Vehicle management device and vehicle management method

Abstract

To provide a vehicle management system capable of appropriately determining necessity of replacing a fuel pump.SOLUTION: A vehicle management device comprises: a collection section which collects a load parameter related to a load applied to a fuel pump mounted on a vehicle; a conversion section which converts the load parameter into comparison data to be compared with measurement data related to durability performance of the fuel pump in accordance with a measurement condition of the measurement data; and a determination section which determines a deterioration state of the fuel pump through comparing the comparison data with the measurement data.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle management device and a vehicle management method.

Background Art

[0002] For example, there is a management system for managing vehicles such as hybrid vehicles (for example, Patent Document 1). The fuel pump mounted on the vehicle supplies fuel to the engine. However, for example, when the brush of the motor of the fuel pump wears and deteriorates, the engine cannot be driven normally, so it needs to be replaced before deterioration.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Patent Document 1 discloses predicting the inspection time before a failure occurs from the diagnostic information of the entire fuel system, but does not disclose determining the deterioration of the fuel pump itself.

[0005] Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide a vehicle management device and a vehicle management method capable of appropriately determining the deterioration state of a fuel pump.

Means for Solving the Problems

[0006] The vehicle management device of the present invention is mounted on a vehicle having a plurality of operation modes with different discharge flows or motor rotation speeds fuel pump driving time a collecting unit that collects the driving time and Among a plurality of first correction coefficients respectively corresponding to the deterioration amounts of the fuel pump in the plurality of operation modes, based on the first correction coefficient corresponding to the first operation mode when the driving time is collected, the corresponding value of the second operation mode for the failure rate of the fuel pump to reach a predetermined durability value in a certain required time a conversion unit that converts it into the corresponding value and the required time a determination unit that determines the deterioration state of the fuel pump by comparing with

[0007] In the above configuration, The collection unit collects the driving time for each operation mode, the conversion unit converts the driving time into the corresponding value for each operation mode based on the first correction coefficient corresponding to the first operation mode, and the determination unit compares the sum of the corresponding values for each operation mode with the required time to determine the deterioration state of the fuel pump it may be determined.

[0009] In the above configuration, the collection unit collects, for each operation mode, a frequency distribution obtained by dividing the drive time and the maximum voltage of the battery of the fuel pump during driving into a plurality of voltage ranges. The conversion unit, for each operation mode and voltage range, multiplies, among the drive time, the time corresponding to the frequency of the voltage range, by the first correction coefficient corresponding to the first operation mode and the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges, to convert the voltage of the battery and the second operation to the corresponding value of the mode, and the determination unit may determine the deterioration state of the fuel pump by comparing the sum of the corresponding values for each operation mode and voltage range with the required time.

[0010] In the above configuration, the collection unit of the ba collects the number of start-ups of the fuel pump in each of a plurality of voltage ranges of the battery, and the conversion unit, for each voltage range, converts the number of start-ups into time based on the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges and the predetermined time corresponding to one start-up of the fuel pump, and adds the result to the corresponding value.

[0011] In the above configuration, the collection unit collects the driving time at each of a plurality of concentration ranges of alcohol contained in the fuel supplied by the fuel pump to the engine of the vehicle, and the conversion unit, for each of the concentration ranges, converts the driving time into the concentration of alcohol for which the failure rate reaches the durability value in the required time, based on the first correction coefficient corresponding to the first operation mode and the third correction coefficient corresponding to the amount of deterioration of the fuel pump due to the plurality of concentration ranges, which is the third correction coefficient corresponding to the concentration range, and the corresponding value of the second operation mode, and the determination unit may determine the deterioration state of the fuel pump by comparing the sum of the corresponding values for each concentration range with the required time.

[0012] In the above configuration, before the collection unit before collects the driving distance of the vehicle, and the conversion unit the vehicle driving distance for the failure rate to reach the durability value in the required time the ratio of the driving distance to the required value multiply by the corresponding value may be used.

[0013] The vehicle management method of the present invention is a method in which a computer executes a process of collecting a fuel pump having a plurality of operation modes with different discharge flows or motor rotation speeds mounted on a vehicle, driving time converting it, the driving time and Among a plurality of first correction coefficients respectively corresponding to the deterioration amounts of the fuel pump in the plurality of operation modes, based on the first correction coefficient corresponding to the first operation mode when the driving time is collected, the corresponding value of the second operation mode for the failure rate of the fuel pump to reach a predetermined durability value in a certain required time comparing it with the corresponding value to determine the deterioration state of the fuel pump. the required time

[0014] In the above configuration, In the process of collecting the driving time, collect the driving time for each operation mode. In the process of converting the driving time into the corresponding value, for each operation mode, convert the driving time into the corresponding value based on the first correction coefficient corresponding to the first operation mode. In the process of determining the deterioration state of the fuel pump, determine the deterioration state of the fuel pump by comparing the sum of the corresponding values for each operation mode with the required time may be used.

[0016] In the above configuration, in the process of collecting the driving time, for each operation mode, a frequency distribution obtained by dividing the driving time and the maximum voltage of the battery of the fuel pump during driving into a plurality of voltage ranges is collected. In the process of converting the driving time into the corresponding value, for each operation mode and each voltage range, among the driving time, the time corresponding to the frequency of the voltage range is converted based on the first correction coefficient corresponding to the first operation mode and the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges, the voltage of the battery for the failure rate to reach the endurance value in the required time, and the second operation In the process of converting the driving time into the corresponding value, in the process of determining the deterioration state of the fuel pump, the sum of the corresponding values for each operation mode and each voltage range may be compared with the required time to determine the deterioration state of the fuel pump.

[0017] In the above configuration, the fuel pump of the ba collects the number of start-ups of the fuel pump in each of a plurality of voltage ranges of the battery, and for each voltage range, converts the number of start-ups into time based on the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges and the predetermined time corresponding to one start-up of the fuel pump, and adds the result to the corresponding value. The computer may execute this process.

[0018] In the above configuration, in the process of collecting the driving time, the driving time in each of a plurality of concentration ranges of alcohol contained in the fuel supplied by the fuel pump to the engine of the vehicle is collected. In the process of converting the driving time into the corresponding value, for each concentration range, the driving time is converted based on the first correction coefficient corresponding to the first operation mode and the third correction coefficient corresponding to the concentration range among the plurality of third correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of concentration ranges, the concentration of alcohol for the failure rate to reach the endurance value in the required time, and the secondoperation In the process of converting to the corresponding value of the mode and determining the deterioration state of the fuel pump, the deterioration state of the fuel pump may be determined by comparing the sum of the corresponding values for each concentration range with the required time.

[0019] In the above configuration, before collect the driving distance of the vehicle, the vehicle driving distance for the failure rate to reach the durability value in the required time the ratio of the driving distance to the required value multiply by the corresponding value The computer may execute the process.

Advantages of the Invention

[0020] According to the present invention, the deterioration state of the fuel pump can be appropriately determined.

Brief Description of the Drawings

[0021]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Figure 19

Figure 20

Figure 21

Figure 22

Figure 23

Figure 24

Figure 25

Figure 26

Figure 27

Figure 28

Mode for Carrying Out the Invention

[0022] (Configuration of Vehicle Management System) FIG. 1 is a configuration diagram showing an example of a vehicle management system 9. The vehicle management system 9 includes one or more vehicles 3, maintenance terminals 2, and a vehicle management server 1 connected to each maintenance terminal 2 via a network 90 such as the Internet.

[0023] The vehicle 3 is equipped with a fuel pump, such as a hybrid vehicle. The maintenance terminal 2 is a computer installed at a service center or the like that performs maintenance inspections on the vehicle 3. Each maintenance terminal 2 communicates with the vehicle 3 via, for example, a wireless LAN (Local Area Network). Also, each maintenance terminal 2 communicates with the vehicle management server 1 via the network 90.

[0024] The maintenance terminal 2 acquires and stores the load parameters of the fuel pump from the vehicle 3. The load parameters are histogram information regarding the load applied to the fuel pump as the vehicle 3 travels. The maintenance terminal 2 transmits the load parameters to the vehicle management server 1.

[0025] The vehicle management server 1 receives and stores the load parameters. The vehicle management server 1 holds measurement data regarding the durability performance of the fuel pump. The measurement data is, for example, data on the failure rate measured in advance by a single test of the fuel pump. The vehicle management server 1 converts the load parameters into comparison data to be compared with the measurement data according to the measurement conditions of the measurement data, as will be described later. The vehicle management server 1 determines the deterioration state of the fuel pump of the vehicle 3 based on the comparison result between the comparison data, which is the converted load parameter, and the measurement data.

[0026] The vehicle management server 1 transmits the determination result to the maintenance terminal 2 via the network 90. As a result, the user of the vehicle 3 can receive a notification of the deterioration state of the fuel pump. described laterAs in the example, when the vehicle management server 1 determines whether the fuel pump needs to be replaced, the user of the vehicle 3 can receive a notification from the vehicle management server 1 via the maintenance terminal 2 as to whether the fuel pump needs to be replaced.

[0027] (Configuration of the fuel system) FIG. 2 is a diagram showing an example of the configuration of a fuel system 300 mounted on the vehicle 3. The fuel system 300 includes an ignition switch (IG-SW) 30, an engine 31, a fuel pump 32, a fuel tank 33, an auxiliary battery 34, an EFI-ECU 35, an odometer 36, a voltage sensor 37, an alcohol concentration sensor 38, and a communication module 39.

[0028] The fuel pump 32 supplies the fuel (gasoline) stored in the fuel tank 33 to the engine 31. The engine 31 drives wheels (not shown) by burning the fuel.

[0029] The fuel tank 33 is provided with a concentration sensor 38. The concentration sensor 38 detects the concentration S (%) of ethanol contained in the fuel when the fuel pump 32 is driven. The vehicle 3 in this example is a FFV (Flexible Fuel Vehicle) that can use a mixed fuel of gasoline and alcohol, but is not limited thereto, and may use only pure gasoline as fuel. The concentration sensor 38 notifies the concentration S to the EFI-ECU 35. Note that the concentration S is an example of a second concentration.

