CN113442850A

CN113442850A - Vehicle management system

Info

Publication number: CN113442850A
Application number: CN202110256243.1A
Authority: CN
Inventors: 内野智司; 远藤卓哉; 森泰三; 长尾和也; 牛膓翔太; 高松正明; 野口智之; 竹森祐一郎
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2020-03-26
Filing date: 2021-03-09
Publication date: 2021-09-28
Also published as: JP2021157455A

Abstract

The present invention relates to a vehicle management system. The present invention properly considers the deterioration of devices or parts of each vehicle caused by external factors, and thus can predict the travel distance over which the vehicle can safely travel. A vehicle management system, comprising: a damage calculation unit that calculates damage to the component based on a measurement value obtained by a sensor provided in the vehicle; a damage storage section storing a history of damage; and a prediction unit that predicts a travel distance at which the future damage is equal to or greater than a predetermined threshold value, based on the travel distance of the vehicle and the history of the damage.

Description

Vehicle management system

Technical Field

The present invention relates to a vehicle management system.

Background

Conventionally, as shown in patent document 1, for example, a sensor is disposed in an automobile vehicle to recognize the state of the vehicle. Conventionally, a deterioration state of a vehicle is determined based on a travel distance of the vehicle, and the vehicle is evaluated or a necessary maintenance is recommended based on the deterioration state.

[ Prior art documents ]

[ patent document ]

[ patent document 1] Japanese patent laid-open No. 2016-31123

Disclosure of Invention

[ problems to be solved by the invention ]

However, the deterioration of the device mounted on the vehicle or its component parts tends to be as follows: the driving distance of the vehicle is greatly different depending on external factors such as the driving mode of the vehicle and the road condition on which the vehicle is driven. Therefore, regarding the deterioration of the devices or parts mounted on the vehicle, the distance or period in which the vehicle can safely travel differs among vehicles in practice, and the deterioration of the devices or parts of the vehicles caused by external factors has not been considered so far.

The present invention has been made in view of such a background, and an object thereof is to provide a technique for predicting a travel distance, at which a vehicle can travel safely, with higher accuracy by appropriately considering deterioration of devices and parts of each vehicle due to external factors.

[ means for solving problems ]

In order to solve the above problem, a main aspect of the present invention is a vehicle management system including: a damage calculation unit 111 that calculates damage to a component of the vehicle based on a measurement value obtained by a sensor provided in the vehicle 1; a damage storage section 216 that stores the history of the damage; and a prediction unit 212 that predicts the travel distance for which the future damage is equal to or greater than a predetermined threshold value, based on the travel distance of the vehicle and the history of the damage.

In the vehicle management system, the prediction unit 212 may calculate a remaining life prediction distance that is a difference between the predicted travel distance and the current travel distance, and the vehicle management system may further include a message sending unit 215, and the message sending unit 215 may send a message indicating that the component should be maintained in accordance with the remaining life prediction distance.

In the vehicle management system, the message sending unit 215 may send the message to at least one of the vehicle 1, a dealer of the vehicle 1, and a manufacturer of the vehicle 1.

Further, the vehicle management system may further include an alarm output unit (114), and the alarm output unit 114 may output an alarm in accordance with a rate of change of the damage.

Further, the damage storage unit 216 may store the history of the damage for the plurality of vehicles 1, and the alarm output unit 114 may calculate a standard value of the change rate by summing the damages on the plurality of vehicles 1, and may output the alarm for the vehicle in which the change rate of the damage has exceeded the standard value.

Other problems disclosed in the present application and other solutions to the problems are apparent from the column of the first embodiment of the invention and the accompanying drawings.

[ Effect of the invention ]

According to the present invention, deterioration of devices or parts of each vehicle caused by external factors is appropriately considered, whereby the travel distance over which the vehicle can safely travel can be predicted with higher accuracy.

Drawings

Fig. 1 is a diagram showing a configuration example of a vehicle management system according to the present embodiment.

Fig. 2 is a schematic diagram showing a vehicle including the vehicle management system of the present embodiment as a whole.

