving range, and the process ends. The method of determining the grid ID based on GPS can be arbitrary. For example, if Quadkey is used, the grid ID can be simply calculated based on the GPS coordinates. With such a configuration, the user can select more stable driving ranges with no-load steep downhill driving and less fuel energy fluctuations. It should be noted that the processing described here is an example, and whether the pitch angle of the pitch sensor is used instead of the slope to determine the downhill, or regenerative power is used instead of fuel energy, the stable driving range can be set in the same way.

[0058] In addition, in this embodiment, the degradation determination is not performed on all no-load steep downhills. Figure 5 As described above, the frequent no-load steep downhill driving is registered as a stable driving section, and the user selects a stable driving section ( Figure 4 Step S401). Figure 6 (b) will Figure 6 In (a), the grid represented by circles, Figure 4 The grid set as the stable driving section in step S401 is represented by a square. By setting the stable driving section in this way, a plurality of vehicles can be compared under the same conditions, and a more reliable degradation determination can be made in the relative comparison described later.

[0059] Figure 7 This is a diagram showing an example of a screen showing the result of accumulating the running frequency of the stable running interval by vehicle. xxx1 and xxx2 represent each vehicle respectively. By prompting the user whether the running frequency of each vehicle is greater than a predetermined threshold value (anti-misjudgment threshold value), the user can determine whether to set a large number of grid IDs or increase the accumulation period in order to prevent misjudgment based on the deviation value. For example, the running frequency of machine xxx1 is higher than the anti-misjudgment threshold value, so the result of the degradation judgment is reliable, and even if the degradation judgment is made for machine xxx2, the reliability is low. Therefore, the content that the accumulation period needs to be extended or the stable running interval needs to be increased in order to make the degradation judgment of machine xxx2 more reliable can be recorded in the user manual or the user can be notified of this situation on the system. In addition, when the running frequency is lower than the anti-misjudgment threshold value, the content of "the accumulated value is small and the reliability is insufficient" can also be displayed on the on-board monitor of machine xxx2 of the target machine.

[0060] (Summarize)

[0061] In the present embodiment, in a vehicle management system 300 for managing a vehicle 101 having a powertrain system 10 composed of a plurality of components 11 to 14 including an engine 11, there is provided a processing device 202 for calculating the input / output energy (fuel energy, regenerative power) of one of the plurality of components 11 to 14 based on information of the vehicle 101 detected by a sensor 101a provided on the vehicle 101. The processing device 202 sets a driving range in which the aforementioned input / output energy is stable in the driving range of the vehicle 101 as a stable driving range, accumulates the value of the aforementioned input / output energy in the aforementioned stable driving range, and detects degradation of the aforementioned one component based on the value of the aforementioned input / output energy accumulated in the aforementioned stable driving range.

[0062] According to the present embodiment constructed as described above, the degradation of components 11 to 14 is determined based on the cumulative results of the input and output energies of components 11 to 14 constituting the powertrain system 10 of the vehicle 101 in a driving range in which the input and output energies of the components are stable, thereby increasing the chances of determining the degradation of components 11 to 14, and thus enabling the degradation of components 11 to 14 to be reliably detected.

[0063] In addition, the powertrain system 10 in this embodiment includes a main generator 12 driven by an engine 11, a motor 14 driving a vehicle 101, and an inverter 13 supplying power from the main generator 12 to the motor 14, and the aforementioned stable driving section is a driving section in which the main generator 12 stops generating power. Thus, a driving section in which the input and output energy is more stable can be set as the stable driving section.

[0064] In addition, the stable travel section in the present embodiment is a travel section on a downhill slope in which the vehicle 101 travels in an unloaded state. Thus, the deterioration of the powertrain 10 of the mining dump truck 101 can be reliably detected.

[0065] In addition, the sensor 101a in this embodiment includes a pitch angle sensor or a GPS sensor, and the processing device 202 detects a downhill slope based on the pitch angle of the vehicle 101 detected by the pitch angle sensor or the height information detected by the GPS sensor. This can improve the detection accuracy of the downhill slope.

[0066] In addition, the processing device 202 in this embodiment detects the degradation of the engine 11 based on the fuel energy input into the engine 11 accumulated in the above-mentioned stable running section. In this way, the degradation of the engine 11 can be detected reliably.

