Component state estimation system, component state estimation method, and program

Abstract

To provide a component state estimation system, a component state estimation method, and a program that are capable of estimating the state of each portion of a component part that changes due to an input load to a vehicle.SOLUTION: A component state estimation system includes: a recording part in which a part state determination map is recorded, which indicates a relationship between a magnitude and input part of an input load, which is a load input to a vehicle, and a state of each part of a component part of the vehicle; a load estimation part that estimates a magnitude and the input part of the input load based on the vehicle running data; and a state estimation part that estimates a state of each part of a component part based on the magnitude and the input part of the input load estimated by the load estimation part and the part state determination map.SELECTED DRAWING: Figure 16

Description

[Technical field]

[0001] The present invention relates to a component state estimation system, a component state estimation method, and a program. [Background technology]

[0002] Patent Document 1 listed below discloses a technique for integrally forming, by casting, parts that constitute a part of a vehicle frame member. The parts include left and right rear wheel houses. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 06-286652 Summary of the Invention [Problem to be solved by the invention]

[0004] A vehicle is subjected to various external forces, for example, while it is running. Therefore, the state of some of the above-mentioned parts may change due to these external forces.

[0005] In consideration of the above, an object of the present invention is to provide a component state estimation system, a component state estimation method, and a program capable of estimating the state of each part of a component that changes due to an input load to a vehicle. [Means for solving the problem]

[0006] The component state estimation system of the first embodiment comprises a recording unit in which a component state determination map is recorded which indicates the relationship between the magnitude and input part of an input load, which is a load input to a vehicle, and the state of each part of a component of the vehicle, a load estimation unit which estimates the magnitude of the input load and the input part based on driving data of the vehicle, and a state estimation unit which estimates the state of each part of the component based on the magnitude and input part of the input load estimated by the load estimation unit and the component state determination map.

[0007] The recording unit of the component state estimation system of the first embodiment records a component state determination map that indicates the relationship between the magnitude and input part of an input load, which is a load input to a vehicle, and the state of each part of a component of the vehicle. The component state estimation system further has a load estimation unit that estimates the magnitude and input part of the input load based on driving data of the vehicle. The component state estimation system further has a state estimation unit that estimates the state of each part of the component based on the magnitude and input part of the input load estimated by the load estimation unit and the component state determination map. Therefore, the component state estimation system of the first embodiment is capable of estimating the state of each part of a component that changes due to an input load to the vehicle.

[0008] A second aspect of the component condition estimation system is the first aspect, wherein the component is an integrally molded product formed by casting.

[0009] In the second aspect, the component is a one-piece molded product made by casting. Generally, the ductility of the material that makes up a one-piece molded product made by casting is low. Therefore, the component condition estimation system of the second aspect can estimate the condition of each part of the component that is a one-piece molded product made by casting.

[0010] A third aspect of the component state estimating system is the second aspect, wherein the component is at least one of a front skeleton member and a rear skeleton member that are skeleton members of the vehicle.

[0011] When a vehicle crashes, the states of the front and rear skeleton members are likely to change, so the component state estimation system of the third aspect can estimate a change in state that has occurred in either the front or rear skeleton member when a vehicle crashes, for example.

[0012] The component state estimation system of the fourth aspect, in the first or second aspect, includes an alarm device that issues an alarm to an occupant of the vehicle when the state estimation unit estimates that the state of at least one of the parts of the component is in a predetermined state.

[0013] In a fourth aspect, when the state estimation unit estimates that the state of at least one of the components is in a predetermined state, the notification device notifies a vehicle occupant, so that the occupant can take action such as having the vehicle inspected at a maintenance shop.

[0014] A fifth aspect of the component state estimation system is the first or second aspect, in which the load estimation unit estimates the magnitude and the input part of the input load based on the driving data and a load estimation map representing the relationship between the driving data and the input load input to the part of the component.

[0015] According to the fifth aspect, the magnitude and input part of the input load can be estimated with high accuracy.

[0016] The component state estimating system of a sixth aspect is the first or second aspect, further comprising an information recording unit that records information relating to the state of each portion of the component estimated by the state estimating unit.

[0017] According to the sixth aspect, for example, a worker at a maintenance shop can obtain the information recorded in the information recording unit and can thus accurately and easily recognize the state of each component part.

[0018] The component state estimating system of a seventh aspect is the first or second aspect, further comprising a wireless transmitting unit capable of wirelessly transmitting information relating to the state of each portion of the component estimated by the state estimating unit.

[0019] According to the seventh aspect, for example, a worker at a maintenance shop in which an external server that acquires information transmitted from the wireless transmission unit is installed can accurately and easily recognize the state of each component part.

[0020] The component state estimation system of an eighth aspect is the first or second aspect, wherein the component is a frame member of the vehicle.

[0021] According to the eighth aspect, it becomes possible to estimate the state of each part of the frame member that changes due to an input load to the vehicle.

[0022] A ninth aspect of the component state estimation system is, in the first or second aspect, such that the load estimation unit estimates the magnitude and the input part of the input load based on the driving data and a load estimation map representing the relationship between the driving data and the input load input to the part of the component, and the component is a skeletal member of the vehicle.

[0023] According to the ninth aspect, since the component parts are frame members of the vehicle, the load estimation map can be created using CAE (Computer Aided Engineering), which makes it easier to create the load estimation map than when the load estimation map is created based on actual experimental results.

[0024] A tenth aspect of the component condition estimation system is the ninth aspect, wherein the skeletal member is a rear skeletal member that is part of the skeletal member of the vehicle, and the rear skeletal member has left and right rear wheel houses and a rear cross member connecting the left and right rear wheel houses as the parts.