[0030] The auxiliary battery 34 supplies power to a motor (not shown) of the fuel pump 32. The fuel pump 32 pumps the fuel from the fuel tank 33 to the engine 31 by rotating the motor.

[0031] The auxiliary battery 34 is provided with a voltage sensor 37. The voltage sensor 37 detects the battery voltage E (V) applied from the auxiliary battery 34 to the fuel pump 32. The voltage sensor 37 notifies the battery voltage E to the EFI-ECU 35. The battery voltage E is an example of the voltage value of the auxiliary battery 34.

[0032] In addition, the ignition switch 30 is used for starting and stopping operations of the engine 31. The ignition switch 30 is turned on and off by the user of the vehicle 3. The ignition switch 30 notifies the EFI-ECU 35 of the on and off states. Note that the period from when the ignition switch 30 is turned on until it is turned off is referred to as a "trip".

[0033] The odometer 36 indicates the driving distance (km) of the vehicle 3. The EFI-ECU 35 acquires the driving distance from the odometer 36.

[0034] The EFI-ECU 35 drives the fuel pump 32 according to an instruction from an engine controller (not shown). The EFI-ECU 35 controls the output of the fuel pump 32 in three operating modes: LOW, MIDDLE, and HIGH as an example. The EFI-ECU 35 controls, for example, the rotational speed of the motor of the fuel pump 32 or the discharge flow rate of the fuel pump 32 to a target value according to the operating mode. Among LOW, MIDDLE, and HIGH, the target value in the LOW operating mode is the lowest, and the target value in the HIGH operating mode is the highest. Note that the rotational speed of the motor of the fuel pump 32 or the discharge flow rate of the fuel pump 32 in each operating mode is an example of a first output value.

[0035] The EFI-ECU 35 acquires load parameters using the battery voltage E, the concentration S, the driving distance, and the operating mode of the fuel pump 32, etc. The EFI-ECU 35 updates the load parameters for each trip. The EFI-ECU 35 outputs the load parameters to the communication module 39.

[0036] The communication module 39 is a device including, for example, a wireless LAN antenna and its control circuit, etc. The communication module 39 transmits the load parameters to the maintenance terminal 2 according to the operation of the user of the vehicle 3. Note that the acquisition of the load parameters is not limited to the EFI-ECU 35, and may be performed by a terminal such as a smartphone that can communicate with the EFI-ECU 35, for example.

[0037] (Configuration of EFI-ECU) FIG. 3 is a configuration diagram showing an example of the EFI-ECU 35. The EFI-ECU 35 is, for example, a microcontroller, and includes a CPU (Central Processing Unit) 40, a ROM (Read Only Memory) 41, a RAM (Random Access Memory) 42, a storage memory 43, and a communication port 44 44. The CPU 40 is connected to the ROM 41, the RAM 42, the storage memory 43, and the communication port 44 via a bus 49 so that signals can be input and output to and from each other. Note that the EFI-ECU 35 is an example of an information processing device mounted on the vehicle 3.

[0038] The ROM 41 stores a program for driving the CPU 40. The RAM 42 functions as a working memory of the CPU 40. The communication port 44 transmits and receives data, for example, between the CPU 40 and the communication module 39.

[0039] The storage memory 43 stores a start count table 430, a voltage distribution table 431, a pump drive time table 432, and a travel distance table 433 as load parameters. The start count table 430 is a histogram showing the start count of the fuel pump 32 for each alcohol concentration S, battery voltage E, and operation mode of the fuel pump 32. The CPU 40 updates the start count table 430 for each trip based on the alcohol concentration S of the concentration sensor 38, the battery voltage E of the voltage sensor 37, and the operation mode of the fuel pump 32.

[0040] The voltage distribution table 431 is a histogram showing the distribution of the maximum value of the battery voltage E during the period for each operation mode of the fuel pump 32 for each alcohol concentration S. The CPU 40 updates the voltage distribution table 431 for each trip based on the alcohol concentration S of the concentration sensor 38, the battery voltage E of the voltage sensor 37, and the operation mode of the fuel pump 32.

[0041] The pump drive time table 432 is a histogram showing the drive time of the fuel pump 32 for each operation mode of the fuel pump 32. The CPU 40 updates the pump drive time table 432 for each trip based on the alcohol concentration S of the concentration sensor 38 and the operation mode of the fuel pump 32. The mileage table 433 records the initial value and the current value at the start of recording the mileage of the vehicle 3 indicated by the odometer 36. The CPU 40 records the initial value at the start of the EFI-ECU 35 and updates the current value for each trip based on the mileage of the odometer 36.

[0042] In this way, the CPU 40 quantitatively detects the load applied to the fuel pump 32 and generates the startup count table 430, the voltage distribution table 431, the pump drive time table 432, and the mileage table 433. The CPU 40 outputs the startup count table 430, the voltage distribution table 431, the pump drive time table 432, and the mileage table 433 as load parameters to the communication port 44.

[0043] The communication port 44 outputs the load parameters to the communication module 39. As a result, the load parameters are transmitted from the vehicle 3 to the maintenance terminal 2 and further transmitted to the vehicle management server 1. The communication port 44 is an example of a transmission unit that transmits the load parameters to the vehicle management server 1.

[0044] (Configuration of Vehicle Management Server) Figure 4 is a configuration diagram showing an example of the vehicle management server 1. The vehicle management server 1 includes a CPU 10, a ROM 11, a RAM 12, an HDD (Hard Disk Drive) 13, and a communication port 14. The CPU 10 is connected to the ROM 11, the RAM 12, the HDD 13, and the communication port 14 via a bus 19 so that signals can be input and output to and from each other. Note that the vehicle management server 1 is an example of a vehicle management device, and the CPU 10 is an example of a computer that executes a vehicle management method.

[0045] The ROM 11 stores a program for driving the CPU 10. The RAM 12 functions as a working memory of the CPU 10. The communication port 14 transmits and receives data, for example, between the CPU 10 and the communication module 39. The communication port 14 is an example of a receiving unit, and receives the load parameter 130 from the vehicle 3 via the maintenance terminal 2 and the network 90.

[0046] The HDD 13 stores the load parameter 130, the pump performance data 131, and the correction information 132. The load parameter 130 includes the startup count table 430, the voltage distribution table 431, the pump drive time table 432, and the driving distance table 433 received from the vehicle 3 via the maintenance terminal 2.

[0047] The pump performance data 131 includes measurement data regarding the durability performance measured in advance in a single test of the fuel pump 32 and the measurement conditions thereof. The measurement data includes, but is not limited to, a Weibull chart of the failure rate. The failure rate of the measurement data is used as a criterion for replacing the fuel pump 32. The correction information 132 includes various correction parameters for converting the load parameter 130 into comparison data according to the measurement conditions of the measurement data.

[0048] When the CPU 10 reads a program, it generates a parameter collection unit 100, a conversion processing unit 101, and a degradation determination unit 102 as software functions. The parameter collection unit 100 is an example of a collection unit, and collects the load parameter 130 from the vehicle 3 via the network 90 by the communication port 14. The parameter collection unit 100 stores the load parameter 130 in the HDD 13. The parameter collection unit 100 notifies the conversion processing unit 101 of the completion of the storage of the load parameter 130.

[0049] In response to the notification of the completion of the storage of the load parameter 130, the conversion processing unit 101 reads the load parameter 130 from the HDD 13 and converts the load parameter 130 into comparison data according to the measurement conditions of the measurement data by the correction information 132. Thereby, the load parameter 130 becomes comparable with the measurement data.

[0050] The deterioration determination unit 102 determines the deterioration state of the fuel pump 32 by comparing the comparison data and the measurement data converted from the load parameter 130. As in the example described later, the deterioration determination unit 102 determines whether the fuel pump 32 needs to be replaced, but is not limited thereto, and may calculate the remaining available period or the degree of deterioration of the fuel pump 32. Note that the conversion processing unit 101 is an example of a conversion unit, and the deterioration determination unit 102 is an example of a determination unit. The details of the processing of the CPU 10 will be described later.

[0051] The method of collecting the load parameter 130 by the EFI-ECU 35 will be described below.

[0052] (Startup Count Table) FIG. 5 is a diagram showing an example of the startup count table 430. In the startup count table 430, twelve startup counts Na(1,1,1) to Na(2,2,3) are recorded according to the alcohol concentration S, the battery voltage E, and the startup timing during a trip. Here, the startup count is represented as Na(a1,a2,a3), and the alcohol concentration S, the battery voltage E, and the startup timing during a trip are distinguished by the combination of the variables a1, a2, and a3.

[0053] The battery voltage E is divided into a voltage range of E < TH_L (a3 = 1), a voltage range of TH_L ≤ E < TH_H (a3 = 2), and a voltage range of E ≥ TH_H (a3 = 3). Here, the threshold values TH_L and TH_H (>TH_L) are appropriately determined based on the characteristics of the fuel pump 32, for example.

[0054] The startup timing during a trip is divided into the first time (a2 = 1) and after the second time (a2 = 2) during a trip. It is assumed that the vehicle 3 in this example is a vehicle type in which the engine 31 is intermittently operated. However, in the case of a vehicle type without intermittent operation, the division of the first time and after the second time is unnecessary.

[0055] The alcohol concentration S is divided into a range where S < THs (a1 = 1) and a range where S ≥ THs (a1 = 2). When S < THs, the fuel is gasoline, and when S ≥ THs, the fuel is a mixed fuel of gasoline and ethanol. Note that when the vehicle 3 does not support the mixed fuel, the classification of the fuel type by the alcohol concentration S is unnecessary.

