Vehicle notification control device

Abstract

To provide a notification control device for a vehicle which can elongate a life of a friction material.SOLUTION: A notification control device for a vehicle which is employed to the vehicle having a clutch having friction materials which are mutually released, slipped and engaged with each other according to the hydraulic pressure of a working fluid, and a notification part which can notify a prescribed alarm, comprises: a calculation part for calculating a friction-material deterioration degree being a deterioration degree of the friction materials; a deterioration degree determination part for determining whether or not the friction-material deterioration degree is equal to or higher than a prescribed threshold; and a notification control part for making the notification part issue an alarm for promoting the exchange of the working fluid when an affirmative determination is performed by the deterioration degree determination part.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present invention relates to a vehicle notification control device. [Background technology]

[0002] 2. Description of the Related Art Vehicles are provided with clutches having friction materials that disengage, slip, or engage in response to the hydraulic pressure of hydraulic oil (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2021-134826 A Summary of the Invention [Problem to be solved by the invention]

[0004] Continuing to use the hydraulic fluid without changing it may shorten the life of the friction material.

[0005] SUMMARY OF THE PRESENT EMBODIMENT An object of the present invention is to provide a vehicle notification control device that can extend the life of friction materials. [Means for solving the problem]

[0006] The above objective can be achieved by a vehicle notification control device applied to a vehicle having a clutch having friction material that disengages, slips, or engages depending on the oil pressure of the hydraulic oil, and an alarm unit capable of issuing a specified warning, the vehicle notification control device comprising: a calculation unit that calculates a friction material deterioration level, which is the degree of deterioration of the friction material; a deterioration level determination unit that determines whether the friction material deterioration level is equal to or higher than a specified threshold value; and an alarm control unit that causes the alarm unit to issue a warning encouraging the replacement of the hydraulic oil when a positive determination is made by the deterioration level determination unit.

[0007] The calculation unit may calculate the friction material deterioration level based on a hydraulic oil deterioration level, which is a deterioration level of the hydraulic oil, and an amount of heat generated by the friction material due to slippage.

[0008] The calculation unit may calculate the degree of deterioration of the friction material based on a cumulative value obtained by multiplying a value based on the heat generation amount per unit time by a value based on the degree of deterioration of the hydraulic oil, and accumulating the obtained value.

[0009] The hydraulic system may further include an acquisition unit that acquires a temperature of the hydraulic oil and a usage time of the hydraulic oil, and the calculation unit may calculate the degree of deterioration of the hydraulic oil based on the temperature of the hydraulic oil and the usage time of the hydraulic oil.

[0010] The calculation unit may calculate the degree of hydraulic oil deterioration based on a cumulative value obtained by accumulating unit hydraulic oil deterioration degrees per unit time, the rate of increase of which increases as the temperature of the hydraulic oil increases and the time the hydraulic oil is used increases.

[0011] The calculation unit may calculate the amount of heat generated based on an input torque to the friction material and a rotational speed difference of the friction material when slippage occurs.

[0012] The hydraulic oil deterioration level may be reset by the calculation unit when a positive determination is made by the hydraulic oil replacement determination unit.

[0013] The hydraulic oil replacement determination unit may be configured to determine whether the hydraulic oil has been replaced, and a modification unit may be configured to change the threshold value to a value greater than the degree of deterioration of the friction material when a positive determination is made by the hydraulic oil replacement determination unit.

[0014] The hydraulic oil change determination unit may be provided for determining whether the hydraulic oil has been changed, and the notification control unit may not cause the notification unit to issue the warning when a positive determination is made by the hydraulic oil change determination unit.

[0015] The vehicle may further include a friction material replacement determination unit that determines whether or not the friction material has been replaced, and the calculation unit may reset the friction material deterioration degree when a positive determination is made by the friction material replacement determination unit.