[0025] According to the tenth aspect, it becomes possible to estimate the states of the left and right rear wheel houses and the rear cross member which change due to an input load to the vehicle.

[0026] The component condition estimation system of an eleventh aspect is the tenth aspect, wherein at least one of the rear wheel houses has a plurality of the portions.

[0027] According to the eleventh aspect, it is possible to estimate the state of each portion of at least one of the rear wheel houses that changes due to an input load to the vehicle.

[0028] A component condition estimation system according to a twelfth aspect is the component condition estimation system according to the tenth or eleventh aspect, wherein the rear cross member has a plurality of the portions.

[0029] According to the twelfth aspect, it becomes possible to estimate the state of each portion of the rear cross member that changes due to an input load to the vehicle.

[0030] A thirteenth aspect of the component condition estimation system is the twelfth aspect, wherein the skeletal member is a front skeletal member that is part of the skeletal member of the vehicle, and the front skeletal member has, as the parts, left and right front wheel houses and a front cross member connecting the left and right front wheel houses.

[0031] According to the thirteenth aspect, it becomes possible to estimate the states of the left and right front wheel houses and the front cross member, which change due to an input load to the vehicle.

[0032] A component condition estimation system according to a fourteenth aspect is the thirteenth aspect, wherein at least one of the front wheel houses has a plurality of the portions.

[0033] According to the fourteenth aspect, it is possible to estimate the state of each portion of at least one of the front wheel houses that changes due to an input load to the vehicle.

[0034] A component condition estimation system of a fifteenth aspect is the component condition estimation system of the thirteenth or fourteenth aspect, wherein the front cross member has a plurality of the portions.

[0035] According to the fifteenth aspect, it becomes possible to estimate the state of each portion of the front cross member that changes due to an input load to the vehicle.

[0036] In a 16th aspect of the component condition estimation system, in the first or second aspect, when it is determined that a predetermined specific condition is satisfied based on the driving data, the load estimation unit estimates the magnitude and the input location of the input load.

[0037] According to the sixteenth aspect, the load estimation unit estimates the magnitude and the input part of the input load only when the specific condition is satisfied, which reduces the computational load of the component state estimation system compared to a case where the load estimation unit estimates the magnitude and the input part of the input load regardless of whether the specific condition is satisfied.

[0038] In the component condition estimation system of the 17th aspect, in the 16th aspect, the specific condition is determined to be satisfied when the detection value of an acceleration sensor provided on the vehicle becomes equal to or greater than a predetermined value, when the detection value of a yaw rate sensor provided on the vehicle becomes equal to or greater than a predetermined value, when a shift position sensor provided on the vehicle detects that the shift position is in P range or N range and an acceleration magnitude equal to or greater than a predetermined value is detected by the acceleration sensor, or when the shift position sensor detects that the shift position is in 1st range, 2nd range, D range or R range and an acceleration magnitude equal to or greater than a predetermined value in a direction different from the traveling direction of the vehicle is detected by the acceleration sensor.

[0039] According to the seventeenth aspect, it is possible to determine with high accuracy whether or not the specific condition is established.

[0040] In the 18th aspect of the component condition estimation system, in the 16th aspect, it is determined that the specific condition is met when a following vehicle is traveling immediately behind the vehicle and the size of an image representing the following vehicle displayed on a display provided on the vehicle becomes equal to or larger than a predetermined value.

[0041] According to the eighteenth aspect, it is possible to determine with high accuracy whether or not the specific condition is established.

[0042] The component state estimation method of the 19th aspect estimates the state of each part of a component part by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on driving data of the vehicle to a component state determination map that represents the relationship between the magnitude and input part of the input load and the state of each part of the component part of the vehicle.

[0043] The program of the 20th aspect causes a computer to execute a process of estimating the condition of each part of a component by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on the vehicle's driving data to a component condition determination map that represents the relationship between the magnitude and input part of the input load and the condition of each part of the component of the vehicle. Effect of the Invention

[0044] As described above, the component condition estimation system, the component condition estimation method, and the program according to the present invention have the excellent effect of being able to estimate the condition of each portion of a component part that changes due to an input load to a vehicle. [Brief description of the drawings]

[0045] [Figure 1] 1 is a schematic side view of a vehicle equipped with a component condition estimating system according to an embodiment. [Diagram 2] FIG. 2 is a schematic perspective view of a frame member of the vehicle shown in FIG. 1. [Diagram 3] FIG. 2 is a control block diagram of an ECU mounted on a vehicle. [Figure 4] FIG. 2 is a functional block diagram of the ECU. [Diagram 5] FIG. 5 is a cross-sectional view taken along the line 5-5 of FIG. [Figure 6] 4 is a graph showing detected values ​​of wheel speed, which is one of the travel data. [Figure 7] 4 is a graph showing a differential value of a wheel speed, which is one of the travel data. [Figure 8] 4 is a graph showing a detection value of a steering angle, which is one of the travel data. [Figure 9] 4 is a graph showing a detected value of acceleration, which is one of the travel data. [Figure 10] 4 is a graph showing a detected value of a yaw rate, which is one of the traveling data. [Figure 11] 4 is a graph showing a detected value of a shift position, which is one of the driving data. [Figure 12] 4 is a graph showing a detection value of a brake switch, which is one of the driving data. [Figure 13] FIG. 4 is a diagram showing photographic data acquired by a rear camera, which is one type of driving data. [Figure 14] 4 is a load estimation map showing the relationship between travel data and input loads to each frame member. [Figure 15] FIG. 4 is a diagram showing a component state determination map. [Figure 16] 4 is a flowchart showing a process executed by a CPU of the ECU. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0046] Hereinafter, an embodiment of a component state estimation system, a component state estimation method, and a program according to the present invention will be described with reference to the accompanying drawings. In the drawings, an arrow FR indicates the front side in the vehicle longitudinal direction, an arrow LH indicates the left side in the vehicle lateral direction, and an arrow UP indicates the upper side in the vehicle vertical direction.