[0056] Figure 6 is a time chart Ga showing an example of the detection process of the number of startups. The time chart Ga shows the on / off state (IG-SW) of the ignition switch 30, the battery voltage E (V), the drive signal of the fuel pump 32, the alcohol concentration S (%), and the changes in the temporary hold values ΔNa(1,1), ΔNa(2,2), ΔNa(2,1) of the number of startups according to time. The temporary hold value ΔNa(a2,a3) is the cumulative number of startups detected during a trip, and is a value that is added to the number of startups Na(1,a2,a3) or Na(2,a2,a3) in the startup number table 430 after the end of the trip.

[0057] In this example, the fuel is, for example, pure gasoline, and the alcohol concentration S is below the threshold THs.

[0058] The ignition switch 30 is turned on at time t1 and turned off at time t6. The drive signal is output from the EFI-ECU 35 to the motor of the fuel pump 32. The drive signal is turned on during the periods from time t1 to t2, from time t3 to t4, and from time t5 to t6, and the fuel pump 32 is driven in these sections. The battery voltage E varies according to the state of the load of the accessory battery 34.

[0059] The CPU 40 detects the number of times the drive signal changes from off to on as the number of startups. The CPU 40 detects the turning on of the drive signal at time t1. At time t1, the battery voltage E is less than TH_L. Also, the startup of the fuel pump 32 at time t1 is the first startup during the trip from time t1 to t6. Therefore, the CPU 40 updates the temporary hold value ΔNa(1,1) corresponding to the number of startups Na(1,1,1) and Na(2,1,1) from 0 times to 1 time.

[0060] Next, the CPU 40 detects the turning-on of the drive signal at time t3. At time t3, the battery voltage E is equal to or higher than the threshold value TH_L and less than the threshold value TH_H. Also, the activation of the fuel pump 32 at time t3 is the second or later activation during the trips from time t1 to t6. Therefore, the CPU 40 updates the temporary holding value ΔNa(2, 2) corresponding to the activation counts Na(1, 2, 2) and Na(2, 2, 2) from 0 times to 1 time.

[0061] Next, the CPU 40 detects the turning-on of the drive signal at time t5. At time t5, the battery voltage E is equal to or higher than the threshold value TH_L and less than the threshold value TH_H. Also, the activation of the fuel pump 32 at time t5 is the second or later activation during the trips from time t1 to t6. Therefore, the CPU 40 updates the temporary holding value ΔNa(2, 1) corresponding to the activation counts Na(1, 2, 1) and Na(2, 2, 1) from 0 times to 1 time.

[0062] After time t6 when the trip ends, the CPU 40 reflects the respective temporary holding values ΔNa(1, 1), ΔNa(2, 2), and ΔNa(2, 1) in the activation count table 430. After the reflection, the respective temporary holding values ΔNa(1, 1), ΔNa(2, 2), and ΔNa(2, 1) are reset to 0 times. The activation count table 430 at this time is as described at the bottom of the time chart Ga on the sheet of FIG. 6. Note that the activation counts Na(1, 1, 1) to Na(2, 2, 3) in the activation count table 430 at time t1 are 0 times.

[0063] Since the alcohol concentration S is equal to or lower than the threshold value THs, the CPU 40 adds the temporary holding values ΔNa(1, 1), ΔNa(2, 2), and ΔNa(2, 1) to the activation counts Na(1, 1, 1), Na(1, 2, 2), and Na(1, 2, 1), respectively. As a result, the activation counts Na(1, 1, 1), Na(1, 2, 2), and Na(1, 2, 1) are each updated from 0 times to 1 time. In this way, the CPU 40 updates the activation count table 430 with the holding values (a2, a3) of the activation counts during the trip.

[0064] FIG. 7 is a flowchart showing an example of the startup count detection process. The CPU 40 executes this process at a fixed period, for example.

[0065] The CPU 40 determines whether the ignition switch 30 has switched from off to on (step St1). When the ignition switch 30 has switched from off to on (Yes in step St1), the CPU 40 determines whether the fuel pump 32 has started (step St2).

[0066] When the ignition switch 30 has not switched to on (No in step St1), or when the fuel pump 32 has stopped (No in step St2), the CPU 40 executes the startup count table (TBL) update process (step St14) described later. When the fuel pump 32 has started (Yes in step St2), the CPU 40 acquires the battery voltage E from the voltage sensor 37 (step St3).

[0067] Next, the CPU 40 determines the voltage range of the battery voltage E through the following processes of steps St4 to St8. The CPU 40 compares the battery voltage E with the threshold TH_L (step St4). When E < TH_L holds (Yes in step St4), the CPU 40 sets 1 to the variable a3 (step St5). Also, when E < TH_L does not hold (No in step St4), the CPU 40 compares the battery voltage E with the thresholds TH_L and TH_H (step St6).

[0068] When TH_L ≤ E < TH_H holds (Yes in step St6), the CPU 40 sets 2 to the variable a3 (step St7). Also, when E ≥ TH_H holds (No in step St6), the CPU 40 sets 3 to the variable a3 (step St8).

[0069] Next, the CPU 40 determines whether the variable INIT is 0 (step St9). The variable INIT indicates whether the startup of the fuel pump 32 determined in step St2 is the first startup during a trip (0: first startup, 1: second or subsequent startup).

[0070] When the variable INIT is 0 (Yes in step St9), the CPU 40 determines that the startup of the fuel pump 32 is the first time during a trip, sets 1 to the variable a2 (step St10), and sets 1 to the variable INIT (step St11). Also, when the variable INIT is 1 (No in step St9), the CPU 40 determines that the startup of the fuel pump 32 is the second time or later during a trip, and sets 2 to the variable a2 (step St12).

[0071] Next, the CPU 40 adds 1 to the temporary holding value ΔNa(a2, a3) to count the number of startups during a trip (step St13). Next, the CPU 40 executes the update process of the startup number table 430 (step St14). In this way, the detection process of the startup number is executed.

[0072] FIG. 8 is a flowchart showing an example of the update process of the startup number table 430. This process is executed in step St14 described above.

[0073] The CPU 40 determines whether the ignition switch 30 has been switched from on to off (step St21). If the ignition switch 30 has not been switched to off (No in step St21), this process ends.

[0074] Also, when the ignition switch 30 has been switched to off (Yes in step St21), the CPU 40 compares the alcohol concentration S indicated by the concentration sensor 38 with the threshold value THs (step St22). When S < THs holds (Yes in step St22), the CPU 40 sets 1 to the variable a1 (step St23), and when S ≧ THs holds (No in step St22), the CPU 40 sets 2 to the variable a1 (step St24).

[0075] Next, the CPU 40 reflects the temporarily held value ΔNa(a2, a3) in the startup count table 430 through each of the following processes in steps St25 to St28. First, the CPU 40 selects any combination of the values of variables a2 and a3 (step St25). Next, the CPU 40 adds the temporarily held value ΔNa(a2, a3) to the startup count Na(a1, a2, a3) (step St26). Next, the CPU 40 resets the temporarily held value ΔNa(a2, a3) to 0 in preparation for the next trip (step St27).

[0076] Next, the CPU 40 determines whether there is a combination of values of the unselected variables a2 and a3 (step St28). If there is a combination of values of the unselected variables a2 and a3 (Yes in step St28), the CPU 40 selects the combination of values of the unselected variables a2 and a3 (step St25) and executes the processes of steps St26 and St27 again.

[0077] Also, if there is no combination of values of the unselected variables a2 and a3 (No in step St28), the CPU 40 resets the variable INIT to 0 in preparation for the next trip (step St29) and ends this process.

[0078] In this way, the CPU 40 updates the startup count table 430 with the temporarily held value ΔNa(a2, a3).

[0079] (Voltage Distribution Table) FIG. 9 is a diagram showing an example of the voltage distribution table 431. In the voltage distribution table 431, the occurrence counts Nb(1, 1, 1) to Nb(2, 3, 3) of 18 maximum battery voltages E are recorded according to the alcohol concentration S and the operation mode of the fuel pump 32. Here, the occurrence count is represented as Nb(b1, b2, b3), and the combination of the variables b1, b2, b3 distinguishes the alcohol concentration S, the range of the maximum battery voltage E (hereinafter, the maximum voltage) during each operation mode period, and the operation mode.

[0080] The maximum voltage is divided into, for example, a voltage range where E < TH_L (b3 = 1), a voltage range where TH_L ≤ E < TH_H (b3 = 2), and a voltage range where E > TH_H (b3 = 3). Also, the operation mode of the fuel pump 32 is divided into LOW (b2 = 1), MIDDLE (b2 = 2), and HIGH (b2 = 3) as described above. The alcohol concentration S is divided into a range where S < THs (b1 = 1) and a range where S ≥ THs (a1 = 2). Note that when the vehicle 3 does not correspond to the mixed fuel, the classification of the fuel type by the alcohol concentration S is unnecessary.

[0081] FIG. 10 is a time chart Gb showing an example of the detection process of the occurrence frequency of the maximum voltage. The time chart Gb shows the on / off state (IG-SW) of the ignition switch 30, the battery voltage E (V), the operation mode of the fuel pump 32, the alcohol concentration S (%), and the changes in the temporary holding values ΔNb(2,1), ΔNb(2,2), ΔNb(3,2), ΔNb(3,3) of the occurrence frequency according to time. The temporary holding value ΔNb(b2,b3) is the cumulative occurrence frequency of the maximum voltage detected during the trip, and is a value added to the occurrence frequencies Nb(1,b2,b3) and Nb(2,b2,b3) after the end of the trip.

[0082] In this example, the fuel is, for example, pure gasoline, and the alcohol concentration S is below the threshold THs.

[0083] The ignition switch 30 is turned on at time t10 and turned off at time t19. The battery voltage E varies according to the state of the load of the auxiliary battery 34. The operation mode is MIDDLE (see "M") during the periods from time t10 to t11 and from time t14 to t15, and HIGH (see "H") during the periods from time t11 to t12, from time t16 to t17, and from time t18 to t19. Note that the illustration of the period when the operation mode is LOW (see "L") is omitted.