[0016] The vehicle may have a power source and a transmission, and the clutch may be provided on a power transmission path between the power source and the transmission. Effect of the Invention

[0017] According to the present invention, it is possible to provide a vehicle notification control device that can extend the life of a friction material. [Brief description of the drawings]

[0018] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle. [Diagram 2] FIG. 2 is a flowchart showing an example of calculation control of the friction material deterioration level Rfc executed by the ECU. [Diagram 3] The maps of FIG. 3A and FIG. 3B are examples of maps for calculating the ATF deterioration level Ratf. [Figure 4] FIG. 4 is an example of a graph showing the transition of the heat generation amount of the starting clutch. [Diagram 5] FIG. 5 is an example of a graph showing the degree of deterioration Rfc of a friction material that increases with the passage of time. [Figure 6] FIG. 6 is a flowchart showing an example of warning control executed by the ECU. [Figure 7] FIG. 7 is an example of a graph showing the change in the degree of deterioration Rfc of the friction material when the friction material is replaced. [Figure 8] FIG. 8A is an example of a graph showing the change in the friction material deterioration degree Rfc when the ATF is replaced after the warning, and FIG. 8B is an example of a graph showing the change in the friction material deterioration degree Rfc when the ATF is replaced just before the warning. [Figure 9] FIG. 9 is a flowchart showing a modified example of the warning control executed by the ECU 100. In FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] [General configuration of hybrid vehicle] FIG. 1 is a schematic diagram of a hybrid vehicle 1. In the hybrid vehicle 1, a K0 clutch 14, a motor 15, a starting clutch 18, and a transmission 19 are provided in this order in a power transmission path from an engine 10 to drive wheels 13. The engine 10 and the motor 15 are mounted as a driving power source for the hybrid vehicle 1. The engine 10 is, for example, a V6 gasoline engine, but the number of cylinders is not limited thereto, and may be an in-line gasoline engine or a diesel engine. The K0 clutch 14, the motor 15, the starting clutch 18, and the transmission 19 are provided in a transmission unit 11. The transmission unit 11 and the left and right drive wheels 13 are drivingly connected via a differential 12.

[0020] The K0 clutch 14 is provided between the engine 10 and the motor 15 on the power transmission path. The K0 clutch 14 switches the power transmission state between the engine 10 and the motor 15 by disengaging, slipping, or engaging depending on the supply of hydraulic oil (hereinafter simply referred to as ATF (Automatic Transmission Fluid)). The engaged state is a state in which a pair of friction materials of the K0 clutch 14 are connected and the engine 10 and the motor 15 have the same rotation speed. The released state is a state in which the pair of friction materials of the K0 clutch 14 are separated. The slip state is a state in which the engine 10 and the motor 15 have a predetermined rotation speed difference and the pair of friction materials of the K0 clutch 14 are in sliding contact with each other.

[0021] The motor 15 is connected to the battery 16 via an inverter 17. The motor 15 functions as a motor that generates driving force for the vehicle in response to power supplied from the battery 16, and also functions as a generator that generates electric power to charge the battery 16 in response to power transmission from the engine 10 and the drive wheels 13. The electric power exchanged between the motor 15 and the battery 16 is adjusted by the inverter 17.

[0022] The inverter 17 is controlled by the ECU 100 described later, and converts the DC voltage from the battery 16 into an AC voltage, or converts the AC voltage from the motor 15 into a DC voltage. In the case of powering operation in which the motor 15 outputs torque, the inverter 17 converts the DC voltage of the battery 16 into an AC voltage and adjusts the power supplied to the motor 15. In the case of regenerative operation in which the motor 15 generates power, the inverter 17 converts the AC voltage from the motor 15 into a DC voltage and adjusts the power supplied to the battery 16.

[0023] The starting clutch 18 is provided between the motor 15 and the transmission 19 on the power transmission path. The starting clutch 18 is a wet clutch that switches the power transmission state between the motor 15 and the transmission 19 by disengaging, slipping, or engaging depending on the supply of ATF. The engagement state is a state in which a pair of friction members of the starting clutch 18 are connected and the engine 10 and the motor 15 have the same rotation speed. The release state is a state in which the pair of friction members of the starting clutch 18 are separated. The slip state is a state in which the motor 15 and the input shaft of the transmission 19 have a predetermined rotation speed difference and the pair of friction members of the starting clutch 18 are in sliding contact with each other. Note that a torque converter having a lock-up clutch may be provided instead of the starting clutch 18.