[0047] As shown in FIGS. 1 and 2, a vehicle 10 equipped with a component condition estimation system 20 has four wheels 12 and a frame member 14.

[0048] As shown in FIG. 2, the skeletal member 14 includes a rear skeletal member 15 constituting the rear part of the skeletal member 14, a front skeletal member 16 constituting the front part of the skeletal member 14, and a main skeletal member 17 that connects the rear skeletal member 15 and the front skeletal member 16 and is larger than the rear skeletal member 15 and the front skeletal member 16. The rear skeletal member 15, the front skeletal member 16, and the main skeletal member 17 of this embodiment are large aluminum die-cast products. In other words, the rear skeletal member 15, the front skeletal member 16, and the main skeletal member 17 are integrally molded aluminum products manufactured by casting. The skeletal member 14 may be made of a material other than aluminum. The rear skeletal member 15 has a first portion 15-P1 that is a portion on the left side thereof, a second portion 15-P2 that is a portion on the right side thereof, and a third portion 15-P3 that is the remaining portion. The first portion 15-P1 and the second portion 15-P2 are rear wheel houses (rear wheel arches). The third portion 15-P3 has three rear cross members 15-P3-1, 15-P3-2, 15-P3-3 arranged in the front-rear direction. The rear cross members 15-P3-1, 15-P3-2, 15-P3-3 extend in the left-right direction and connect the first portion 15-P1 and the second portion 15-P2 at three locations. The front framework member 16 has a first portion 16-P1 which is its left side portion, a second portion 16-P2 which is its right side portion, and a third portion 16-P3 which is the remaining portion. The first portion 16-P1 and the second portion 16-P2 are front wheel houses (front wheel arches). The third portion 15-P3 is a front cross member extending in the left-right direction that connects the rear ends of the first portion 16-P1 and the second portion 16-P2. The main frame member 17 has a first portion 17-P1 which is its front portion, a second portion 17-P2 which is its rear portion, and a third portion 17-P3 which is the remaining portion.

[0049] As shown in FIG. 1, the vehicle 10 has an ECU (Electronic Control Unit) 21, a wheel speed sensor 30, a steering wheel 31, a steering angle sensor 32, an acceleration sensor 33, a yaw rate sensor 34, a shift position sensor 35, a brake switch 36, a rear camera 37, a display (announcement device) 38, and an ignition switch 39. The two front wheels 12FW are steered wheels. Therefore, when the steering angle of the steering wheel 31 changes, the steering angles of the left and right steered wheels 12FW change. The wheel speed sensor 30, the steering angle sensor 32, the acceleration sensor 33, the yaw rate sensor 34, the shift position sensor 35, the brake switch 36, the rear camera 37, the display 38, and the ignition switch 39 are connected to the ECU 21. When the ignition switch 39 is in an off state, the drive source of the vehicle 10 is inoperable, and when the ignition switch 39 is in an on state, the drive source is operable. The drive source includes, for example, at least one of an engine and an electric motor. Therefore, in this specification, the "ignition switch 39" includes an ignition switch operated by a key and other switches, such as a push-type start button.

[0050] When the ignition switch 39 is in the on state, as shown in FIG. 6, the wheel speed sensor 30 acquires the wheel speed of the vehicle 10 and transmits the acquired wheel speed to the ECU 21 every time a predetermined time elapses.

[0051] Furthermore, when the ignition switch 39 is in the on state, as shown in FIG. 7, the CPU 22, which will be described later, obtains a differential value of the detection value of the wheel speed sensor 30 every time a predetermined time elapses.

[0052] When the ignition switch 39 is in the on state, as shown in Fig. 8, the steering angle sensor 32 acquires the steering angle, which is the rotation angle of the steering wheel 31, and transmits the acquired steering angle to the ECU 21 every time a predetermined time elapses. Note that + (plus) on the vertical axis of the graph in Fig. 8 represents a steering angle in the clockwise direction, and - (minus) represents a steering angle in the counterclockwise direction.

[0053] When the ignition switch 39 is in the on state, as shown in Fig. 9, the acceleration sensor 33 acquires the acceleration in the up-down direction, the left-right direction, and the front-rear direction occurring in the vehicle 10 every time a predetermined time elapses, and transmits the acquired acceleration to the ECU 21. Note that + (plus) on the vertical axis of the graph in Fig. 9 represents positive acceleration, and - (minus) represents negative acceleration (deceleration).

[0054] When the ignition switch 39 is in the on state, as shown in Fig. 10, the yaw rate sensor 34 acquires the yaw rate of the vehicle 10 and transmits the acquired yaw rate to the ECU 21 every time a predetermined time elapses. Note that + (plus) on the vertical axis of the graph in Fig. 10 represents a clockwise yaw rate in a plan view, and - (minus) represents a counterclockwise yaw rate in a plan view.

[0055] 11, when the ignition switch 39 is in the on state, the shift position sensor 35 acquires the shift position of a shift lever (not shown) and transmits the acquired acceleration to the ECU 21 every time a predetermined time elapses. The shift positions of the shift lever in this embodiment include P range, N range, 1st range, 2nd range, D range, and R range.

[0056] 12, when the brake pedal (not shown) is depressed with an amount of operation equal to or greater than a predetermined value, the brake switch 36 turns ON and transmits a detection signal to the ECU 21. On the other hand, when the amount of operation of the brake pedal is less than the predetermined value, the brake switch 36 turns OFF (does not output a detection signal). When the brake switch 36 outputs the detection signal, a brake device (not shown) provided in the vehicle 10 is operated under the control of the ECU 21.