[0067] In addition, the processing device 202 in this embodiment detects the degradation of the motor 14 or the inverter 13 based on the regenerative power of the motor 14 accumulated in the above-mentioned stable running section. Thus, the degradation of the motor 14 or the inverter 13 can be detected reliably.

[0068] Furthermore, the processing device 202 in this embodiment detects degradation of the main generator 12 based on the efficiency of the powertrain 10 accumulated during no-load running when no degradation of the engine 11, motor 14 or inverter 13 is detected. This makes it possible to reliably detect degradation of the main generator 12.

[0069] In addition, the processing device 202 in this embodiment notifies the vehicle 101 whose fuel energy in the prescribed period is greater than a prescribed threshold value, whose regenerative power in the prescribed period is less than a prescribed threshold value, or whose efficiency of the powertrain 10 in the prescribed period is less than a prescribed threshold value as a maintenance target vehicle. This enables the maintenance work of the vehicle 101 whose powertrain 10 is deteriorated to be performed quickly.

[0070] Example 2

[0071] use Figures 8 to 10 The second embodiment of the present invention is described. In the first embodiment, a method for preventing misjudgment in the degradation judgment of the powertrain 10 and detecting the degradation of the engine 11, the main generator 12, the inverter 13 or the motor 14 is described. In addition, the content of preventing misjudgment caused by deviation values ​​by adjusting the number of stable driving intervals and the cumulative period is also described. In this embodiment, a method for selecting a vehicle (a vehicle subject to regular maintenance) that should be given priority for regular maintenance from vehicles whose powertrain 10 has not yet degraded is described.

[0072] Figure 81 is a diagram showing an example of a screen displaying the result of integrating the average fuel energy in the stable driving section for each vehicle. The degradation judgment threshold in the figure is the degradation judgment threshold of the engine 11 ( Figure 4 The case where the vehicle exceeding the threshold value 1 of step S403 is the maintenance target vehicle has been described above, but in this embodiment, the regular maintenance target vehicle is selected from the vehicles below the degradation judgment threshold. This is considered to be because the maintenance of the power transmission system of the dump truck requires preparation and man-hours, and maintenance (regular maintenance) is often performed at a predetermined cycle. In this case, it is preferred to start maintenance from the vehicle with the most serious deterioration. Figure 8 The vehicle IDs are arranged in the order of the vehicles with the largest average fuel energy. Figure 8 The leftmost vehicle (the vehicle with the highest average fuel energy) is selected in order. It should be noted that, although not shown in the figure, the result of accumulating the average regenerative power for each vehicle in the stable driving section may also be displayed.

[0073] Fig. 9 FIG. 1 is a diagram showing an example of a fuel energy distribution used for calculating the average fuel energy in a stable driving section. Fig. 9 (a) and Fig. 9 In (b), the fuel energy distribution of the xxx1 vehicle having the highest average fuel energy Exx1 is indicated by a dotted line, and the fuel energy distribution of all other vehicles is indicated by a solid line. Fig. 9 (a) is the distribution of the engine 11 of the xxx1st vehicle due to mechanical wear and other deterioration. The distribution of fuel energy is offset to the right relative to the distribution of all other vehicles. There are few cases where such deterioration develops rapidly. On the other hand, Fig. 9 (b) is the distribution when the engine 11 of the xxx1st unit often has abnormalities. The xxx1st unit may be unable to travel due to abnormalities such as engine electrical system failure. Figure 8 In the above example, the fuel energy distribution is investigated starting from the vehicle with the highest average fuel energy on the left. If the fuel energy distribution of all vehicles is Fig. 9 The distribution shown by the dotted line in (a) is that the vehicles subject to regular maintenance are set in order from the vehicle with the highest average fuel energy. Fig. 9 In the case of a vehicle having a fuel energy distribution shown by the dotted line in (b), the vehicle is preferentially set as a regular maintenance target vehicle. Fig. 9This is an example of using a distribution graph to display the fuel energy used for calculating the average fuel energy. (b) The urgency of such a vehicle that often has abnormalities is high. Therefore, it is also possible to establish a correspondence in advance with the ID of the maintenance person in charge of the vehicle and the identification information of the portable terminal (such as a telephone number), and set it as a notification object to increase the priority. In addition, if it is pre-set to display simple information such as the necessity / urgency of maintenance and repair on the portable terminal and to display detailed information on the display terminal device 203 in the office, etc., more flexible response can be achieved.