[0024] The transmission 19 is a stepped automatic transmission that changes the gear ratio in multiple stages by changing the gear stage, but is not limited to this and may be a continuously variable automatic transmission. The transmission 19 is provided between the starting clutch 18 and the drive wheels 13 on the power transmission path.

[0025] The transmission unit 11 is further provided with an oil pump 21 and a hydraulic control mechanism 22. The ATF hydraulic pressure generated by the oil pump 21 is supplied to the K0 clutch 14, the starting clutch 18, and the transmission 19 via the hydraulic control mechanism 22. The hydraulic control mechanism 22 is provided with hydraulic circuits for each of the K0 clutch 14, the starting clutch 18, and the transmission 19, and various hydraulic control valves for controlling the ATF hydraulic pressure.

[0026] The hybrid vehicle 1 is provided with an ECU (Electronic Control Unit) 100. The ECU 100 is an electronic control unit including a calculation processing circuit that performs various calculation processes related to vehicle driving control, and a memory that stores control programs and data. The ECU 100 is an example of a vehicle notification control device, and functionally realizes a calculation unit, a deterioration degree determination unit, a notification control unit, a hydraulic oil change determination unit, a change unit, a friction material change determination unit, and an acquisition unit, which will be described in detail later.

[0027] The ECU 100 controls the operation of the engine 10 and the motor 15. Specifically, the ECU 100 controls the torque and rotation speed of the engine 10 by controlling the throttle opening, ignition timing, and fuel injection amount of the engine 10. The ECU 100 controls the rotation speed and torque of the motor 15 by controlling the inverter 17 to adjust the amount of power exchanged between the motor 15 and the battery 16. The ECU 100 also controls the operation of the K0 clutch 14, the starting clutch 18, and the transmission 19 through the control of the hydraulic control mechanism 22.

[0028] The ECU 100 receives signals from an ignition switch 71, a crank angle sensor 72, a motor rotation speed sensor 73, an input shaft rotation speed sensor 74, and an oil temperature sensor 75. The crank angle sensor 72 detects the rotation speed of the crankshaft of the engine 10. The motor rotation speed sensor 73 detects the rotation speed of the motor 15. The input shaft rotation speed sensor 74 detects the rotation speed of the input shaft of the transmission 19. The oil temperature sensor 75 detects the oil temperature of the ATF supplied to the K0 clutch 14, the transmission 19, and the starting clutch 18.

[0029] The display unit 80 is controlled by the ECU 100 and is provided on the instrument panel of the vehicle. The display unit 80 is an example of a notification unit that issues a warning to prompt ATF replacement, which will be described in detail later. The notification unit is not limited to the display unit 80, and may be, for example, a speaker of an audio system or a navigation system of the hybrid vehicle 1.

[0030] The ECU 100 runs the hybrid vehicle in either a motor mode or a hybrid mode. In the motor mode, the ECU 100 releases the K0 clutch 14 and runs the vehicle using the power of the motor 15. In the hybrid mode, the ECU 100 switches the K0 clutch 14 to an engaged state and runs the vehicle using at least the power of the engine 10. The hybrid mode includes a mode in which the vehicle runs using only the power of the engine 10, and a mode in which the motor 15 is powered and the vehicle runs using both the engine 10 and the motor 15 as power sources.

[0031] The ECU 100 calculates the deterioration degree of the friction material of the starting clutch 18 based on the following formula (1).

number

[0032] [Friction material deterioration degree R fc Calculation control of FIG. 2 shows the friction material deterioration degree R fc 1 is a flowchart showing an example of calculation control of ATF usage time. This control is repeatedly executed at predetermined time intervals while the ignition is on. ECU 100 acquires the ATF temperature and the ATF usage time based on oil temperature sensor 75 (step S1). The ATF usage time is the elapsed time while the ignition is on. ECU 100 acquires the time while the ignition is on as the ATF usage time. Note that the method of acquiring the ATF usage time is not limited to this, and the ATF usage time may be acquired based on the mileage of hybrid vehicle 1, for example. Step S1 is an example of processing executed by the acquisition unit.