[0084] The CPU 40 detects the number of occurrences for each voltage range of the maximum voltage during each period of the operation modes LOW, MIDDLE, and HIGH. The CPU 40 detects that the maximum voltage during the period of the operation mode MIDDLE from time t10 to t11 is in the voltage range where TH_L ≤ E < TH_H. For this reason, after time t11, the CPU 40 updates the temporary holding values ΔNb(2, 2) corresponding to the number of occurrences Nb(1, 2, 2) and Nb(2, 2, 2) from 0 times to 1 time.

[0085] Next, the CPU 40 detects that the maximum voltage during the period of the operation mode HIGH from time t11 to t13 is in the voltage range where TH_L ≤ E < TH_H. For this reason, after time t13, the CPU 40 updates the temporary holding values ΔNb(3, 2) corresponding to the number of occurrences Nb(1, 3, 2) and Nb(2, 3, 2) from 0 times to 1 time.

[0086] At this time, at time t12, the battery voltage E instantaneously exceeds TH_H due to noise or the like. However, as will be described later, since the CPU 40 uses the lower battery voltage E among the two continuously acquired battery voltages E for updating the maximum voltage, the battery voltage E at time t12 is not set as the maximum voltage.

[0087] Next, the CPU 40 detects that the maximum voltage during the period of the operation mode MIDDLE from time t14 to t15 is in the voltage range where E < TH_L. For this reason, after time t15, the CPU 40 updates the temporary holding values ΔNb(2, 1) corresponding to the number of occurrences Nb(1, 2, 1) and Nb(2, 2, 1) from 0 times to 1 time.

[0088] Next, the CPU 40 detects that the maximum voltage during the period of the operation mode HIGH from time t16 to t17 is in the voltage range where E ≥ TH_H. For this reason, after time t16, the CPU 40 updates the temporary holding values ΔNb(3, 3) corresponding to the number of occurrences Nb(1, 3, 3) and Nb(2, 3, 3) from 0 times to 1 time.

[0089] Next, the CPU 40 detects that the maximum voltage during the operation mode HIGH period from time t18 to t19 is in the voltage range of TH_L ≦ E < TH_H. For this reason, after time t19, the CPU 40 updates the temporary holding values ΔNb(1,3,2) and ΔNb(2,3,2) corresponding to the occurrence counts from once to twice.

[0090] After time t19 when the trip has ended, the CPU 40 reflects each of the temporary holding values ΔNb(2,1), ΔNa(2,2), ΔNa(3,2), and ΔNa(3,3) in the voltage distribution table 431. The voltage distribution table 431 at this time is as described at the bottom of the time chart Gb on the paper of FIG. 10. After the reflection, each of the temporary holding values ΔNb(2,1), ΔNa(2,2), ΔNa(3,2), and ΔNa(3,3) is reset to zero times. Note that the startup counts Na(1,1,1) to Nb(2,3,3) in the startup count table 430 at time t10 are zero times.

[0091] FIGS. 11 and 12 are flowcharts showing an example of the detection process for the occurrence count of the maximum voltage. The CPU 40 executes this process, for example, at a fixed period. Note that FIGS. 11 and 12 are one flowchart connected to each other at symbols A and B.

[0092] The CPU 40 determines whether the ignition switch 30 has switched from off to on (step St31). When the ignition switch 30 has switched from off to on (Yes in step St31), the CPU 40 determines whether the fuel pump 32 has started (step St32).

[0093] When the ignition switch 30 has not switched to on (No in step St31), or when the fuel pump 32 has stopped (No in step St32), the CPU 40 executes step St43 described later.

[0094] Also, when the fuel pump 32 is activated (Yes in step St32), the CPU 40 determines whether the operation mode is LOW based on, for example, the target rotation speed of the fuel pump 32 (step St33). When the operation mode is LOW (Yes in step St33), the CPU 40 sets the variable b2 to 1 (step St34).

[0095] Also, when the operation mode is not LOW (No in step St33), the CPU 40 determines whether the operation mode is MIDDLE based on, for example, the target rotation speed of the fuel pump 32 (step St35). When the operation mode is MIDDLE (Yes in step St35), the CPU 40 sets the variable b2 to 2 (step St36). Also, when the operation mode is not MIDDLE, that is, when it is HIGH (No in step St35), the CPU 40 sets the variable b2 to 3 (step St37).

[0096] Next, the CPU 40 acquires the battery voltage E from the voltage sensor 37 (step St38). The CPU 40 compares the lower voltage (min(E, Epre)) between the battery voltage E and the previously acquired battery voltage Epre (hereinafter referred to as the previous battery voltage Epre) with the maximum voltage Emax (step St39). Here, the initial values of the previous battery voltage Epre and the maximum voltage Emax are, for example, 0.

[0097] When the lower voltage between the battery voltage E and the previous battery voltage Epre is higher than the maximum voltage Emax (Yes in step St39), the CPU 40 sets the lower voltage to the maximum voltage Emax (step St40). Next, the CPU 40 sets the battery voltage E to the previous battery voltage Epre (step St41).

[0098] In this way, among the two battery voltages E and Epre that the CPU 40 continuously acquires, since the lower battery voltage E is used to update the maximum voltage Emax, momentary high voltages generated by noise or the like are not set as the maximum voltage Emax. Therefore, the CPU 40 can detect the distribution of the maximum voltage Emax with high precision.

[0099] Next, the CPU 40 determines whether the operation mode has changed (step St42). When the operation mode has changed (Yes in step St42), the CPU 40 determines whether the maximum voltage Emax is 0 (V) (step St43). When the operation mode has not changed (No in step St42), or when the maximum voltage Emax is 0 (V) (No in step St43), the process of step St51 described later is executed.

[0100] When the maximum voltage Emax is not 0 (V) (Yes in step St43), the CPU 40 determines the voltage range of the maximum voltage Emax by performing the following processes of steps St44 to St48. The CPU 40 compares the maximum voltage Emax with the threshold TH_L (step St44). When Emax < TH_L holds (Yes in step St44), the CPU 40 sets 1 in the variable b3 (step St45). Also, when Emax < TH_L does not hold (No in step St44), the CPU 40 compares the maximum voltage Emax with the thresholds TH_L and TH_H (step St46).

[0101] When TH_L ≤ Emax < TH_H holds (Yes in step St46), the CPU 40 sets 2 in the variable b3 (step St47). Also, when Emax ≥ TH_H holds (No in step St46), the CPU 40 sets 3 in the variable b3 (step St48).

[0102] Next, the CPU 40 adds 1 to the temporary holding value ΔNb(b2, b3) to count the number of occurrences of the maximum voltage Emax for each period of the operation mode (step St49). Next, the CPU 40 resets the maximum voltage Emax to 0 in preparation for counting the number of occurrences in the period of the next operation mode (step St50).

[0103] Next, the CPU 40 determines whether or not the ignition switch 30 has been switched from on to off (step St51). If the ignition switch 30 has not been switched to off (No in step St51), this process ends. If the ignition switch 30 has been switched to off (Yes in step St51), the CPU 40 executes the following voltage distribution table (update process of TBL9431 (step St52).

[0104] FIG. 13 is a flowchart showing an example of the update process of the voltage distribution table 431. This process is executed in step St52 described above.

[0105] The CPU 40 compares the alcohol concentration S indicated by the concentration sensor 38 with the threshold value THs (step St61). When S < THs holds (Yes in step St61), the CPU 40 sets 1 to the variable b1 (step St62), and when S ≧ THs holds (No in step St61), the CPU 40 sets 2 to the variable b1 (step St63).

[0106] Next, the CPU 40 reflects the temporary holding value ΔNb(b2, b3) in the voltage distribution table 431 by performing the following processes of steps St64 to St67. First, the CPU 40 selects any one of the combinations of the values of the variables b2 and b3 (step St64). Next, the CPU 40 adds the temporary holding value ΔNb(b2, b3) to the number of occurrences Nb(b1, b2, b3) (step St65). Next, the CPU 40 resets the temporary holding value ΔNb(b2, b3) to 0 in preparation for the next trip (step St66).

[0107] Next, the CPU 40 determines whether there is a combination of values of the unselected variables b2 and b3 (step St67). When there is a combination of values of the unselected variables b2 and b3 (Yes in step St67), the CPU 40 selects the combination of values of the unselected variables b2 and b3 (step St64), and executes the processes of steps St65 and St66 again.

[0108] Also, when there is no combination of values of the unselected variables b2 and b3 (No in step St67), the CPU 40 ends this process. In this way, the CPU 40 updates the voltage distribution table 431 with the temporarily held value ΔNb(b2, b3).

[0109] (Fuel pump drive time table)

[0110] FIG. 14 is a diagram showing an example of the fuel pump drive time table 432. In the fuel pump drive time table 432, six drive times Nc(1, 1) to Nc(2, 3) (minutes) are recorded according to the alcohol concentration S and the operation mode of the fuel pump 32. Here, the drive time is represented as Nc(c1, c2), and the alcohol concentration S and the operation mode are distinguished by the combination of the variables c1 and c2.

[0111] The operation mode of the fuel pump 32 is classified into LOW (c2 = 1), MIDDLE (c2 = 2), and HIGH (c2 = 3) as described above. The alcohol concentration S is classified into the range where S < THs (c1 = 1) and the range where S ≥ THs (c1 = 2). When the vehicle 3 does not correspond to the mixed fuel, the classification of the fuel type by the alcohol concentration S is unnecessary.

[0112] FIG. 15 is a time chart Gc showing an example of the detection process of the drive time of the fuel pump 32. The time chart Gc shows the on / off state (IG-SW) of the ignition switch 30, the operation mode of the fuel pump 32, the alcohol concentration S (%), and the changes in the provisional hold values ΔNc(2) and ΔNc(3) of the drive time according to time. The provisional hold value ΔNb(c2) is the cumulative drive time of the fuel pump 32 detected during a trip, and is a value added to the drive times Nc(1,c2) and Nb(2,c2) after the end of the trip.