[0074] Fig.10 This is a diagram showing an example of a screen that displays time-series changes in fuel energy and regenerative electric power. Fig.10 (a) shows that Fig. 9 The time series changes corresponding to (b) of FIG. 1 may also be able to identify the degradation cause by analyzing the data at the location and time when the degradation determination threshold is exceeded in more detail (described in detail in Examples 3 and 4). Fig.10 (b) shows a situation where the regenerative power of all vehicles decreases only during a certain period. This situation is caused by the deterioration of road conditions caused by weather. By removing the data of this period from the accumulated period of input and output energy (fuel energy, regenerative power) (disabling diagnosis), more reliable degradation judgment can be made.

[0075] As described above, not only the average value of the input and output energy, but also the comparison with other engines, the distribution of energy, and the time series change are presented to the user, so that the maintenance target vehicle corresponding to the state of the powertrain can be selected. In addition, the method of using fuel energy to determine the deterioration of the engine 11 has been described, but the same result can be obtained by replacing the fuel flow rate when the fuel properties (fuel density / low calorific value) remain unchanged.

[0076] (Summarize)

[0077] The vehicle management system 300 in the present embodiment includes a display terminal device 203 that displays a time-series change in fuel energy or regenerative electric power.

[0078] According to the present embodiment configured as described above, analysis for determining the deterioration factor of the powertrain 10 can be performed.

[0079] The vehicle management system 300 in this embodiment includes a display terminal device 203 that displays the result of integrating the average fuel energy or the average regenerative power in the stable travel section for each vehicle. This makes it possible to more appropriately select a maintenance target vehicle.

[0080] In addition, when the regenerative power of a plurality of vehicles 101 decreases simultaneously during a specific period, the processing device 202 in this embodiment excludes the specific period from the accumulation period of fuel energy or regenerative power. This makes it possible to reliably determine the deterioration of the engine 11, motor 14 or inverter 13.

[0081] Example 3

[0082] use Figures 11 to 13 The third embodiment of the present invention is described. In this embodiment, the method for determining the vehicle to be driven in a stable driving range (driving down a steep slope without a load) based on the operating data is described. Figure 4 The method of determining the deterioration factor in step S404 when the engine 11 is deteriorated.

[0083] Fig.11 1 is a graph showing an example of a time series change in fuel energy when driving in a stable driving range. When the accumulator pressure decreases, an additional load is applied to the engine 11 in order to drive the accumulator pump 19. Therefore, the rotation of the engine 11 changes, and the fuel energy increases periodically in order to suppress the rotation change, and a peak period is observed. The peak period becomes shorter in accordance with the degradation of the accumulator. If the degradation further progresses, the accumulator pump 19 will eventually be driven all the time, and the peak period will not be observed. Therefore, the degradation of the accumulator can be detected by capturing the phenomenon of the shortening of the peak period.

[0084] Fig.12 This is a graph showing an example of the time series change of the blowby pressure when driving in a stable driving range. As shown in the figure, by observing the blowby pressure when driving in a stable driving range, it can be known that when the value exceeds the specified threshold value, the engine 11 is judged to be deteriorated based on the blowby abnormality. It uses the following properties: the engine 11 is in an idling state when the grille fan 18 is rotated by the auxiliary generator 17. Usually, the idling state is a non-boosted state, so there is no escape place for the blowby pressure, and the blowby pressure will not drop even if blowby control is performed. Therefore, the pressure increase caused by the blowby gas is most easily detected when driving in a stable driving range, and thus, it can be judged that the cause of engine degradation is caused by the blowby gas (insufficient compression).

[0085] Fig.13 FIG. 1 is a flowchart showing an example of a process for separating the factors for increasing fuel energy. In step S1301, the fuel energy increase determination (with Figure 4The engine degradation judgment is implemented by comparing with other vehicles (equivalent to steps S401 to S404 of the embodiment 2) or with other vehicles (detailed description in embodiment 2). In step S1302, the peak period of fuel energy when traveling in the stable driving range is calculated. In step S1303, it is determined whether the peak period is less than a predetermined threshold value of 7. If it is less than the threshold value 7 (yes), the process proceeds to step S1304. If it is greater than the threshold value 7 (no), the process proceeds to step S1305.