Fig. 3 is a diagram showing an outline of a hardware configuration of the vehicle management system according to the present embodiment.

Fig. 4 is a diagram showing an outline of a software configuration of the vehicle management system according to the present embodiment.

Fig. 5 is a diagram illustrating the operation of the vehicle management system according to the present embodiment.

Fig. 6 is a diagram illustrating a transition example of the damage of the component.

Fig. 7 is a diagram illustrating a transition example of oil breakdown.

[ description of symbols ]

1: vehicle with a steering wheel

2: server

3: dealer terminal

4: communication network

111: damage calculating section

112: damage transmitting part

113: alarm receiving part

114: alarm output unit

115: defective memory unit

211: damage receiving part

212: limit distance prediction unit

213: maintenance suggestion section

214: abnormality detection unit

215: transmitting part (message sending part)

216: defective memory unit

311: message receiving part

312: message output unit

Detailed Description

Hereinafter, a vehicle management system according to an embodiment of the present invention will be described with reference to the drawings.

< overview of the System >

The vehicle management system of the present embodiment is a system for predicting the remaining life of parts of an automobile or the like. Vehicle manufacturers generally specify the life (replacement timing) of parts and the like based on the travel distance. However, in practice the actual state of damage experienced by the user's vehicle may not be consistent with the actual state of damage inferred by the vehicle developer. For example, in a developing country, damage due to a travel distance is estimated in consideration of a traffic condition (road condition) at the time of vehicle development, and in a case where progress beyond assumption such as road renovation is made, damage of a part does not reach a limit value in a guarantee distance that is calculated conservatively. It is conceivable that there are an increased number of vehicles remaining beyond the guaranteed distance among the guaranteed distances that do not depend on the actual state, and in this case, the probability of a failure that eventually becomes impossible to travel due to travel beyond the guaranteed distance by a large margin increases. On the other hand, in developed countries and the like, the operating rate of vehicles tends to increase due to vehicle sharing, the distance tends to increase, and the damage to vehicles tends to increase.

Therefore, in the vehicle management system according to the present embodiment, damage of each component is calculated based on a measurement value of a sensor provided in the vehicle, increase prediction of the damage is performed according to the travel distance of the vehicle and the accumulated degree of the damage, and a remaining travel distance (hereinafter, referred to as a remaining life prediction distance) at which the vehicle can travel safely from the current time point is predicted according to the predicted damage.

Fig. 1 is a diagram showing a configuration example of a vehicle management system according to the present embodiment. The vehicle management system of the present embodiment includes a vehicle 1 and a server 2. The vehicle 1 and the server 2 are communicably connected via a communication network 4. The communication network 4 is, for example, the internet, and is constructed by, for example, a public telephone network, a mobile telephone network, a wireless communication line, an ethernet (registered trademark), or the like. Further, the server 2 is also communicably connected to a dealer terminal 3 of a dealer of the vehicle 1 via a communication network 4.

The vehicle 1 includes a shift controller (Transmission Control Unit, TCU))90 for controlling a Transmission (Transmission). In the present embodiment, the shift controller 90 calculates the damage of each component of the transmission, and transmits the calculated damage and the travel distance to the server 2. The parts described herein also include consumables such as oil. For example, the meiner's theorem (Miner's rule) can be used for the damage calculation of the part, and an arrhenius model (arrhenius model) can be used for the damage (degradation degree) calculation of the oil. The server 2 can accumulate the transition of the damage, predict a travel distance (hereinafter referred to as a limit travel distance) until the damage becomes equal to or more than a predetermined threshold, and calculate a distance from the current travel distance to the limit travel distance as a remaining life prediction distance. In addition, the server 2 may transmit an alarm or a service advice message or the like to the vehicle 1 or the dealer terminal 3 corresponding to the remaining life prediction distance.

As described above, in the vehicle management system according to the present embodiment, the shift controller 90 can calculate the damage of the transmission component (including oil and the like) and send the damage to the server 2 for analysis. Conventionally, although a part of the damage is recorded in the shift controller 90 in association with the drive recorder, the data of the damage can be extracted only by data extraction at the dealer and used for analyzing the cause of the fault such as an accident or a failure. The following description is made in detail.