[0113] In this example, the fuel is, for example, pure gasoline, and the alcohol concentration S is equal to or lower than the threshold value THs. The ignition switch 30 is turned on at time t20 and turned off at time t27. The operation mode is MIDDLE (see "M") during the periods from time t20 to t21 and from time t22 to t23, and HIGH (see "H") during the periods from time t24 to t25 and from time t26 to t27. Note that the illustration of the period when the operation mode is LOW (see "L") is omitted.

[0114] The CPU 40 detects the drive time of the fuel pump 32 during each period of the operation modes LOW, MIDDLE, and HIGH. The CPU 40 measures the drive time in the operation mode MIDDLE as the provisional hold value ΔNc(2) during the periods from time t20 to t21 and from time t22 to t23. Also, the CPU 40 measures the drive time in the operation mode HIGH as the provisional hold value ΔNc(3) during the periods from time t24 to t25 and from time t26 to t27.

[0115] When the trip ends at time t27, the CPU 40 reflects each temporary holding value ΔNc(2) (= T2 ≠ 0), ΔNc(3) (= T3 ≠ 0) in the pump drive time table 432. The pump drive time table 432 at this time is as described below the time chart Gc on the plane of FIG. 15. After reflection, each temporary holding value ΔNc(2), ΔNc(3) is reset to 0. Note that Nc(1,1) to Nc(2,3) in the start count table 430 at time t20 are 0 (minutes). In this way, the CPU 40 updates the pump drive time table 432 for each trip.

[0116] FIG. 16 is a flowchart showing an example of the detection process of the drive time of the fuel pump 32. The CPU 40 executes this process, for example, at a fixed cycle.

[0117] The CPU 40 determines whether or not the ignition switch 30 has been switched from off to on (step St71). When the ignition switch 30 has been switched from off to on (Yes in step St71), the CPU 40 determines whether or not the fuel pump 32 is in operation (step St72).

[0118] When the ignition switch 30 has not been switched to on (No in step St71), or when the fuel pump 32 is stopped (No in step St72), the CPU 40 executes the update process of the pump drive time table 432 described later.

[0119] Also, when the fuel pump 32 is in operation (Yes in step St72), the CPU 40 determines, for example, whether or not the operation mode is LOW based on the target rotation speed of the fuel pump 32 (step St73). When the operation mode is LOW (Yes in step St73), the CPU 40 sets the variable c2 to 1 (step St74).

[0120] Also, when the operation mode is not LOW (No in step St73), for example, the CPU 40 determines whether the operation mode is MIDDLE based on the target rotation speed of the fuel pump 32 (step St75). When the operation mode is MIDDLE (Yes in step St75), the CPU 40 sets the variable c2 to 2 (step St76). Also, when the operation mode is not MIDDLE, that is, when it is HIGH (No in step St75), the CPU 40 sets the variable c2 to 3 (step St77).

[0121] Next, the CPU 40 adds a predetermined time ΔT to the temporarily held value ΔNc(c2) (step St78). Here, the predetermined time ΔT is, for example, the elapsed time obtained from a timer. Next, the CPU 40 executes an update process of the pump drive time table 432 (step St79).

[0122] FIG. 17 is a flowchart showing an example of the update process of the pump drive time table 432. This process is executed in step St79 described above.

[0123] The CPU 40 determines whether the ignition switch 30 has been switched from on to off (step St81). When the ignition switch 30 has not been switched to off (No in step St81), this process ends.

[0124] Also, when the ignition switch 30 has been switched to off (Yes in step St81), the CPU 40 compares the alcohol concentration S indicated by the concentration sensor 38 with a threshold value THs (step St82). When S < THs holds (Yes in step St82), the CPU 40 sets the variable c1 to 1 (step St83), and when S ≧ THs holds (No in step St82), the CPU 40 sets the variable c1 to 2 (step St84).

[0125] Next, the CPU 40 reflects the temporarily held value ΔNc(c2) in the pump drive time table 432 through each of the following processes of steps St85 to St88. First, the CPU 40 selects the value of the variable c2 (step St85). Next, the CPU 40 adds the temporarily held value ΔNc(c2) to the drive time Nc(c1, c2) (step St86). Next, the CPU 40 resets the temporarily held value ΔNc(c2) to 0 in preparation for the next trip (step St87).

[0126] Next, the CPU 40 determines the presence or absence of the value of the unselected variable c2 (step St88). If there is a value of the unselected variable c2 (Yes in step St88), the CPU 40 selects the value of the unselected variable c2 (step St85) and executes the processes of steps St86 and St87 again.

[0127] Also, if there is no value of the unselected variable c2 (No in step St88), the CPU 40 ends this process. In this way, the CPU 40 updates the pump drive time table 432 with the temporarily held value ΔNc(c2).

[0128] (Travel distance table) FIG. 18 is a time chart Gd showing an example of the travel distance table 433 and its update process. The travel distance table 433 includes an initial value when the CPU 40 starts recording the travel distance and a current value thereafter.

[0129] The time chart Ga shows the on / off state (IG-SW) of the ignition switch 30, the travel distance (km) indicated by the odometer 36, and the change in the recording start flag according to time. The recording start flag indicates "0" before the CPU 40 starts recording the travel distance and "1" after the CPU 40 starts recording the travel distance.

[0130] The ignition switch 30 is turned on at time t30 and turned off at time t32. Further, the ignition switch 30 is turned on at time t34 and turned off at time t35. The mileage of the odometer 36 increases during the period from time t30 to t32 and during the period from time t34 to t35, but is constant in other periods. Note that the odometer 36 at time t30 indicates 2000 (km).

[0131] At time t30, the CPU 40 acquires the mileage "2000 (km)" from the odometer 36 and records it as an initial value in the mileage table. At time t31 thereafter, the CPU 40 updates the recording start flag from "0" to "1".

[0132] Next, at time t32, the CPU 40 acquires the mileage "2100 (km)" from the odometer 36 and records it as the current value in the mileage table. Next, at time t35, the CPU 40 acquires the mileage "2200 (km)" from the odometer 36 and records it as the current value in the mileage table. In this way, the CPU 40 updates the current value of the mileage table 433 for each trip.

[0133] Figure 19 is a flowchart showing an example of the detection process of the mileage of the vehicle 3. The CPU 40 executes this process, for example, at a fixed cycle. Note that the initial value of the recording start flag is "0".

[0134] The CPU 40 determines whether the ignition switch 30 has switched from off to on (step St91). If the ignition switch 30 has switched from off to on (Yes in step St91), the CPU 40 determines whether the recording start flag is "0" (step St92). If the ignition switch 30 has not switched to on (No in step St91) or if the recording start flag is "1" (No in step St92), the CPU 40 executes the process of step St96 described later.

[0135] When the recording start flag is "0" (Yes in step St92), the CPU 40 reads the travel distance from the odometer 36 (step St93) and writes it as the initial value to the travel distance table 433 (step St94). Next, the CPU 40 updates the recording start flag to " 1 " so that the initial value of the travel distance is not recorded when this process is executed in the future (step St95).

[0136] The CPU 40 determines whether the ignition switch 30 has been switched from on to off (step St96). If the ignition switch 30 has not been switched to off (No in step St96), this process ends.

[0137] When the ignition switch 30 has been switched to off (Yes in step St96), the CPU 40 reads the travel distance from the odometer 36 (step St97) and writes it as the current value to the travel distance table 433 (step St98). In this way, the CPU 40 updates the travel distance table 433.

[0138] (Pump performance data) FIG. 20 is a diagram showing an example of pump performance data 131. The vehicle management server 1 converts the load parameter 130 into comparison data by the correction information 132 based on the pump performance data 131. The load parameter 130 includes the startup frequency table 430, the voltage distribution table 431, the pump drive time table 432, and the travel distance table 433 described above.

[0139] The pump performance data 131 includes measurement data regarding the durability performance of the fuel pump 32 and the measurement conditions thereof. As an example, the measurement data shows 12000 (hours) as the time required for the failure rate of the fuel pump 32 to reach 3.2 (ppm). Also, as an example, the measurement data shows 300000 (km) as the required value of the travel distance of the vehicle 3 when the failure rate of the fuel pump 32 reaches 3.2 (ppm). Note that, as an example, wear of the motor brush is cited as a deterioration factor of the fuel pump 32.

[0140] The pump performance data 131 is extracted in advance from a Weibull chart showing that the failure rate is 3.2 (ppm) when the driving time of the fuel pump 32 is 12000 (hours) and the driving distance of the vehicle 3 is 300000 (km), for example, as a result of a single test of the fuel pump 32. This failure rate is an example of a criterion for determining when it is necessary to replace the fuel pump 32, for example.

[0141] However, the driving time of the fuel pump 32 and the driving distance of the vehicle 3 at which the failure rate reaches 3.2 (ppm) vary depending on, for example, the driving method and driving environment of the user of the vehicle 3. Therefore, the vehicle management server 1 determines the deterioration state of the fuel pump 32 by converting the load parameter 130 of the fuel pump 32 into comparison data according to the measurement conditions.

[0142] Examples of the measurement conditions include the battery voltage Eref (V), the operation mode of the fuel pump 32, and the alcohol concentration Sref. In this example, it is assumed that the measurement conditions are such that the battery voltage Eref is a voltage value satisfying TH_L ≤ Eref < TH_H, the operation mode is HIGH, and the alcohol concentration Sref is a concentration (for example, pure gasoline) satisfying Sref < THs. Note that the alcohol concentration Sref is an example of the first concentration. Also, the rotational speed or discharge flow rate of the motor according to the operation mode of the measurement conditions is an example of the first output value.

[0143] (Correction information) FIG. 21 is a diagram showing an example of the correction information 132. The correction information 132 includes the relative wear amount Ha of the brush of the motor of the fuel pump 32, the wear correction coefficient Hb with respect to the battery voltage E, and the wear correction coefficient Hb with respect to the alcohol concentration S under the measurement conditions of the battery voltage Eref described above.