[0057] When the ignition switch 39 is in the on state, as shown in FIG. 13, the rear camera 37 captures an image of a subject located behind the vehicle 10 every time a predetermined time elapses, and transmits the acquired captured image data to the ECU 21.

[0058] The display 38 is provided, for example, on an instrument panel. The display 38 is capable of displaying various images. For example, as shown in Fig. 13, the display 38 is capable of displaying an image based on photographic data acquired by the rear camera 37. In Fig. 13, an image showing a following vehicle 50 traveling immediately behind the vehicle 10 is displayed on the display 38. The display 38 is also capable of displaying notification information, which will be described later.

[0059] 3, the ECU 21 includes a CPU (Central Processing Unit: processor) 22, a ROM (Read Only Memory) 23, a RAM (Random Access Memory) 24, a storage (information recording unit) 25, a communication I / F (Interface) (wireless transmission unit) 26, and an input / output I / F 27. The CPU 22, the ROM 23, the RAM 24, the storage 25, the communication I / F 26, and the input / output I / F 27 are connected to each other so as to be able to communicate with each other via a bus 28. The ECU 21 can obtain information relating to date and time from a timer (not shown).

[0060] The CPU 22 is a central processing unit that executes various programs and controls each part. That is, the CPU 22 reads a program from the ROM 23 or the storage 25, and executes the program using the RAM 24 as a working area. The CPU 22 controls each component and performs various calculation processes (information processing) according to the program recorded in the ROM 23 or the storage 25.

[0061] The ROM 23 stores various programs and various data. The RAM 24 temporarily stores programs or data as a working area. The storage 25 is configured with a storage device such as a hard disk drive (HDD) or a solid state drive (SSD), and stores various programs and various data. The communication I / F 26 is an interface capable of communicating with devices located outside the vehicle 10. For example, the communication I / F 26 is capable of wireless communication with an external server (not shown). The communication I / F 26 uses communication standards such as Bluetooth (registered trademark) and Wi-Fi (registered trademark). Furthermore, the communication I / F 26 is capable of communicating with an ECU other than the ECU 21 provided in the vehicle 10 via an external bus.

[0062] 4, the ECU 21 has, as its functional configuration, a specific condition determination unit 221, a load estimation unit 222, a state estimation unit 223, and a display control unit 224. The specific condition determination unit 221, the load estimation unit 222, the state estimation unit 223, and the display control unit 224 are realized by the CPU 22 of the ECU 21 reading out and executing a program stored in the ROM 23.

[0063] The specific condition determination unit 221 determines whether or not the specific condition is satisfied by using the above-mentioned driving data shown in FIG. 6 to FIG. 13. The specific condition is satisfied when it is estimated that an external force that is unlikely to be input during normal driving has been input to the vehicle 10. For example, the specific condition is satisfied when the following vehicle 50 collides with the vehicle 10, or when the wheel 12 of the vehicle 10 collides with a curb on the road. For example, the specific condition determination unit 221 determines that the specific condition is satisfied due to the collision of the following vehicle 50 with the vehicle 10 when the size of the image representing the following vehicle 50 displayed on the display 38 becomes equal to or larger than a predetermined value and the detection value of the acceleration sensor 33 becomes equal to or larger than a predetermined value. Note that the specific condition determination unit 221 may determine that the specific condition is satisfied due to the collision of the following vehicle 50 with the vehicle 10 when the size of the image representing the following vehicle 50 displayed on the display 38 becomes equal to or larger than a predetermined value, regardless of the detection value of the acceleration sensor 33. The specific condition determination unit 221 may also determine that the specific condition is satisfied when the detection value of the acceleration sensor 33 is equal to or greater than a predetermined value, or when the detection value of the yaw rate sensor 34 is equal to or greater than a predetermined value. The specific condition determination unit 221 may also determine that the specific condition is satisfied when the shift position sensor 35 detects that the shift position is in the P range or the N range and the acceleration sensor 33 detects an acceleration of a magnitude equal to or greater than a predetermined value. The specific condition determination unit 221 may also determine that the specific condition is satisfied when the shift position sensor 35 detects that the shift position is in the 1st range, the 2nd range, the D range, or the R range and the acceleration sensor 33 detects an acceleration of a magnitude equal to or greater than a predetermined value in a direction different from the traveling direction of the vehicle 10 represented by the shift position sensor 35. In this way, by using at least one of the image displayed on the display 38, the detection value of the acceleration sensor 33, the detection value of the yaw rate sensor 34, and the detection value of the shift position sensor 35, it is possible to determine with high accuracy whether the specific condition is satisfied.

[0064] The load estimation unit 222 estimates the load (input load) input to each part of the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17 based on each of the above-mentioned travel data and a load estimation map 40 shown in FIG. 14 and recorded in the ROM 23. The load estimation map 40 is a map that shows the relationship between each of the above-mentioned travel data and the input load input to each part of the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17. The load estimation map 40 can be created using, for example, CAE (Computer Aided Engineering). However, the load estimation map 40 may be created based on the result of an experiment in which a load is actually applied to the vehicle. More specifically, the load estimation unit 222 estimates the magnitude and input part of the input load in the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17. For example, the load estimation map 40 specifies that, when the wheel speed is equal to or greater than a predetermined value V2, the acceleration is equal to or greater than a predetermined value AC4, and the size of the following vehicle 50 included in the photographed data acquired by the rear camera 37 is equal to or greater than a predetermined value DM1, it is estimated that the input load "3" is input to the third portion 15-P3 of the rear frame member 15. In other words, in this case, it is estimated that the following vehicle 50 collides with the rear of the vehicle 10, and the input load "3" is input to the third portion 15-P3. The load estimation map 40 also specifies that, when the wheel speed is equal to or greater than a predetermined value V3 and the differential value is equal to or greater than DV4, it is estimated that the input load "3" is input to the first portion 17-P1 and the second portion 17-P2, and the input load "2" is input to the second portion 15-P2. The load estimation map 40 specifies the magnitude of the input load in three stages. The input load "2" is larger than the input load "1", and the input load "3" is larger than the input load "2". A "-" in the load estimation map 40 indicates that information about that item is not required. The load estimation unit 222 estimates the input load of each part of the rear frame member 15, the front frame member 16, and the main frame member 17 based on the above-mentioned driving data and the load estimation map 40, so that it is possible to estimate with high accuracy the parts to which the input load is applied and the magnitude of the input load.