[0033] Next, the ECU 100 refers to the maps of FIG. 3A and FIG. 3B to calculate the ATF deterioration degree R atf The maps of FIG. 3A and FIG. 3B are used to calculate and update the ATF deterioration degree R atf 3A and 3B are examples of maps for calculating the ATF deterioration degree R. The maps in FIG. 3A and FIG. 3B are maps defined based on experimental results. In FIG. 3A, the horizontal axis indicates the ATF oil temperature, and the vertical axis indicates the ATF deterioration degree R. atf In FIG. 3B, the horizontal axis indicates the ATF usage time, and the vertical axis indicates the ATF deterioration degree R atf FIG. 3A shows the ATF deterioration degree R according to the ATF usage time. atf FIG. 3B shows the ATF deterioration degree R according to the ATF oil temperature. atf As shown in Fig. 3A, the ATF deterioration degree R atf In detail, as the oil temperature increases, the ATF deterioration degree R atfIn addition, as shown in FIG. 3B, even if the oil temperature is the same, the longer the ATF is used, the greater the increase in the ATF deterioration degree R atf In detail, the ATF deterioration degree R increases as the usage time increases. atf The rate of increase in the ATF becomes larger. One of the indicators of ATF deterioration is oxidation, and the higher the oil temperature, the more easily the oxidation of the ATF progresses, and the longer the ATF is used, the more easily the oxidation of the ATF progresses. Step S2 is an example of a process executed by the calculation unit.

[0034] In the maps of FIG. 3A and FIG. 3B, the ATF deterioration degree R atf However, the ATF deterioration degree R is not limited to this and may be linear. atf The calculation method of the ATF deterioration degree R is not limited to the above map, but may be based on an arithmetic formula with the oil temperature and the usage time as arguments. atf may be calculated.

[0035] In addition, the above ATF deterioration level R atf may be calculated based on the metal concentration in the ATF in addition to the oil temperature and the usage time. Here, the metal concentration in the ATF is proportional to the mileage of the hybrid vehicle 1. For this reason, for example, the coefficient C is increased as the mileage increases, and the ATF deterioration degree R atf The effect of the mileage on the deterioration degree of the ATF may be obtained in advance by experiment.

[0036] Next, the ECU 100 determines whether the starting clutch 18 is in a slip state (step S3). Specifically, the determination is made based on the presence or absence of a slip request for the starting clutch 18, but is not limited thereto, and the determination may be made based on whether the differential rotation speed, which is the difference between the motor rotation speed and the input shaft rotation speed, is equal to or greater than a predetermined value.

[0037] If the answer is Yes in step S3, the ECU 100 acquires a differential rotation speed, which is the difference between the motor rotation speed and the input shaft rotation speed when the starting clutch 18 slips, based on the motor rotation speed sensor 73 and the input shaft rotation speed sensor 74 (step S4). Next, the ECU 100 acquires the control oil pressure of the starting clutch 18 when the starting clutch 18 slips (step S5).

[0038] Next, the ECU 100 calculates the heat generation amount per unit time dQ of the starting clutch 18 when slippage occurs (step S6). Specifically, the ECU 100 calculates the heat generation amount per unit time dQ of the starting clutch 18 due to slippage by multiplying the input torque [N·m] to the friction material when slippage occurs by the above-mentioned differential rotation speed [rad / s]. The input torque is calculated by referring to a map in which the input torque is predefined based on the ATF oil temperature, the differential rotation speed, and the control oil pressure of the starting clutch 18 when slippage occurs. For example, this map specifies that the input torque is larger as the ATF oil temperature is lower, the differential rotation speed is larger, and the control oil pressure is higher. The control oil pressure of the starting clutch 18 may be an actual oil pressure detected by a sensor, or may be an instructed oil pressure instructed by the ECU 100. The method of calculating the heat generation amount per unit time dQ is not limited to this, and for example, the difference between the total torque of the engine 10 and the motor 15 and the torque of the input shaft of the transmission 19 may be set as the input torque to the friction material. Step S6 is an example of a process executed by the calculation unit.