[0144] The relative wear amount Ha indicates the wear amount of the brush in the LOW and MIDDLE operating modes and the wear amount due to the startup of the fuel pump 32, when the wear amount of the brush in the state where the operating mode of the fuel pump 32 is HIGH is set to 1, for each of vehicle types X and Y. Since the higher the rotational speed of the motor of the fuel pump 32, the greater the wear amount of the brush, the wear amount in the case where the operating mode is HIGH is higher than that in the cases where the operating modes are LOW and MIDDLE. Also, when the fuel pump 32 starts up, a high inrush current flows from the auxiliary battery 34 to the motor, so the wear amount of the brush increases compared to during normal operation (HIGH, MIDDLE, LOW).

[0145] The wear correction coefficient Hb indicates the ratio of the wear amount of the brush for each voltage range (E < TH_L, TH_L ≤ E < TH_H, E ≥ TH_H), when the wear amount in the case where the voltage range of the battery voltage E is the same as the measurement condition TH_L ≤ E < TH_H is set to 1. The greater the voltage applied from the auxiliary battery 34 to the fuel pump 32, the greater the wear amount of the brush.

[0146] The wear correction coefficient Hc indicates the wear amount for each range of the alcohol concentration S (S < THs, S ≥ THs), when the wear amount of the brush when the alcohol concentration S is the same as the measurement condition S < THs is set to 1. Since foreign substances are more likely to be mixed in the mixed fuel of alcohol and gasoline compared to pure gasoline, causing spark discharge of the brush more easily, the wear amount in the case of S ≥ THs is higher than the wear amount in the case of S < THs.

[0147] The conversion processing unit 101 of the vehicle management server 1 converts the drive time in the pump drive time table 432 into comparison data according to the relative wear amount Ha for each operating mode according to vehicle types X and Y. Also, the conversion processing unit 101 converts the drive time in the pump drive time table 432 into comparison data according to the ratio of the occurrence times of each voltage range in the voltage distribution table 431 and the wear correction coefficient Hb. Furthermore, the conversion processing unit 101 converts the drive time in the pump drive time table 432 into comparison data according to the wear correction coefficient Hb for each alcohol concentration S.

[0148] The degradation determination unit 102 determines whether replacement of the fuel pump 32 is necessary by comparing, for example, comparison data and measurement data as a determination of the degradation state of the fuel pump 32. An example of the determination of whether replacement of the fuel pump 32 is necessary will be described below.

[0149] (First determination example) FIG. 22 is a diagram showing the start count table 430 and the voltage distribution table 431 in the first determination example. In this example, the conversion processing unit 101 converts the drive time of the fuel pump 32 of vehicle type X without intermittent operation of the fuel pump 32 into comparison data. For this reason, in the start count table 430, the start counts after the second start timing during a trip are all 0 times.

[0150] Further, in the voltage distribution table 431, the ratio of the occurrence counts for each operation mode of the fuel pump 32 is shown together with the occurrence count of the maximum voltage Emax. For example, the conversion processing unit 101 calculates the ratio of the occurrence count (5 times) corresponding to the alcohol concentration S < THs, the operation mode MIDDLE, and the voltage range of TH_L ≦ E < TH_H of the battery voltage E as 71.4 (%) (= 5 / (5 + 2) × 100) (see the dotted line frame). Also, the conversion processing unit 101 calculates the ratio of the occurrence count (3 times) corresponding to the alcohol concentration S ≧ THs, the operation mode LOW, and the voltage range of E < TH_L of the battery voltage E as 1.4 (%) (= 3 / (3 + 206) × 100) (see the dotted line frame).

[0151] FIG. 23 is a diagram showing the pump drive time table 432 and the travel distance table 433 in the first determination example. The conversion processing unit 101 converts each drive time in the pump drive time table 432 into comparison data according to the alcohol concentration S, the operation mode of the fuel pump 32, and the occurrence count in the voltage distribution table 431 based on the relative wear amount Ha and the wear correction coefficients Hb, Hc.

[0152] Further, as indicated by the symbol Ge, the conversion processing unit 101 uses the initial value (1706 (km)) and the current value of the travel distance table 433 ( 6795Calculate the difference (5089 (km)) from (km)) and the ratio (58.95) of that difference to 300000 (km).

[0153] Figure 24 is a diagram showing a first determination example. Reference numeral G1f shows the converted drive time as comparison data for each of the battery voltage E, alcohol concentration S, and the start-up and operation modes of the fuel pump 32. The conversion processing unit 101 converts each start-up count in the start-up count table 430 into the drive time as comparison data with one start-up of the fuel pump 32 being the drive time per minute of the fuel pump 32. The following is an example of the conversion from the start-up count to the drive time.

[0154] Na(2,1,2)×1 (min / cycle)×Ha×Hb×Hc =266 (cycles)×1 (min / cycle)×4×1×1.5 =1596 (min) ···(1)

[0155] The conversion processing unit 101 calculates the drive time "1596" minutes (see the dotted frame) due to the start-up when S≧THs and TH_L≦E<TH_H by the above formula (1). Here, Na(2,1,2) is the number of initial start-up counts (266 (cycles)) during a trip corresponding to the range of S≧THs and the voltage range of TH_L≦E<TH_H (see the dotted frame in FIG. 22).

[0156] Also, the relative wear amount Ha and wear correction coefficients Hb, Hc are obtained from the respective tables shown in FIG. 21. The relative wear amount Ha is the wear amount (4) of the brush of the motor of the fuel pump 32 corresponding to the start-up of vehicle type X. The wear correction coefficient Hb is the coefficient (1) corresponding to the voltage range of TH_L≦E<TH_H. The wear correction coefficient Hc is the coefficient (1.5) corresponding to the range of S≧THs.

[0157] Na(1,1,1)×1 (min / cycle)×Ha×Hb×Hc =4 (cycles)×1 (min / cycle)×4×0.8×1 =12.8 (min) ···(2)

[0158] The conversion processing unit 101 calculates the driving time "12.8" minutes (refer to the dotted frame) due to startup at S<THs and E<TH_L using the above formula (2). Here, Na(1,1,1) is the number of initial startups during a trip corresponding to the range of S<THs and the voltage range of E<TH_L (= 4 (times)) (refer to the dotted frame in Fig. 22).

[0159] The relative wear amount Ha is the wear amount of the motor brush due to the startup of the fuel pump 32 when the wear amount when the operation mode of the fuel pump 32 of vehicle type X is HIGH is set to 1 (4). The wear correction coefficient Hb is the coefficient (0.8) corresponding to the voltage range of E<TH_L. The wear correction coefficient Hc is the coefficient corresponding to the range of S<THs (= 1).

[0160] In this way, the conversion processing unit 101 converts each startup count in the startup count table 430 into the driving time of the fuel pump 32 based on the relative wear amount Ha and the wear correction coefficients Hb and Hc. The relative wear amount Ha is the ratio of the wear amount at the startup of the fuel pump 32 to the wear amount of the brush when the operation mode of the fuel pump 32 is HIGH. Therefore, the conversion processing unit 101 can convert the startup count into the driving time based on the operation mode HIGH, which is one of the measurement conditions of the pump performance data 131.

[0161] The wear correction coefficient Hb is the ratio of the wear amount in each voltage range (E<TH_L, TH_L≦E<TH_H, E≧TH_H) to the wear amount in the voltage range of TH_L≦E<TH_H of the battery voltage E. Therefore, the conversion processing unit 101 can convert the startup count into the driving time according to the difference between the voltage range of TH_L≦Eref<TH_H, which is one of the measurement conditions of the pump performance data 131, and each voltage range in the voltage distribution table 431. Therefore, the vehicle management server 1 can determine whether the fuel pump 32 needs to be replaced based on the degree of deterioration according to the inrush current at the startup of the fuel pump 32.

[0162] The wear correction coefficient Hc is the wear amount (1.5) when the alcohol concentration S satisfies S ≧ THs, with the wear amount of the fuel pump 32 when the alcohol concentration S satisfies S < THs being set to 1. Therefore, the conversion processing unit 101 can convert the drive time according to Sref < THs, which is one of the measurement conditions of the pump performance data 131. Accordingly, the vehicle management server 1 can determine whether the fuel pump 32 needs to be replaced according to the degree of deterioration corresponding to the alcohol concentration S.

[0163] Also, the conversion processing unit 101 converts each drive time in the pump drive time table 432 according to the operation mode of the fuel pump 32, the number of occurrences of the maximum voltage Emax, and the alcohol concentration S. The following gives an example of conversion to the drive time according to the measurement conditions of the pump performance data 131.

[0164] Nc(2,1)×R(2,1,1)×Ha×Hb×Hc =3550.695 (minutes) × 1.4 (%) × 0.5 × 0.8 × 1.5 =29.8 (minutes) ···(3) R(2,1,1)=Nb(2,1,1) / (Nb(2,1,1)+Nb(2,1,2)+Nb(2,1,3))×100 ···(4)

[0165] The conversion processing unit 101 calculates the drive time "29.8" minutes (refer to the dotted frame) in the case of S ≧ THs, operation mode LOW, and E < TH_L by the above formulas (3) and (4). Here, Nc(2,1) is the drive time (3550.695 (minutes)) corresponding to the range of S ≧ THs and the operation mode LOW (refer to the dotted frame in FIG. 23).

[0166] Also, R(2,1,1) is the ratio (1.4 (%)) of the number of occurrences Nb(2,1,1) of the maximum voltage Emax in the voltage range where E < TH_L in the voltage distribution table 431 in the range of S ≧ THs and in the operation mode LOW (see the dotted frame in Fig. 22). As expressed by Equation (4), R(2,1,1) is the ratio of the number of occurrences Nb(2,1,1) in the voltage range where E < TH_L to the sum of the number of occurrences Nb(2,1,1) to Nb(2,1,3) of all the maximum voltages Emax in the range of S ≧ THs and in the operation mode LOW. Note that the ratio R(b1,b2,b3) of the other number of occurrences Nb(b1,b2,b3) in the voltage distribution table 431 is also calculated in the same manner as the ratio R(2,1,1).