[0065] The state estimation unit 223 estimates the state of each part of each frame member based on the magnitude and input part of the input load estimated by the load estimation unit 222 and the part state determination map 45 shown in FIG. 15 and recorded in the ROM 23. The part state determination map 45 is a map showing the relationship between the magnitude and input part of the input load, which is the load input to the vehicle, and the state of each part of the component parts of the vehicle. The "state of each part of the component parts of the vehicle" represents the state of each part in the component parts of the vehicle that are integrally provided. The "part" represents each part defined by dividing the component parts of the vehicle that are integrally provided into two or more parts. The state A shown in FIG. 15 is a state that may be deformed, the state B is a state that may be cracked, and the state C is a state that may be destroyed. For convenience, in FIG. 15, the state A is represented as "A", the state B is represented as "B", and the state C is represented as "C". In addition, in FIG. 15, "15-P" means the entire rear skeleton member 15, "16-P" means the entire front skeleton member 16, and "17-P" means the entire main skeleton member 17. For example, the component state determination map 45 specifies that when an input load "1" is applied to the second portion 15-P2 of the rear skeleton member 15, the state of the second portion 15-P2 becomes "A". That is, in this case, as shown in FIG. 5, there is a risk of a deformation portion DP occurring in the second portion 15-P2. In addition, the component state determination map 45 specifies that when an input load "1" is applied to the first portion 16-P1 of the front skeleton member 16, the state of the first portion 16-P1 becomes "A". In addition, the component state determination map 45 specifies that when an input load "2" is applied to the third portion 15-P3 of the rear skeleton member 15, the state of the third portion 15-P3 becomes "B". That is, in this case, there is a risk of a crack BP occurring in the third portion 15-P3 as shown in Fig. 5. Furthermore, the component condition determination map 45 stipulates that when an input load "3" is applied to the second portion 17-P2 of the main frame member 17, the condition of the first portion 17-P1 becomes "C", the condition of the second portion 17-P2 becomes "A", the condition of the third portion 17-P3 becomes "A", and the condition of the first portion 16-P1 becomes "A".

[0066] For example, assume that a following vehicle 50 collides with the rear of the vehicle 10, causing an input load of "3" to be applied to the third portion 15-P3 of the rear frame member 15. In this case, based on the part state determination map 45, the state estimation unit 223 estimates that the entire rear frame member 15 will be in state C, the second portion 16-P2 will be in state A, and the third portion 17-P3 will be in state A.

[0067] The display control unit 224 controls the display 38. For example, the display control unit 224 causes the display 38 to display an image based on the photographing data acquired by the rear camera 37. When the state estimation unit 223 estimates that any part of the rear skeleton member 15, the front skeleton member 16, or the main skeleton member 17 has entered at least one of states A, B, and C (predetermined state), the display control unit 224 causes the display 38 to display notification information. For example, when it is estimated that a crack has occurred in the first part 16-P1, the notification information is "There is a possibility that a crack has occurred in the first part 16-P1 of the front skeleton member 16." When any part of the rear skeleton member 15 has entered at least one of states A, B, and C, the notification information is "There is a possibility that a problem has occurred in the rear skeleton member 15, so please have it inspected at a maintenance shop as soon as possible."

[0068] Of the configuration described above, the ECU 21, the wheel speed sensor 30, the steering angle sensor 32, the acceleration sensor 33, the yaw rate sensor 34, the shift position sensor 35, the brake switch 36, the rear camera 37, the display 38, the load estimation map 40, and the component state determination map 45 are components of the component state estimation system 20.

[0069] (Action and Effects) Next, the operation and effects of the embodiment will be described.

[0070] The flow of processing performed by the CPU 22 of the ECU 21 of the vehicle 10 will be described with reference to the flowchart of Fig. 16. The CPU 22 repeatedly executes the processing of the flowchart of Fig. 16 every time a predetermined time elapses.

[0071] First, in step S10 (hereinafter, the word "step" will be omitted), the CPU 22 determines whether or not the ignition switch 39 is in the ON state.

[0072] If the determination in S10 is Yes, the CPU 22 proceeds to S11 and determines whether or not a specific condition is established.

[0073] If the answer to S11 is Yes, the CPU 22 proceeds to S12, where it estimates the magnitude and input location of the input load to the rear frame member 15, the front frame member 16 and the main frame member 17 based on each driving data and the load estimation map .

[0074] After completing the processing of S12, the CPU 22 proceeds to S13, where it estimates the states of the rear skeletal member 15, the front skeletal member 16 and the main skeletal member 17 based on the information regarding the magnitude of the input load and the input location acquired in S12, as well as the component state determination map 45.

[0075] After completing the process of S13, the CPU 22 proceeds to S14 and records in the ROM 23 or storage 25 the information regarding the states of the rear frame member 15, the front frame member 16 and the main frame member 17 acquired in S13.