[0086] In step S1304, since the accumulator start interval is shortened, the user is notified of leakage or a decrease in the output of the accumulator pump 19 (accumulator abnormality), and the process ends. In step S1305, the blowby pressure in the stable driving range is calculated. In step S1306, it is determined whether the peak value of the blowby pressure is greater than a predetermined threshold value 8. If it is greater than the threshold value 8 (yes), the process proceeds to step S1307. If it is less than the threshold value 8 (no), the process proceeds to step S1308.

[0087] In step S1307, the user is informed of the increase in blowby gas and abnormalities in piston rings, gaskets, etc. In step S1308, the user is informed of abnormalities in components other than the accumulator or piston rings. Thus, the user can appropriately determine which part to investigate when detecting engine degradation.

[0088] (Summarize)

[0089] When the processing device 202 in the present embodiment detects that the engine 11 is deteriorating, it detects abnormality of a cylinder ring or a gasket of the engine 11 based on the blowby pressure of the engine 11 in the stable running range.

[0090] Furthermore, when the processing device 202 in this embodiment detects deterioration of the engine 11, it detects abnormality in the accumulator that accumulates fuel supplied to the engine 11 based on the peak cycle of the fuel energy supplied to the engine 11 in the stable running range.

[0091] According to the present embodiment configured as described above, the user can appropriately determine which part to investigate when deterioration of the engine 11 is detected.

[0092] Example 4

[0093] use Fig.14 and Fig.15 The fourth embodiment of the present invention is described. Figure 4 The flowchart of FIG. 1 is a method for detecting the deterioration of the grille fan 18 when it is determined that the engine 11, the motor 14, and the inverter 13 are normal.

[0094] Fig.141 is a graph showing an example of a time series change in the grille temperature when the vehicle is traveling in a stable driving range. If the speed of the grille fan 18 is slowed down due to degradation or the air flow reaching the grille resistor 16 is reduced due to filter clogging, the grille temperature becomes higher than normal. Therefore, when the grille temperature exceeds a predetermined determination threshold, it is determined that the grille fan 18 is degraded. In addition, when traveling in a stable driving range, the regenerative power is approximately the maximum, and in order to correspond to this, the grille fan 18 is also operated at the maximum, so the influence of the speed reduction caused by the degradation of the grille fan 18 is most obvious on the grille temperature.

[0095] Fig.15 is a flowchart showing an example of the deterioration determination process of the grille fan 18. Figure 4 In step S401 to S406 (equivalent to step S401 to S406), it is determined whether the engine 11, the motor 14 and the inverter 13 are normal based on the amount of fuel energy or regenerative power. If it is determined to be normal in step S1501 (yes), the process proceeds to step S1502, and if it is determined to be abnormal (no), the process ends.

[0096] In step S1502, the grille temperature in the stable driving range is accumulated. Then, in step S1503, it is determined whether the accumulated grille temperature is greater than a predetermined threshold value 9. If it is greater than the threshold value 9 (yes), the process proceeds to step S1504. If it is less than the threshold value 9 (no), the process ends.

[0097] In step S1504, since the regenerative power has not increased and the engine 11 is normal, it is determined that the grille fan 18 is deteriorated, and the user is notified of this. The invention of this embodiment is to determine in advance that the engine 11, the motor 14 and the inverter 13 are in a normal state, thereby preventing the misjudgment of grille fan deterioration caused by the reduction of engine output and regenerative power.

[0098] (Summarize)

[0099] The processing device 202 in this embodiment detects abnormality of the grille fan 18 that cools the grid resistor 16 based on the temperature (grid temperature) of the grid resistor 16 that converts regenerative power into heat in a stable driving range without detecting degradation of the engine 11, motor 14 or inverter 13.

[0100] According to the present embodiment configured as described above, it is possible to appropriately detect an abnormality in grille fan 18 .