[0167] The relative wear amount Ha is the wear amount (0.5) of the brush of the motor of the fuel pump 32 corresponding to the operation mode LOW of the fuel pump 32 of vehicle type X. The wear correction coefficient Hb is the coefficient (0.8) corresponding to the voltage range where E < TH_L. The wear correction coefficient Hc is the coefficient (1.5) corresponding to the range of S ≧ THs.

[0168] Nc(1,2) × R(1,2,2) × Ha × Hb × Hc = 0.2622 (min) × 71.4 (%) × 0.75 × 1 × 1 = 0.14 (min) ··· (5) R(1,2,2) = Nb(1,2,2) / (Nb(1,2,1) + Nb(1,2,2) + Nb(1,2,3)) × 100 ··· (6)

[0169] The conversion processing unit 101 calculates the drive time "0.14" minutes (see the dotted frame) where S < THs, the operation mode is MIDDLE, and TH_L ≦ E < TH_H according to the above Equation (5). Here, Nc(1,2) is the drive time (0.2622 (min)) corresponding to the range of S < THs and the operation mode MIDDLE (see the dotted frame in Fig. 23).

[0170] Also, R(1,2,3) is the ratio (71.4 (%)) of the number of occurrences Nb(1,2,3) of the maximum voltage Emax in the voltage range of E<TH_L of the voltage distribution table 431 in the range of S<THs and the operation mode MIDDLE (see the dotted frame in FIG. 22). As represented by the above formula (6), R(1,2,3) is the ratio of the number of occurrences Nb(1,2,2) in the voltage range of E<TH_L to the sum of the number of occurrences Nb(1,2,1) to Nb(1,2,3) of all the maximum voltages Emax in the range of S<THs and the operation mode MIDDLE.

[0171] The relative wear amount Ha is the wear amount (0.75) of the brush of the motor of the fuel pump 32 corresponding to the operation mode MIDDLE of the fuel pump 32 of vehicle type X. The wear correction coefficient Hb is the coefficient (1) corresponding to the voltage range of E<TH_L. The wear correction coefficient Hc is the coefficient (1) corresponding to the range of S>THs.

[0172] In this way, the conversion processing unit 101 converts the drive time of the fuel pump 32 into comparison data based on the ratio R(b1,b2,b3) of the number of occurrences Nb(b1,b2,b3) of the maximum voltage Emax in the voltage distribution table 431, the relative wear amount Ha, and the wear correction coefficients Hb and Hc. The relative wear amount Ha (=0.75, 0.5) is the ratio of the wear amount of the brush when the operation mode of the fuel pump 32 is HIGH to the wear amount when the operation modes are MIDDLE and LOW. Therefore, the conversion processing unit 101 can convert the drive time for each operation mode of the fuel pump 32 according to the operation mode HIGH, which is one of the measurement conditions of the pump performance data 131.

[0173] That is, the conversion processing unit 101 can convert the drive time into comparison data according to the difference between the discharge flow rate of the fuel pump 32 and the rotation speed of the motor of the fuel pump 32 in the operation mode HIGH of the measurement conditions, and the discharge flow rate of the fuel pump 32 and the rotation speed of the motor of the fuel pump 32 in each operation mode of the pump drive time table 432. Therefore, the vehicle management server 1 can determine whether the fuel pump 32 needs to be replaced based on the degree of deterioration according to the operation mode of the fuel pump 32 of the fuel pump 32.

[0174] The wear correction coefficient Hb is the ratio of the wear amount for each voltage range of the battery voltage E as described above. The conversion processing unit 101 converts the drive time according to the ratio R(b1, b2, b3) of the number of occurrences Nb(b1, b2, b3) of the maximum voltage Emax in the voltage distribution table 431, and further converts the drive time according to the difference between the voltage range of TH_L≦Eref<TH_H, which is one of the measurement conditions of the pump performance data 131, and each voltage range of the voltage distribution table 431.

[0175] That is, the conversion processing unit 101 converts the drive time for each operation mode of the fuel pump 32 into comparison data according to the distribution of the maximum voltage Emax. Therefore, the vehicle management server 1 can determine whether it is necessary to replace the fuel pump 32 according to the degree of deterioration according to the applied voltage to the fuel pump 32.

[0176] The wear correction coefficient Hc is the wear amount (1, 1.5) for each range of the alcohol concentration S as described above. For this reason, the conversion processing unit 101 can convert the drive time according to S<THs, which is one of the measurement conditions of the pump performance data 131. That is, the conversion processing unit 101 converts the drive time into comparison data according to the difference between the alcohol concentration Sref<THs of the measurement condition and the alcohol concentration S of the pump drive time table 432. Therefore, the vehicle management server 1 can determine whether it is necessary to replace the fuel pump 32 according to the degree of deterioration according to the alcohol concentration S.

[0177] The conversion processing unit 101 converts each start-up count in the start-up count table 430 into a drive time by the method described above, and further converts the drive time into comparison data according to the voltage range of the auxiliary battery 34. Also, the conversion processing unit 101 converts each drive time in the pump drive time table 432 into comparison data for each operation mode based on the voltage distribution table 431. The conversion processing unit 101 sums up these comparison data. The "total drive time" indicates the total of the alcohol concentration S and the drive time after conversion for each start-up or operation mode. The conversion processing unit 101 adds the drive time converted from each start-up count and each drive time after conversion for each operation mode.

[0178] As shown by symbol G2f, the conversion processing unit 101 multiplies the ratio (58.95) (see symbol Ge in FIG. 23) of the difference between the initial value and the current value of the travel distance table 433 to the travel distance of the pump performance data 131 by the total of each drive time (the total of the drive times (hours) of the "total drive time") to calculate the cumulative drive time (5391 (hours)). That is, the conversion processing unit 101 converts the drive time into comparison data according to the ratio of the travel distance of the pump performance data 131 to the travel distance of the travel distance table 433 (= current value - initial value).

[0179] Therefore, the vehicle management server 1 can determine whether the fuel pump 32 needs to be replaced based on the drive time when the vehicle 3 travels the travel distance of the pump performance data 131. The conversion processing unit 101 notifies the deterioration determination unit 102 of the cumulative drive time.

[0180] The deterioration determination unit 102 calculates the ratio (0.45 (= 5391 / 12000)) of the cumulative drive time to the drive time (12000 (hours)) of the pump performance data 131. In the following description, this ratio is referred to as the drive time ratio.

[0181] When the drive time ratio is less than 1, the deterioration determination unit 102 determines that the failure rate of the fuel pump 32 has not reached the failure rate of the pump performance data 131 and determines that the replacement of the fuel pump 32 is unnecessary. In this way, the deterioration determination unit 102 determines whether the fuel pump 32 needs to be replaced by comparing the total converted drive time as comparison data with the drive time of the pump performance data 131. Therefore, the vehicle management server 1 can appropriately determine whether replacement is necessary based on the failure rate and drive time of the pump performance data 131, which serve as a criterion for replacing the fuel pump 32.

[0182] The deterioration determination unit 102 calculates the driving distance (666666 (km) (= 300000 (km) / 0.45)) of vehicle 3 until the failure rate (3.2 (ppm)), which is a criterion for replacement, is reached. The deterioration determination unit 102 notifies the user of vehicle 3 of the approximate driving distance until replacement is necessary by transmitting this driving distance to the maintenance terminal 2 via the network 90.

[0183] (Second determination example) FIG. 25 is a diagram showing the startup count table 430 and the voltage distribution table 431 in the second determination example. In this example, the conversion processing unit 101 converts the drive time of the fuel pump 32 of vehicle type Y with intermittent operation of the fuel pump 32 into comparison data. For this purpose, in the startup count table 430, the conversion processing unit 101 converts the total number of startup timings during a trip, which are the first and subsequent startups, into the drive time.

[0184] Also, in the voltage distribution table 431, as in FIG. 22, the ratio of the number of occurrences for each operation mode of the fuel pump 32 is shown together with the number of occurrences of the maximum voltage Emax.

[0185] FIG. 26 is a diagram showing the pump drive time table 432 and the driving distance table 433 in the second determination example. As indicated by the symbol Gg, the conversion processing unit 101 calculates the difference (6519 (km)) between the initial value (7807 (km)) and the current value (14326 (km)) of the driving distance table 433, and the ratio (46.0) of this difference to 300000 (km).

[0186] FIG. 27 is a diagram showing a second determination example. Reference numeral G1h shows the converted drive time as comparison data for each battery voltage E, alcohol concentration S, and start-up and operation mode of the fuel pump 32. Similar to the first determination example, the conversion processing unit 101 converts each start-up count in the start-up count table 430 with one start-up of the fuel pump 32 as the drive time per minute of the fuel pump 32 into the drive time as comparison data. In this example, the conversion processing unit 101 uniformly converts the first start-up and subsequent start-ups during a trip into the drive time per minute, but they may be converted into different times. The following is an example of conversion from the start-up count to the drive time.

[0187] {Na(1,1,2)+Na(1,2,2)}×1 (min / cycle)×Ha×Hb×Hc =(20 + 2239)(cycles)×1 (min / cycle)×2×1×1 =4518 (min) ···(7)

[0188] The conversion processing unit 101 calculates the drive time "4518" minutes (see the dotted frame) due to the start-up when S < THs and TH_L ≤ E < TH_H by the above formula (7). Here, Na(1,1,2) and Na(1,2,2) are the first start-up count (20 (cycles)) and the subsequent start-up count (2239 (cycles)) during a trip corresponding to the range of S ≥ THs and the voltage range of TH_L ≤ E < TH_H, respectively (see the dotted frame in FIG. 25). The conversion processing unit 101 converts the total start-up count of the first and subsequent start-ups during a trip into the drive time.

[0189] Also, the relative wear amount Ha and the wear correction coefficients Hb, Hc are obtained from the respective tables shown in FIG. 21. The relative wear amount Ha is the wear amount (2) of the brush of the motor of the fuel pump 32 corresponding to the start-up of vehicle type Y. The wear correction coefficient Hb is the coefficient (1) corresponding to the voltage range of TH_L ≤ E < TH_H. The wear correction coefficient Hc is the coefficient (1) corresponding to the range of S < THs.