[0076] After completing the process of S14, the CPU 22 proceeds to S15. In S15, the CPU 22 determines whether or not it was estimated in S13 that at least one of the rear frame member 15, the front frame member 16, and the main frame member 17 is in at least one of state A, state B, and state C.

[0077] If the answer to the question in S15 is Yes, the CPU 22 proceeds to S16, where it causes the display 38 to display notification information.

[0078] When the determinations in S10, S11, and S15 are No, or when the process of S16 is completed, the CPU 22 temporarily ends the process of the flowchart in FIG.

[0079] As described above, the part state estimation system 20 of this embodiment estimates the magnitude and input part of the input load based on the running data of the vehicle 10, and further estimates the state of each part of the rear frame member 15, the front frame member 16, and the main frame member 17 based on the estimated magnitude and input part of the input load and the part state determination map 45. That is, the part state estimation system 20 can estimate the state of each part of the components (the rear frame member 15, the front frame member 16, and the main frame member 17) that changes due to the input load to the vehicle 10. Therefore, a worker at a maintenance shop who receives information on the state of each part of each component from the part state estimation system 20 can easily and accurately recognize the state of each component. Therefore, the worker can quickly and easily perform repair work on each component or replace each component with a new component.

[0080] Furthermore, the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17, which are components whose states are estimated by the part state estimation system 20, are integrally molded products made by casting. In general, the ductility of the material constituting an integrally molded product made by casting is low. Therefore, cracks are likely to occur in the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17 when they are affected by an input load. The part state estimation system 20 can estimate that a crack that is difficult for a worker at a maintenance shop to recognize visually has occurred in any part of at least one of the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17. Therefore, a worker at a maintenance shop who receives information about the crack acquired by the part state estimation system 20 can easily recognize a crack that has occurred in at least one of the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17.

[0081] Furthermore, the specific condition is met when the front of the vehicle 10 collides with an obstacle, when the following vehicle 50 collides with the rear of the vehicle 10, or when any of the wheels 12 collides with a curb. Therefore, when the specific condition is met, at least one of the rear skeleton member 15 and the front skeleton member 16 is likely to be in at least one of state A, state B, and state C. The part state estimation system 20 of this embodiment can estimate a change in state that has occurred in at least one of the rear skeleton member 15 and the front skeleton member 16, for example, when such an event occurs to the vehicle 10.

[0082] Furthermore, when the state estimation unit 223 estimates that any part of the rear frame member 15, the front frame member 16, or the main frame member 17 has entered at least one of states A, B, and C, the display 38 displays notification information. Therefore, the occupant who recognizes the notification information can take action thereafter, such as requesting an inspection of the vehicle 10 at a maintenance shop.

[0083] Since the components are the skeleton members of the vehicle 10 (the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17), the load estimation map 40 can be created using CAE. Therefore, the load estimation map 40 can be created more easily than when the load estimation map 40 is created based on actual experimental results.

[0084] Moreover, the load estimation unit 222 estimates the magnitude and input part of the input load only when the specific condition is satisfied, which reduces the computational load on the CPU 22 compared to the case where the load estimation unit 222 estimates the magnitude and input part of the input load regardless of whether the specific condition is satisfied.

[0085] The above describes the component state estimating system 20, the component state estimating method, and the program according to the embodiment. However, the design of the component state estimating system 20, the component state estimating method, and the program can be modified as appropriate without departing from the spirit and scope of the present invention.

[0086] In the embodiment, the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17 are specified by three parts, but the number of parts constituting the rear skeleton member 15, the front skeleton member 16, and the main skeleton member 17 may be any number as long as they are plural. For example, the rear cross members 15-P3-1, 15-P3-2, and 15-P3-3 of the rear skeleton member 15 may be different parts from each other. Also, at least one of the first part 15-P1 and the second part 15-P2 may include a plurality of parts. For example, as shown in FIG. 2, the first part 15-P1 and the second part 15-P2 may include front parts 15-P1F, 15-P2F and rear parts 15-P1R, 15-P2R. Similarly, the first part 16-P1 and the second part 16-P2 may include front parts 16-P1F, 16-P2F and rear parts 16-P1R, 16-P2R. At least one of the rear cross members 15-P3-1, 15-P3-2, 15-P3-3 and the front cross member (third portion) 15-P3 may include a plurality of portions. When the component condition estimation system 20 is configured in such a modified form, it becomes possible to identify the positions of deformation, cracks, and breakage that have occurred in each frame member in more detail.

[0087] The rear frame member 15, the front frame member 16 and the main frame member 17 do not have to be cast products.

[0088] The component whose state is estimated by the component state estimation system 20 may be at least one of the rear frame member 15 , the front frame member 16 , and the main frame member 17 .

[0089] The component whose state is estimated by the component state estimation system 20 may be a component other than the frame member 14. For example, when the vehicle 10 is a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a battery electric vehicle (BEV), the component may be a battery (battery case) for supplying power to an electric motor that is a drive source of the vehicle 10.

[0090] In this embodiment, the vehicle 10 includes the specific condition determination unit 221, the load estimation unit 222, the state estimation unit 223, and the display control unit 224. However, at least one of the functions of the specific condition determination unit 221, the load estimation unit 222, the state estimation unit 223, and the display control unit 224 may be provided in an external server capable of wireless communication with the vehicle 10. For example, the external server may have the functions of the specific condition determination unit 221, the load estimation unit 222, the state estimation unit 223, and the display control unit 224, and may estimate a state that has occurred in any part of the component based on the running data received from the vehicle 10 by wireless communication and generate notification information. In this case, the external server wirelessly transmits information related to the estimated state and the notification information to the vehicle 10, and the display 38 displays the notification information. Also, for example, the external server may have some of the functions of the specific condition determination unit 221, the load estimation unit 222, the state estimation unit 223, and the display control unit 224, and the vehicle 10 may have the remaining functions. In this case, the external server transmits the processing results of the functions provided therein to the vehicle 10 via wireless communication.