[0039] In addition, the effect of the ATF oil temperature may be reflected when calculating the heat generation amount per unit time dQ. Therefore, the degree of effect of the oil temperature on the friction material may be obtained in advance by experiment and reflected when calculating the heat generation amount per unit time dQ.

[0040] Fig. 4 is an example of a graph showing a transition of the amount of heat generated by the starting clutch 18. The horizontal axis indicates time, and the vertical axis indicates the amount of heat generated when the starting clutch 18 slips. As shown in Fig. 4, when the starting clutch 18 slips depending on the operating state of the hybrid vehicle 1, the friction material of the starting clutch 18 generates heat.

[0041] Next, the ECU 100 calculates the friction material deterioration degree R fc Calculate and update (step S7). Note that even if the answer is No in step S3, step S7 is executed. fc The horizontal axis shows time, and the vertical axis shows the degree of deterioration of the friction material R fc As time passes, the degree of deterioration of the friction material R fc The rate of increase of also gradually increases. Step S7 is an example of a process executed by the calculation unit.

[0042] [Warning Control] 6 is a flowchart showing an example of the warning control executed by the ECU 100. The ECU 100 calculates the friction material deterioration degree R fc is equal to or greater than a threshold value (step S11). If the result in step S11 is Yes, the ECU 100 causes the display unit 80 to issue a warning to prompt the user to change the ATF (step S12). Specifically, the display unit 80 causes a warning light to light up or flash to prompt the user to change the ATF. Note that the warning method is not limited to this, and for example, a warning sound may be output from a speaker.

[0043] If the answer is No in step S11, or after step S12 has been executed, the ECU 100 determines whether the friction material of the starting clutch 18 has been replaced (step S13). The friction material of the starting clutch 18 is replaced by a dealer using a service tool. When the ECU 100 receives a signal from the service tool connected to the ECU 100 indicating that the friction material has been replaced, the ECU 100 switches the friction material replacement flag from OFF to ON. The ECU 100 makes the determination in step S13 based on the friction material replacement flag. Step S13 is an example of a process executed by a friction material replacement determination unit.

[0044] If the result of step S13 is Yes, that is, if it is determined that the friction material has been replaced, the ECU 100 resets the heat generation amount to 0 (step S14). fcis reset to 0. Figure 7 shows the friction material deterioration degree R fc 7 corresponds to FIG. 5. As shown in FIG. 7, the friction material deterioration degree R fc is calculated from 0. However, the ATF deterioration level R atf The calculation will continue.

[0045] If the answer is No in step S13, or after step S14 has been executed, ECU 100 determines whether or not the ATF has been replaced (step S15). The ATF is replaced at a dealer using a service tool. When ECU 100 receives a signal from the service tool connected to ECU 100 indicating that the ATF has been replaced, ECU 100 switches the ATF replacement flag from OFF to ON. ECU 100 makes the determination in step S15 based on the ATF replacement flag. Step S15 is an example of a process executed by a hydraulic oil replacement determination unit. If the answer is No in step S15, this control is terminated.

[0046] If the result of step S15 is Yes, the friction material deterioration degree R fc It is determined whether the friction material deterioration degree R is close to a threshold value (step S16). fc When the difference between the threshold value and the friction material deterioration degree R fc is judged to be in the vicinity of the threshold value, and the friction material deterioration degree R fc When the difference between the threshold value and the friction material deterioration degree R fc is not close to the threshold value. Here, the predetermined value is a value that is close to the friction material deterioration degree R fc The friction material deterioration degree R indicates that the friction material is close to the threshold value. fc and the threshold value. If the result of step S16 is Yes, the ECU 100 increases the threshold value by a predetermined value (step S17). Step S17 is an example of a process executed by a change unit. If the result of step S16 is No, or after execution of step S17, the ECU 100 increases the ATF deterioration degree R atf is reset to 0 (step S18).