< Structure of vehicle >

Fig. 2 is a schematic diagram showing a vehicle 1 including the vehicle management system of the present embodiment as a whole. In fig. 2, reference numeral 10 denotes an engine (internal combustion engine (drive source)). The engine 10 is mounted on the vehicle 1 including the drive wheels 12.

A throttle valve (not shown) disposed in an intake system of the engine 10 is mechanically disconnected from an accelerator pedal 16 disposed on a floor surface of a driver's seat of the vehicle, is connected to a Drive By Wire (DBW) mechanism 18 including an actuator such as an electric motor, and is opened and closed By the DBW mechanism 18.

The intake air adjusted in amount by the throttle valve flows through the intake manifold, is mixed with the fuel injected from the injector 20 in the vicinity of the intake port of each cylinder to form an air-fuel mixture, and when the intake valve has been opened, the air-fuel mixture flows into the combustion chamber of the cylinder. In the combustion chamber, the mixture is ignited by the spark plug and burned, and after driving the piston to rotate the crankshaft 22, the mixture becomes exhaust gas and is discharged to the outside of the engine 10.

The rotation of the crankshaft 22 is input to a Continuously Variable Transmission (CVT) 26 via a torque converter 24. That is, the rotation of the output shaft of the engine 10 determined by the throttle opening degree adjusted in accordance with the operation of the accelerator pedal 16 by the DBW mechanism 18 is input to the CVT 26 via the torque converter 24.

A crankshaft 22 of the engine 10 is connected to a pump impeller (pump impeller)24a of a torque converter 24, and a turbine runner (turbine runner)24b that is disposed opposite thereto and that accommodates fluid (working oil) is connected to a main shaft (input shaft) MS. The torque converter 24 includes a lock-up clutch (lock-up clutch)24 c.

The CVT 26 includes: an input pulley (Drive pulley) 26a disposed on the main shaft MS, an output pulley (Driven pulley) 26b disposed on a counter shaft (output shaft) CS parallel to the main shaft MS and coupled to the Drive wheels 12, and an endless transmission element, for example, a metal belt 26c, wound therebetween.

CVT 26 is connected to engine 10 via a forward/backward switching mechanism 28. The forward/reverse switching mechanism 28 includes a forward clutch 28a that enables the vehicle 1 to travel in the forward direction, a reverse brake clutch 28b that enables the vehicle 1 to travel in the reverse direction, and a planetary gear mechanism 28c disposed therebetween.

The rotation of the counter shaft CS is transmitted from the secondary shaft (intermediate shaft) SS toward the drive wheels 12 via gears. That is, the rotation of the counter shaft CS is transmitted to the secondary shaft SS via the gear 30a and the gear 30b, and the rotation is transmitted to the left and right drive wheels (only right side shown) 12 from the differential mechanism (differential mechanism)32 via the gear 30c and the drive shaft (drive shaft) 34.

A disc brake 36 is disposed near four wheels including a drive wheel (front wheel) 12 and a driven wheel (rear wheel: not shown), and a brake pedal 40 is disposed on a floor of a driver's seat of the vehicle.

In the forward/reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by a driver operating a range selector 44 provided in a vehicle seat to select, for example, any one of P, R, N, D constant speed ratio ranges. The range selection of the speed ratio by the driver operating the range selector 44 is transmitted to the manual valve of the oil pressure supply mechanism 46.

Although not shown, the hydraulic pressure supply mechanism 46 includes a hydraulic pump that is driven by the engine 10 and pumps up the hydraulic oil from a reservoir and discharges the hydraulic oil to an oil passage, and various control valves and solenoid valves disposed in the oil passage, and supplies the hydraulic pressure obtained by adjusting the pressure of the discharged hydraulic oil to the lock-up clutch 24c of the torque converter 24 to engage and disengage the lock-up clutch 24 c.

The hydraulic pressure supply mechanism 46 supplies hydraulic pressure to the piston chambers of the

pulleys

26a and 26b of the CVT 26. As a result, the pulley width between the

pulleys

26a and 26b changes, the winding radius of the belt 26c changes, and the speed ratio (ratio) for transmitting the rotation of the engine 10 to the drive wheels 12 changes steplessly.