[0091] The part state estimation system may estimate the state of each part of the component parts of the vehicle 10 based on driving data different from the above driving data. Such driving data includes, for example, information on the accelerator opening, position information of the vehicle 10 received by a Global Navigation Satellite System (GNSS) receiver, information on the number of revolutions per unit time of the internal combustion engine or electric motor that is the driving source, and photographed data of a subject located in front of or to the side of the vehicle.

[0092] The notification device may be a speaker capable of notifying the occupant of the notification information by voice. The notification information may be transmitted to a terminal device such as a smartphone carried by the occupant by wireless communication, and the terminal device may notify the occupant of the notification information.

[0093] For example, the communication I / F 26 may wirelessly communicate information about the state of each part of the component estimated by the state estimation unit 223 to an external server provided in a maintenance factory or the like. In this way, a worker at the maintenance factory or the like can easily recognize the part of the component where deformation or the like has occurred.

[0094] The part state estimating system does not have to perform the process of S11 in Fig. 16. In other words, the part state estimating system may estimate the state of a component part regardless of whether or not a specific condition is established.

[0095] The load estimation unit 222 does not have to estimate the load (input load) input to each part of the component based on the load estimation map 40. The load estimation unit 222 may directly or indirectly estimate the load (input load) input to each part of the component based on values ​​obtained from a plurality of sensors (e.g., acceleration sensors and load sensors) provided at each part of the vehicle. Note that the sensor values ​​obtained here are included in the "driving data".

[0096] [Note] The component state estimating system of the present invention may be any combination of the following configurations 1 to 18. <Configuration 1> A component state estimation system comprising: a recording unit in which a component state determination map is recorded that indicates the relationship between a magnitude and input part of an input load, which is a load input to a vehicle, and a state of each part of a component of the vehicle; a load estimation unit that estimates the magnitude of the input load and the input part based on driving data of the vehicle; and a state estimation unit that estimates the state of each part of the component based on the magnitude and input part of the input load estimated by the load estimation unit and the component state determination map. <Configuration 2> A component condition estimation system, wherein the component is a one-piece molded product formed by casting. <Configuration 3> A component state estimation system, wherein the component is at least one of a front skeleton member and a rear skeleton member that are skeleton members of the vehicle. <Configuration 4> A component state estimation system including an alarm device that notifies an occupant of the vehicle when the state estimation unit estimates that the state of at least one of the portions of the component is in a predetermined state. <Configuration 5> A component state estimation system in which the load estimation unit estimates the magnitude and the input portion of the input load based on the driving data and a load estimation map representing a relationship between the driving data and the input load input to the portion of the component. <Configuration 6> A component state estimation system comprising an information recording unit that records information regarding the state of each portion of the component estimated by the state estimation unit. <Configuration 7> A component state estimation system comprising a wireless transmission unit capable of wirelessly transmitting information regarding the state of each portion of the component estimated by the state estimation unit. <Configuration 8> A component state estimation system, wherein the component is a frame member of the vehicle. <Configuration 9> A component state estimation system in which the load estimation unit estimates the magnitude of the input load and the input part based on the driving data and a load estimation map representing the relationship between the driving data and the input load input to the part of the component, and the component is a skeleton member of the vehicle. <Configuration 10> A component condition estimation system in which the skeletal member is a rear skeletal member that is part of the skeletal member of the vehicle, and the rear skeletal member has, as its parts, left and right rear wheel houses and a rear cross member connecting the left and right rear wheel houses. <Configuration 11> A component condition estimation system in which at least one of the rear wheel houses has a plurality of the above-mentioned parts. <Configuration 12> A component condition estimation system in which the rear cross member has a plurality of the above-mentioned portions. <Configuration 13> The component condition estimation system, wherein the skeletal member is a front skeletal member that is part of the skeletal member of the vehicle, and the front skeletal member has, as its parts, left and right front wheel houses and a front cross member connecting the left and right front wheel houses. <Configuration 14> A component condition estimation system in which at least one of the front wheel houses has a plurality of the above-mentioned parts. <Configuration 15> A component condition estimation system in which the front cross member has a plurality of the above-mentioned parts. <Configuration 16> A part condition estimation system in which, when it is determined that a predetermined specific condition is satisfied based on the driving data, the load estimation unit estimates the magnitude and the input location of the input load. <Configuration 17> A component condition estimation system in which it is determined that the specific condition is satisfied when the detection value of an acceleration sensor provided on the vehicle becomes equal to or greater than a predetermined value, when the detection value of a yaw rate sensor provided on the vehicle becomes equal to or greater than a predetermined value, when a shift position sensor provided on the vehicle detects that the shift position is in P range or N range and an acceleration of a magnitude equal to or greater than a predetermined value is detected by the acceleration sensor, or when the shift position sensor detects that the shift position is in 1st range, 2nd range, D range or R range and an acceleration of a magnitude equal to or greater than a predetermined value in a direction different from the traveling direction of the vehicle is detected by the acceleration sensor. <Configuration 18> A component condition estimation system in which it is determined that the specific condition is met when a following vehicle is traveling immediately behind the vehicle and the size of an image representing the following vehicle displayed on a display provided on the vehicle becomes equal to or larger than a predetermined value. Furthermore, the component state estimating method of the present invention may be a combination of the following configuration 19 and at least one of the configurations 1 to 18. <Configuration 19> A component state estimation method for estimating the state of each part of a component part of the vehicle by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on driving data of the vehicle to a component state determination map that represents the relationship between the magnitude and input part of the input load and the state of each part of the component part of the vehicle. Furthermore, the program of the present invention may be a combination of the following configuration 20 and at least one of configurations 1 to 18. <Configuration 20> A program that causes a computer to execute a process of estimating the state of each part of a component by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on driving data of the vehicle to a component state determination map that represents the relationship between the magnitude and input part of the input load and the state of each part of the component of the vehicle. [Explanation of symbols]