[0101] The embodiments of the present invention are described in detail above, but the present invention is not limited to the above embodiments, but includes a variety of modified examples. For example, the above embodiments are described in detail to explain the present invention clearly and easily, but are not necessarily limited to having all the described structures. In addition, a part of the structure of another embodiment may be added to the structure of a certain embodiment, or a part of the structure of a certain embodiment may be deleted or replaced with a part of another embodiment.

[0102] Description of Reference Numerals

[0103] 10… power transmission system, 11… engine (component), 12… main generator (component), 13… inverter (component), 14… motor (component), 15… chopper circuit, 16… grid resistor, 17… auxiliary generator, 18… grid fan, 19… accumulator pump, 21… stable driving section determination unit, 22… input / output energy calculation unit, 23… degradation determination unit, 100… mining area, 101… mining dump truck (vehicle), 101a… sensor, 102… excavator, 103… bulldozer, 200… mining management system, 201… storage device, 202… server (processing device), 203… display terminal device, 300… vehicle management system, 301… operation planner, 302… operator instructor, 303… road maintenance worker, 304… equipment maintenance worker, 305… mining supervisor, 400… Internet.

Claims

1. A vehicle management system for managing a vehicle having a powertrain system composed of a plurality of components including an engine, wherein: A processing device is provided for calculating input / output energy of one of the plurality of components based on information of the vehicle detected by a sensor provided on the vehicle, The processing device sets a driving section in which the input and output energies are stable in the driving section of the vehicle as a stable driving section, The input and output energy values ​​in the stable driving section are accumulated, Deterioration of the one component is detected based on the value of the input and output energy accumulated in the stable travel section.

2. The vehicle management system according to claim 1, characterized in that: The powertrain includes a main generator driven by the engine, a motor driving the vehicle, and an inverter for supplying electric power from the main generator to the motor. The stable running section is a running section in which the main generator stops generating power.

3. The vehicle management system according to claim 2, characterized in that: The stable travel section is a travel section on a downhill slope in which the vehicle travels in an unloaded state.

4. The vehicle management system according to claim 3, characterized in that: The sensor includes a pitch angle sensor or a GPS sensor, The processing device detects the downhill slope based on the pitch angle of the vehicle detected by the pitch angle sensor or the altitude information detected by the GPS sensor.

5. The vehicle management system according to claim 2, characterized in that: The processing device detects degradation of the engine based on fuel energy input into the engine that is accumulated in the stable running section.

6. The vehicle management system according to claim 5, characterized in that: The processing device detects degradation of the motor or the inverter based on regenerative electric power of the motor accumulated in the stable running section.

7. The vehicle management system according to claim 6, characterized in that: The processing device detects degradation of the main generator based on efficiency of the powertrain system accumulated during no-load running when degradation of the engine, the motor, or the inverter is not detected.

8. The vehicle management system according to claim 7, characterized in that: The processing device notifies the vehicle whose fuel energy in a prescribed period is greater than a prescribed threshold, the vehicle whose regenerative power in the prescribed period is less than a prescribed threshold, or the vehicle whose powertrain efficiency in the prescribed period is less than a prescribed threshold as a maintenance target vehicle.

9. The vehicle management system according to claim 6, characterized in that: A display terminal device for displaying a time-series change of the fuel energy or the regenerative electric power is provided.

10. The vehicle management system according to claim 9, characterized in that: A display terminal device is provided for displaying a result of integrating the average fuel energy or the average regenerative power in the stable travel section for each vehicle.

11. The vehicle management system according to claim 5, characterized in that: The processing device detects abnormality of a cylinder ring or a gasket of the engine based on a blowby pressure of the engine in the stable running range when deterioration of the engine is detected.

12. The vehicle management system according to claim 5, characterized in that: The processing device detects abnormality of an accumulator that accumulates fuel supplied to the engine based on a peak period of fuel energy supplied to the engine in the stable running section when deterioration of the engine is detected.

13. The vehicle management system according to claim 6, characterized in that: The processing device detects abnormality of a grille fan that cools the grid resistor based on a temperature of the grid resistor that converts the regenerative electric power into heat in the stable running section when deterioration of the engine, the motor, or the inverter is not detected.

14. The vehicle management system according to claim 6, characterized in that: When the regenerative electric power of the plurality of vehicles decreases simultaneously during a specific period, the processing device excludes the specific period from the accumulation period of the fuel energy or the regenerative electric power.

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