Further, the hydraulic pressure supply mechanism 46 supplies hydraulic pressure to the piston chamber of the forward clutch 28a or the reverse brake clutch 28b of the forward/reverse switching mechanism 28 via a manual valve operated in accordance with the position of the speed ratio range selector 44 operated by the driver, and the vehicle 1 can be made to travel in the forward direction or the reverse direction.

A crank angle sensor 50 is provided at an appropriate position such as near a camshaft (not shown) of the engine 10, and a signal indicating the engine speed NE is output at each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to an absolute pressure (engine load) PBA in the intake pipe.

A throttle opening sensor 54 is provided to an actuator of the DBW mechanism 18, and a signal proportional to the opening TH of the throttle valve is output via the rotation amount of the actuator.

An accelerator opening sensor 60 is provided in the vicinity of the accelerator pedal 16 to output a signal proportional to an accelerator opening AP corresponding to a depression amount (accelerator pedal operation amount) of the accelerator pedal 16 by the driver, and a brake switch 62 is provided in the vicinity of the brake pedal 40 to output an on signal corresponding to an operation of the brake pedal 40 by the driver.

The output of the crank angle sensor 50 and the like is sent to the engine controller 66. The engine controller 66 includes a microcomputer including a Central Processing Unit (CPU), a Read Only Memory (ROM), a Random Access Memory (RAM), an Input/Output (I/O interface), and the like, controls the operation of the DBW mechanism 18 based on the sensor Output, and controls fuel injection by the injector 20 and ignition timing by a spark plug, and the like.

The main shaft MS is provided with an NT sensor (rotation speed sensor) 70, which outputs a pulse signal indicating the rotation speed of the turbine rotor 24b, specifically, the rotation speed NT of the main shaft MS, more specifically, the transmission input shaft rotation speed (and the input shaft rotation speed of the forward clutch 28 a).

An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the input pulley 26a of the CVT 26, and outputs a pulse signal corresponding to the rotational speed NDR of the input pulley 26a, in other words, the rotational speed of the output shaft of the forward clutch 28 a.

An NDN sensor (rotation speed sensor) 74 is provided at an appropriate position in the vicinity of the output pulley 26b, and outputs a pulse signal indicating the rotation speed NDN of the output pulley 26b, specifically the rotation speed of the counter shaft CS, more specifically the rotation speed of the transmission output shaft.

A vehicle speed sensor (rotation speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS, and outputs a pulse signal indicating the rotation speed and the rotation direction of the secondary shaft SS (specifically, a pulse signal indicating the vehicle speed V).

A speed ratio range selector switch 80 is provided in the vicinity of the speed ratio range selector 44, and outputs a signal corresponding to the R, N, D constant speed ratio range selected by the driver.

A hydraulic sensor 82 is disposed in an oil passage of the hydraulic supply mechanism 46, and outputs a signal corresponding to the hydraulic pressure supplied to the output pulley 26 b. An oil temperature sensor 84 is disposed in the reservoir and outputs a signal corresponding to the oil temperature.

The output of the NT sensor 70 and the like is sent to the shift controller 90. The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I/O interface, and the like, and is configured to freely communicate with the engine controller 66. The shift controller 90 is connected to the communication device 91, and can communicate with an external device via the communication device 91.

The shift controller 90 controls the forward/reverse switching mechanism 28, the CVT 26, and the torque converter 24 by exciting/deexciting the solenoid valve of the hydraulic pressure supply mechanism 46 based on the detection value.