[0097] 10 Vehicles 15 Rear frame parts (components) 15-P1 Part 1 (rear wheel house) 15-P2 2nd part (rear wheel house) 15-P3 3rd part (rear cross member) 16 Front frame member (component) 16-P1 1st part (part) (front wheel house) 16-P2 2nd part (part) (front wheel house) 16-P3 3rd part (part) (front cross member) 17 Main frame parts (components) 17-P1 1st part (site) 17-P2 2nd part (site) 17-P3 3rd part (site) 20 Parts condition estimation system 23 ROM (recording section) 222 Load Estimation Section 223 State Estimation Unit 25 Storage (information recording section) 26 Communication I / F (Wireless Transmission Unit) 38 Display (alarm device) 40 Load Estimation Map 45 Parts status determination map

Claims

1. a recording unit in which a component state determination map is recorded, the map indicating the relationship between the magnitude and the input portion of an input load, which is a load input to a vehicle, and the state of each portion of a component of the vehicle; a load estimation unit that estimates a magnitude and an input portion of the input load based on running data of the vehicle; a state estimation unit that estimates a state of each portion of the component part based on the magnitude and the input portion of the input load estimated by the load estimation unit and the part state determination map; A component state estimation system comprising:

2. The part condition estimating system according to claim 1 , wherein the component part is a one-piece molded product formed by casting.

3. 3. The part state estimating system according to claim 2, wherein the component part is at least one of a front frame member and a rear frame member which are frame members of the vehicle.

4. 3. The component state estimation system according to claim 1, further comprising an alarm device that notifies an occupant of the vehicle when the state estimation unit estimates that the state of at least one of the portions of the component is in a predetermined state.

5. 3. The component state estimation system according to claim 1, wherein the load estimation unit estimates the magnitude of the input load and the input portion based on the travel data and a load estimation map representing a relationship between the travel data and the input load input to the portion of the component.

6. The component state estimating system according to claim 1 or 2, further comprising an information recording unit for recording information regarding the state of each portion of the component estimated by the state estimating unit.

7. The component state estimating system according to claim 1 or 2, further comprising a wireless transmitting unit capable of wirelessly transmitting information regarding the state of each portion of the component estimated by the state estimating unit.

8. 3. The part state estimating system according to claim 1, wherein the component part is a frame member of the vehicle.

9. The load estimation unit estimates a magnitude of the input load and the input portion based on the travel data and a load estimation map representing a relationship between the travel data and the input load input to the portion of the component, 3. The part state estimating system according to claim 1, wherein the component part is a frame member of the vehicle.

10. the framework member is a rear framework member that is a part of a framework member of the vehicle, The component state estimating system according to claim 8 , wherein the rear framework member includes, as the portions, left and right rear wheel houses, and a rear cross member connecting the left and right rear wheel houses.

11. The component condition estimation system according to claim 10 , wherein at least one of the rear wheel houses has a plurality of the portions.

12. The component condition estimating system according to claim 10 or 11, wherein the rear cross member has a plurality of the portions.

13. the framework member is a front framework member that is a part of a framework member of the vehicle, The component state estimating system according to claim 12 , wherein the front framework member includes, as the portions, left and right front wheel houses, and a front cross member connecting the left and right front wheel houses.

14. The component condition estimating system according to claim 13 , wherein at least one of the front wheel houses has a plurality of the portions.

15. The component condition estimation system according to claim 13 or 14, wherein the front cross member has a plurality of the portions.

16. 3. The component state estimation system according to claim 1, wherein the load estimation unit estimates the magnitude and the input portion of the input load when it is determined that a predetermined condition is satisfied based on the driving data.

17. 17. The component state estimation system of claim 16, wherein the specific condition is determined to be satisfied when: a detection value of an acceleration sensor provided on the vehicle becomes equal to or greater than a predetermined value; a detection value of a yaw rate sensor provided on the vehicle becomes equal to or greater than a predetermined value; a shift position sensor provided on the vehicle detects that the shift position is in P range or N range and an acceleration of a magnitude equal to or greater than a predetermined value is detected by the acceleration sensor; or a shift position sensor detects that the shift position is in 1st range, 2nd range, D range or R range and an acceleration of a magnitude equal to or greater than a predetermined value in a direction different from a traveling direction of the vehicle is detected by the acceleration sensor.

18. 17. The component state estimation system according to claim 16, wherein the specific condition is determined to be satisfied when a following vehicle is traveling immediately behind the vehicle and a size of an image representing the following vehicle displayed on a display provided on the vehicle becomes equal to or larger than a predetermined value.

19. A component state estimation method for estimating the state of each part of a component part of the vehicle by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on driving data of the vehicle to a component state determination map that represents the relationship between the magnitude and input part of the input load and the state of each part of the component part of the vehicle.

20. A program that causes a computer to execute a process of estimating the condition of each part of a component by applying the magnitude and input part of an input load, which is a load input to a vehicle, estimated based on driving data of the vehicle to a component condition determination map that represents the relationship between the magnitude and input part of the input load, which is a load input to a vehicle, and the condition of each part of the component of the vehicle.

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