[0047] Figure 8A shows the friction material deterioration degree R when the ATF is replaced after the warning. fc 8A corresponds to FIG. 5. As shown in FIG. 8A, the friction material deterioration degree R fc The rate of increase in the friction material of the starting clutch 18 returns to the initial value. In this way, by changing the ATF, the life of the friction material of the starting clutch 18 can be extended.

[0048] Figure 8B shows the friction material deterioration level R when the ATF is replaced just before the warning. fc If the initial threshold value is used, a warning may be issued immediately after the ATF is replaced. However, as described above, when the ATF is replaced, the threshold value is increased, and the degree of deterioration of the friction material R fc The warning is not issued until the ATF reaches or exceeds the changed threshold value. In this way, it is possible to avoid a warning being issued immediately after the ATF change.

[0049] In the above embodiment, the threshold value is increased by a predetermined value in step S17, but the present invention is not limited to this and the threshold value may be set to infinity, for example. In this case, it is possible to prevent a warning from being issued immediately after the ATF change.

[0050] In the above embodiment, the ATF deterioration level R atf However, this is not limited to the above. For example, depending on the vehicle, the ATF in the hydraulic control system may not be replaced. In such a case, the ATF deterioration degree R is set to a value according to the ratio of the amount of old ATF that cannot be replaced to the amount of new ATF that has been replaced. atf For example, if the ratio of the amount of new ATF to the amount of old ATF is 9:1, the ATF deterioration degree R atf The above ratio is determined by the structure of the hydraulic control system, so this ratio is stored in advance in the memory of the ECU 100, and the ATF deterioration degree R is calculated based on this ratio when the ATF is replaced. atf may be reset.

[0051] If the ATF is replaced while a warning is issued to prompt ATF replacement, the threshold value is set to the friction material deterioration level R fc This also makes it possible to prevent a warning from being issued again immediately after changing the ATF.

[0052] Next, a modified example of warning control will be described. FIG. 9 is a flowchart showing a modified example of warning control executed by ECU 100. If the answer is Yes in step S16, ECU 100 prohibits the issuance of a warning to prompt ATF replacement (step S17a). That is, the warning light on display unit 80 is prohibited from being turned on. This also makes it possible to avoid a warning being issued immediately after ATF replacement. In this modified example, if the ATF is replaced while a warning to prompt ATF replacement is being issued, the warning may be stopped. This also makes it possible to avoid a warning being issued again immediately after ATF replacement.

[0053] In the above embodiment, the starting clutch 18 is described as an example of a calculation target for the friction material deterioration degree, but the calculation target may be the K0 clutch 14 or a clutch in the transmission 19. However, it is preferable to calculate the deterioration degree of the starting clutch 18 for the following reasons. Among the K0 clutch 14, the starting clutch 18, and the clutch in the transmission 19, the starting clutch 18 slips frequently and for a long time, and therefore generates a large amount of heat. The K0 clutch 14 slips when the engine 10 is started by the motor 15 when the driving mode is switched from the motor mode to the hybrid mode. The transmission 19 is provided with a plurality of clutches, and one of the clutches slips during a gear shift. In contrast, the starting clutch 18 slips during starting or low-speed driving regardless of the motor mode or hybrid mode. Therefore, the life of the starting clutch 18 tends to be shorter than that of other clutches. By calculating the deterioration degree of the starting clutch 18, which has a relatively short life, the life of other clutches, which is longer than the life of the starting clutch 18, can also be estimated.

[0054] In the above embodiment, the starting clutch 18 is provided between the motor 15 and the transmission 19, but the present invention is not limited to this, and a torque converter with a lock-up clutch may be provided instead of the starting clutch 18. In this case, the deterioration degree of the lock-up clutch may be calculated in the same manner as described above.

[0055] In the above embodiment, a hybrid vehicle is controlled by a single ECU 100, but this is not limited to the above. The above-mentioned control may be performed by multiple ECUs, such as an engine ECU that controls the engine 10, a motor ECU that controls the motor 15, and a clutch ECU that controls the K0 clutch 14.