< System hardware >

Fig. 3 is a diagram showing an outline of a hardware configuration of the vehicle management system according to the present embodiment. As described above, the vehicle 1 includes various sensors 101 (including the crank angle sensor 50, the absolute pressure sensor 52, the throttle opening sensor 54, the accelerator opening sensor 60, the NT sensor 70, the NDR sensor 72, the NDN sensor 74, the vehicle speed sensor 76, the oil pressure sensor 82, the oil temperature sensor 84, and any other sensors not shown), the shift controller 90, and the communicator 91, and the shift controller 90 includes the CPU 901, the ROM 902, the RAM 903, and the I/O interface 904. The server 2 includes a CPU 201, a memory 202, a storage device 203, and a communicator 204, and the dealer terminal 3 includes a CPU 301, a memory 302, a storage device 303, a communicator 304, an input device 305, and an output device 306. The

communicators

91, 204, and 304 are, for example, an adapter for connecting to an ethernet (registered trademark), a modem for connecting to a public telephone network, a wireless communicator for performing wireless communication, a Universal Serial Bus (USB) connector for Serial communication, an RS232C connector, or the like.

< System software >

Shift controller 90

The shift controller 90 includes: a damage calculating section 111, a damage transmitting section 112, an alarm receiving section 113, an alarm output section 114, and a damage storage section 115.

The damage calculation section 111 calculates damage of each part based on the measurement value that has been acquired from the sensor 101. The damage calculation unit 111 can calculate the damage of each component such as a gear, a bearing, a differential case, and a belt using the meiner's theorem. In addition, the damage calculating section 111 may calculate the damage of the oil using an arrhenius model. The damage calculation unit 111 stores the calculated damage in the damage storage unit 115 together with the travel distance of the vehicle 1 for each component (including oil). The travel distance may be acquired from the sensor 101. The damage calculation unit 111 may periodically (for example, every 1 minute, 5 minutes, 1 hour, or any other time) acquire a measurement value from the sensor 101 and calculate damage.

The damage storage unit 115 stores a record containing a damage (hereinafter referred to as damage information). The damage information includes a date and time when the damage was calculated, a part Identifier (ID) identifying the part (including oil), a travel distance, and the calculated damage.

The damage transmitting unit 112 transmits the damage. The damage transmission section 112 transmits the damage calculated by the damage calculation section 111 to the server 2. In the present embodiment, the damage transmitting unit 112 reads the damage information stored in the damage storage unit 115, and transmits the read damage information to the server 2 while including the vehicle ID indicating the vehicle 1 and the user ID indicating the user of the vehicle 1.

The damage transmitting part 112 may periodically transmit damage information. The damage transmission unit 112 may transmit the damage information when the increase rate of the damage exceeds a predetermined threshold. The damage transmitting unit 112 may transmit all the damage information already stored in the damage storage unit 115, or may transmit only a part thereof (for example, when the increase rate of the damage exceeds a predetermined threshold, data of only a few minutes before and after this point in time may be extracted). Further, the damage transmitting unit 112 may delete the damage information transmitted to the server 2 from the damage storage unit 115.

The alarm receiving section 113 receives an alarm. In the present embodiment, the alarm received by the alarm receiving unit 113 assumes an alarm related to the possibility of breakage of the component or an alarm related to an increase in abnormal breakage, and the alarm assumes an alarm transmitted from the server 2.

The alarm output section 114 outputs an alarm. The alarm output unit 114 may display an alarm by a lamp or the like, output an alarm by sound from a speaker, or display a message on a display, for example.

Server 2 ═ server

The server 2 includes: a damage receiving unit 211, a limit distance predicting unit 212, a maintenance advising unit 213, an abnormality detecting unit 214, a transmitting unit (message transmitting unit) 215, and a damage storing unit 216.

The damage receiving portion 211 receives damage information from the vehicle 1. The damage receiving section 211 registers the received damage information in the damage storage section 216.

The damage storage section 216 stores damage information. The damage information includes a vehicle ID indicating the vehicle 1, a user ID indicating a user of the vehicle 1, a date and time, a part ID indicating a part, a travel distance of the vehicle 1, and a damage calculated for the part.

The limit distance prediction unit 212 predicts the limit distance. The limit distance prediction unit 212 obtains the relationship between the travel distance and the damage as a regression equation using linear regression using the damage information of the vehicle and each component, for example, and calculates the travel distance at which the damage reaches a predetermined threshold value as the limit distance using the regression equation. The limit distance predicting unit 212 may calculate a remaining life prediction distance obtained by subtracting the current travel distance of the vehicle 1 from the limit distance.

The maintenance advising section 213 advises maintenance of the component in accordance with the predicted distance of damage or remaining life. The maintenance suggesting unit 213 may generate a message recommending maintenance when the damage is equal to or greater than a predetermined threshold value or when the remaining life prediction distance is equal to or less than a predetermined threshold value, for example.

The abnormality detection unit 214 detects an abnormality related to damage of the component of the vehicle 1. The abnormality detection unit 214 may detect an abnormality that a rapid increase in damage has occurred, for example, when the rate of increase in damage per unit time (which may be any length such as 5 minutes, 30 minutes, 1 hour, 1 day, 1 week, etc.) has reached a predetermined threshold value or more. In addition, regarding the damage information, the abnormality detection unit 214 may calculate a regression equation (hereinafter, referred to as a standard regression equation) of the travel distance and the damage for each part, and calculate a standard damage with respect to the travel distance. The abnormality detection unit 214 may detect an abnormality that an abnormal damage has occurred when the damage included in the damage information from a certain vehicle 1 exceeds a predetermined value or more of the damage (hereinafter, referred to as a standard damage) obtained by applying the travel distance of the vehicle 1 to a standard regression equation.

The transmitter 215 transmits an alarm or maintenance message. The transmitter 215 may transmit the message regarding maintenance, which has been made by the maintenance advising part 213, to at least any one of the vehicle 1 and the dealer terminal 3. The transmission unit 215 may transmit a message related to maintenance to, for example, a manufacturer of the vehicle 1. In addition, in the case where the abnormality is detected by the abnormality detection portion 214, the transmission portion 215 may transmit an alarm corresponding to the abnormality to the vehicle 1. The transmitter section 215 may also transmit an alarm corresponding to the detected abnormality to the dealer terminal 3.

The dealer terminal 3 is a terminal for a dealer

The dealer terminal 3 includes a message receiving section 311 and a message output section 312.

The message receiving section 311 receives an alarm or a message from the server 2.

The message output section 312 outputs the alarm or the message received by the message receiving section 311.

< operation >

The shift controller 90 calculates the damage of each component in the vehicle 1 (S501), and registers the damage information in the damage storage section 115. When the rate of increase in damage per unit period is equal to or greater than a predetermined threshold value or when regular time has come (YES in S502), shift controller 90 adds the vehicle ID and the user ID to the damage information and transmits the information to server 2 (S503).

The server 2 calculates a standard regression equation for obtaining a standard of damage with respect to the travel distance based on the damage information from the plurality of vehicles 1, obtains a standard damage with respect to the travel distance of the damage information received from a certain vehicle 1 from the standard regression equation (S504), and transmits an alarm to at least one of the vehicle 1 and the dealer terminal 3 when the damage of the damage information exceeds the standard damage (S505: yes) (S506). The server 2 calculates a limit distance based on the damage information, and calculates a remaining life prediction distance by subtracting the travel distance included in the damage information from the limit distance (S507). When the predicted remaining life distance is equal to or less than the predetermined threshold value (yes in S508), the server 2 transmits a message urging the maintenance of the component to at least one of the vehicle 1 and the dealer terminal 3 (S509).

Fig. 6 is a diagram illustrating a transition example of the damage of the component. The graph shown in fig. 6 represents a case where the damage increases corresponding to the travel distance.

The straight line L1 is the passage of damage assumed with respect to the so-called manufacturer-guaranteed driving distance. The straight line L3 is a transition of the damage corresponding to the travel distance obtained by regression analysis of past damage information corresponding to a certain target user. That is, L3 is the transition of damage predicted from the riding style of the subject user. The straight line L2 is the transition of the standard damage found by the standard regression equation using all damage information for regression analysis. The transition of the damage included in the damage information from the target user is indicated by a line H1.

In the example of fig. 6, for example, at a portion indicated by P1, the damage sharply increases, and an alarm indicating an abnormality is sent to the vehicle 1 or the dealer terminal 3. In addition, at a site indicated by P2, the damage of the subject user exceeds the standard damage, that is, the transition of the standard damage in the market, and here, an alarm indicating an abnormality is also sent to the vehicle 1 or the dealer terminal 3.