[0056] In the above embodiment, a hybrid vehicle is used as an example of a vehicle, but the present invention is not limited to this and may be applied to an engine vehicle or an electric vehicle. In the case of an engine vehicle, it is preferable that a clutch provided between the engine, which is a driving power source, and the transmission is the object of calculation of the friction material deterioration degree. In the case of an electric vehicle, it is preferable that a clutch provided between the motor, which is a driving power source, and the transmission is the object of calculation of the friction material deterioration degree.

[0057] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist of the present invention described in the claims. [Explanation of symbols]

[0058] 1 Hybrid vehicles 10 Engine 15 Motor 18 Starting clutch (clutch) 21 Oil pump 22 Hydraulic control mechanism 80 Display unit (notification unit) 100 ECU (vehicle notification control device, calculation unit, deterioration degree determination unit, notification control unit, hydraulic oil change determination unit, change unit, friction material change determination unit, acquisition unit)

Claims

1. A vehicle notification control device is applied to a vehicle having a clutch having friction materials that are disengaged, slipped, or engaged according to the hydraulic pressure of hydraulic oil, and a notification unit that can issue a predetermined warning, A calculation unit for calculating a friction material deterioration degree, which is a deterioration degree of the friction material; a deterioration level determination unit that determines whether the deterioration level of the friction material is equal to or greater than a predetermined threshold; and a notification control unit that causes the notification unit to issue a warning to encourage replacement of the hydraulic oil when a positive determination is made by the deterioration degree determination unit.

2. 2. The vehicle notification control device according to claim 1, wherein the calculation unit calculates the degree of deterioration of the friction material based on a degree of deterioration of the hydraulic oil, which is a degree of deterioration of the hydraulic oil, and an amount of heat generated by the friction material due to slippage.

3. 3. The vehicle warning control device of claim 2, wherein the calculation unit calculates the degree of deterioration of the friction material based on a cumulative value obtained by multiplying a value based on the amount of heat generated per unit time by a value based on the degree of deterioration of the hydraulic oil.

4. An acquisition unit that acquires a temperature of the hydraulic oil and a usage time of the hydraulic oil, The vehicle notification control device according to claim 2 or 3, wherein the calculation unit calculates the degree of deterioration of the hydraulic oil based on a temperature of the hydraulic oil and a usage time of the hydraulic oil.

5. 5. The vehicle warning control device of claim 4, wherein the calculation unit calculates the degree of hydraulic oil deterioration based on a cumulative value obtained by accumulating unit hydraulic oil deterioration degrees per unit time, the rate of increase of which increases as the temperature of the hydraulic oil increases and the time the hydraulic oil is used increases.

6. 6. The vehicle notification control device according to claim 2, wherein the calculation unit calculates the amount of heat generated based on an input torque to the friction material and a difference in rotational speed of the friction material when slippage occurs.

7. A hydraulic oil change determination unit is provided for determining whether the hydraulic oil has been changed, 7. The vehicle notification control device according to claim 2, wherein the calculation unit resets the hydraulic oil deterioration degree when a positive determination is made by the hydraulic oil change determination unit.

8. a hydraulic oil change determination unit that determines whether the hydraulic oil has been changed; 7. The vehicle notification control device according to claim 1, further comprising: a change unit that changes the threshold value to a value greater than the degree of deterioration of the friction material when a positive determination is made by the hydraulic oil change determination unit.

9. A hydraulic oil change determination unit is provided for determining whether the hydraulic oil has been changed, 7. The notification control device for a vehicle according to claim 1, wherein the notification control unit does not cause the notification unit to issue the warning when a positive determination is made by the hydraulic oil change determination unit.

10. a friction material replacement determination unit that determines whether the friction material has been replaced, 10. The vehicle notification control device according to claim 1, wherein the calculation unit resets the friction material deterioration degree when a positive determination is made by the friction material replacement determination unit.

11. The vehicle has a power source and a transmission.

11. The vehicle notification control device according to claim 1, wherein the clutch is provided on a power transmission path between the driving power source and the transmission.

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