Fig. 7 is a diagram illustrating a transition example of oil breakdown. In the graph shown in fig. 7, it is shown that the oil is deteriorated depending on the travel distance, and the degree of deterioration is reduced when the oil replacement is performed. The line H2 represents the passage of damage of the damage information concerning the vehicle 1 by a certain object user.

At a position indicated by P3, since the damage (degree of deterioration) of the oil reaches a predetermined threshold value, a message suggesting oil replacement (maintenance) is transmitted from the server 2 to the vehicle 1 and the dealer terminal 3. When the oil is replaced in response to this, as shown in fig. 7, the damage of the oil is reduced.

Further, when oil replacement, part replacement, or the like is performed, the user inputs that maintenance has been performed in the vehicle 1, or a message indicating that maintenance has been performed is transmitted from the dealer terminal 3 to the vehicle 1, whereby the shift controller 90 can detect that maintenance related to the part has been performed, and change the parameter of damage calculation, for example, in accordance with the content of the maintenance.

As described above, in the vehicle management system according to the present embodiment, the shift controller 90 can calculate damage to components (bearings, gears, belts, etc.) such as a transmission while the vehicle is traveling, and transmit the damage to the server 2. In addition, where there is a sudden increase in damage, damage information may be sent to the server 2.

In the vehicle management system according to the present embodiment, the server 2 calculates the deterioration of the vehicle 1, and presents an appropriate maintenance period to the user or dealer of the vehicle 1. In addition, the remaining life prediction can be performed based on the input accumulated damage, and the risk of breakage can be calculated. Since the maintenance is recommended based on the damage calculated for each vehicle 1, the maintenance can be performed in an appropriate maintenance cycle corresponding to the actual state of the vehicle 1. For example, with respect to a user who takes a careful ride, the maintenance period becomes long, and maintenance costs can be suppressed. Further, for example, a user who has exceeded the guaranteed distance may be notified of the degree of risk of damage to the transmission or the like, and may be prompted to perform maintenance such as replacement of the transmission or the like before a situation such as sudden traveling failure occurs. Further, the maintenance cost to be incurred in the future (the transmission needs to be replaced several years later) can be predicted. In addition, the damage of the vehicle 1, that is, the state of the vehicle 1 can be grasped, so that, for example, appropriate vehicle evaluation can be performed in the used vehicle market. In addition, a commodity design may be performed such that the remaining value related to the remaining value setting loan is increased for a vehicle in a good state, for example, in accordance with the state of the vehicle 1.

The present embodiment has been described above, but the embodiment is for easy understanding of the present invention, and is not to be construed as limiting the present invention. The present invention may be modified and improved without departing from the gist thereof, and equivalents thereof are also included in the present invention.

Claims

1. A vehicle management system, comprising:

a damage calculation unit that calculates damage to a component of a vehicle based on a measurement value obtained by a sensor provided in the vehicle;

a damage storage section that stores the history of the damage; and

and a prediction unit that predicts the travel distance that the damage will reach a predetermined threshold value or more in the future, based on the travel distance of the vehicle and the history of the damage.

2. The vehicle management system according to claim 1,

the prediction unit calculates a remaining life prediction distance that is a difference between the predicted travel distance and the current travel distance,

the vehicle management system further includes a message sending unit that sends a message to be used for maintenance of the component in accordance with the predicted remaining life distance.

3. The vehicle management system according to claim 2,

the message sending part sends the message to at least any one of the vehicle, a dealer of the vehicle, and a manufacturer of the vehicle.

4. The vehicle management system according to claim 1,

further comprising an alarm output section that outputs an alarm corresponding to the rate of change of the damage.

5. The vehicle management system according to claim 4,

the damage storage section stores the history of the damage for a plurality of the vehicles,

the alarm output unit calculates a standard value of the change rate with respect to the total damage of the plurality of vehicles, and outputs the alarm for the vehicle in which the change rate of the damage has exceeded the standard value.