[0190] In this way, similar to the first determination example, the conversion processing unit 101 converts each startup count in the startup count table 430 into the drive time of the fuel pump 32 based on the relative wear amount Ha and the wear correction coefficients Hb and Hc.

[0191] Also, the conversion processing unit 101 converts each drive time in the pump drive time table 432 into the drive time as comparison data according to the operation mode of the fuel pump 32, the number of occurrences of the maximum voltage Emax, and the alcohol concentration S. The following is an example of conversion to the drive time according to the measurement conditions of the pump performance data 131.

[0192] Nc(2,1)×R(2,1,2)×Ha×Hb×Hc =2115.2 (minutes) × 97.6 (%) × 0.5 × 1 × 1.5 =1548.3 (minutes) ···(8) R(2,1,2)=Nb(2,1,2) / (Nb(2,1,1)+Nb(2,1,2)+Nb(2,1,3))×100 ···(9)

[0193] The conversion processing unit 101 calculates the drive time "1548.3" minutes (refer to the dotted frame) in the case of S≧THs, operation mode LOW, and TH_L≦E<TH_H by the above formulas (8) and (9). Here, Nc(2,1) is the drive time (2115.2 (minutes)) corresponding to the range of S≧THs and the operation mode LOW (refer to the dotted frame in FIG. 26). Also, R(2,1,2) is the ratio (97.6 (%)) of the number of occurrences Nb(2,1,1) of the maximum voltage Emax in the voltage range of E<TH_L in the voltage distribution table 431 in the case of the range of S≧THs and the operation mode LOW (refer to the dotted frame in FIG. 25).

[0194] The relative wear amount Ha is the wear amount (0.5) of the brush of the motor of the fuel pump 32 corresponding to the operation mode LOW of the fuel pump 32 of vehicle type Y. The wear correction coefficient Hb is the coefficient (1) corresponding to the voltage range of TH_L≦E<TH_H. The wear correction coefficient Hc is the coefficient (1.5) corresponding to the range of S≧THs.

[0195] In this way, the conversion processing unit 101 converts the drive time of the fuel pump 32 into comparison data based on the ratio R(b1, b2, b3) of the number of occurrences Nb(b1, b2, b3) of the maximum voltage Emax in the voltage distribution table 431, the relative wear amount Ha, and the wear correction coefficients Hb and Hc.

[0196] The conversion processing unit 101 converts each startup count in the startup count table 430 into drive time and then into comparison data by the method described above, and converts each drive time in the pump drive time table 432 into comparison data for each operation mode according to the voltage distribution table 431. As indicated by the symbol G2h, the conversion processing unit 101 multiplies the ratio (46.0) (see the symbol Gg in FIG. 26) of the difference between the initial value and the current value of the travel distance table 433 to the travel distance in the pump performance data 131 by the sum of each drive time (the sum of the drive times (hours) of the "total drive time") to calculate the cumulative drive time (20446 (hours)).

[0197] The deterioration determination unit 102 calculates the drive time ratio (1.7 (= 20226 / 12000)) in the same manner as in the first determination example. When the drive time ratio is 1 or more, the deterioration determination unit 102 determines that the failure rate of the fuel pump 32 has reached the failure rate in the pump performance data 131 and determines that the fuel pump 32 needs to be replaced.

[0198] The deterioration determination unit 102 calculates the travel distance (176471 (km) (= 300000 (km) / 1.7)) of the vehicle 3 when the failure rate (3.2 (ppm)) serving as a replacement criterion is reached. The deterioration determination unit 102 notifies the user of the vehicle 3 of the approximate travel distance at which replacement is necessary by transmitting this travel distance to the maintenance terminal 2 via the network 90.

[0199] (Operation of the vehicle management server 1) FIG. 28 is a flowchart showing an example of the operation of the vehicle management server 1. This process is an example of a vehicle management method and is executed, for example, in response to an operation of the vehicle management server 1.

[0200] First, the parameter collection unit 100 collects the load parameter 130 from the vehicle 3 via the maintenance terminal 2 and the network 90 and stores it in the HDD 13 (step St100). At this time, the communication port 14 receives the load parameter 130 from the network 90 and outputs it to the parameter collection unit 100.

[0201] Next, the conversion processing unit 101 converts each drive time in the pump drive time table 432 into comparison data according to the measurement conditions of the pump performance data 131 (step St101). The conversion method of the drive time is as described in the first and second determination examples.

[0202] Next, the conversion processing unit 101 converts each startup count in the startup count table 430 into the drive time as comparison data (step St102). The conversion method of the startup count is as described in the first and second determination examples.

[0203] Next, the conversion processing unit 101 calculates the mileage ratio from the mileage table 433 (step St103). The calculation method of the mileage ratio is as described in the first and second determination examples.

[0204] Next, the conversion processing unit 101 calculates the cumulative drive time by adding each converted drive time as comparison data and multiplying by the mileage ratio (step St104). The calculation method of the cumulative drive time is as described in the first and second determination examples.

[0205] Next, the deterioration determination unit 102 calculates the ratio of the cumulative drive time to the drive time of the pump performance data 131 (step St105). The calculation method of the ratio of the cumulative drive time is as described in the first and second determination examples.

[0206] Next, the deterioration determination unit 102 determines the deterioration state of the fuel pump 32 based on the ratio of the cumulative drive time (step St106). More specifically, the deterioration determination unit 102 determines whether the fuel pump 32 needs to be replaced.

[0207] As described in the first and second determination examples, as an example, the deterioration determination unit 102 determines the necessity of replacement based on whether the ratio of the cumulative driving time is 1 or more. When the ratio of the cumulative driving time is less than 1, the deterioration determination unit 102 considers that the failure rate of the fuel pump 32 has not reached the failure rate of the pump performance data 131 serving as the replacement criterion, and determines that replacement is unnecessary. Further, when the ratio of the cumulative driving time is 1 or more, the deterioration determination unit 102 considers that the failure rate of the fuel pump 32 has reached the failure rate of the pump performance data 131 serving as the replacement criterion, and determines that replacement is necessary.

[0208] In this way, the conversion processing unit 101 converts the load parameter 130 into comparison data according to the measurement conditions of the pump performance data 131 regarding the durability performance of the fuel pump 32, and the deterioration determination unit 102 determines the deterioration state of the fuel pump 32 by comparing the comparison data and the pump performance data 131.

[0209] Therefore, the vehicle management system 9 can appropriately determine the deterioration state of the fuel pump. Note that the vehicle management server 1 is not limited to the pump performance data 131 of the failure rate of the fuel pump 32, and may determine the necessity of replacement based on other indicators serving as the replacement criterion of the fuel pump 32.

[0210] The above-described embodiments are preferred examples of the present invention. However, the present invention is not limited thereto, and various modifications can be made without departing from the gist of the present invention.

Explanation of Reference Numerals

[0211] 1 Vehicle management server 2 Maintenance terminal 3 Vehicle 32 Fuel pump 35 EFI-ECU 10, 40 CPU 101 Conversion processing unit (conversion unit) 102 Deterioration determination unit (determination unit) 130 Load parameter 131 Pump performance data (measurement data, measurement conditions) 430 Startup Count Table 431 Voltage Distribution Table 432 Pump Driving Time Table 433 Travel Distance Table

Claims

1. A collection unit mounted on a vehicle for collecting the driving time of a fuel pump having a plurality of operation modes with different discharge flow rates or motor rotation speeds; A conversion unit that converts the driving time based on a first correction coefficient corresponding to a first operation mode when the driving time is collected among a plurality of first correction coefficients respectively corresponding to the deterioration amounts of the fuel pump according to the plurality of operation modes, into a corresponding value of a second operation mode for the failure rate of the fuel pump to reach a predetermined durability value in a certain required time; A determination unit that determines the deterioration state of the fuel pump by comparing the corresponding value with the required time; A vehicle management device.

2. The collection unit collects the driving time for each operation mode; The conversion unit converts the driving time into the corresponding value for each operation mode based on the first correction coefficient corresponding to the first operation mode; The determination unit determines the deterioration state of the fuel pump by comparing the sum of the corresponding values for each operation mode with the required time; The vehicle management device according to Claim 1.

3. The collection unit collects, for each operation mode, the driving time and the frequency distribution obtained by dividing the maximum voltage of the battery of the fuel pump during driving into a plurality of voltage ranges; The conversion unit, for each operation mode and voltage range, converts, based on the first correction coefficient corresponding to the first operation mode, the time corresponding to the frequency of the voltage range among the driving times, and a second correction coefficient corresponding to the voltage range among a plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump according to the plurality of voltage ranges, into the voltage of the battery and the corresponding value of the second operation mode for the failure rate to reach the durability value in the required time; The determination unit determines the deterioration state of the fuel pump by comparing the sum of the corresponding values for each operation mode and voltage range with the required time; The vehicle management device according to Claim 2.

4. The collection unit collects the number of start-ups of the fuel pump in each of a plurality of voltage ranges of the battery of the fuel pump; The conversion unit, for each voltage range, converts the number of start-ups into time based on a second correction coefficient corresponding to the voltage range among a plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump according to the plurality of voltage ranges, and a predetermined time corresponding to one start-up of the fuel pump, and adds it to the corresponding value; The vehicle management device according to claim 1.

5. The collection unit collects the driving time in each of a plurality of concentration ranges of alcohol contained in the fuel supplied by the fuel pump to the engine of the vehicle, The conversion unit, for each of the concentration ranges, converts the driving time based on the first correction coefficient corresponding to the first operation mode and the third correction coefficient corresponding to the deterioration amount of the fuel pump due to the plurality of concentration ranges, to convert the concentration of alcohol for which the failure rate reaches the endurance value in the required time, and the corresponding value of the second operation mode, The determination unit determines the deterioration state of the fuel pump by comparing the sum of the corresponding values for each concentration range with the required time. The vehicle management device according to claim 1.

6. The collection unit collects the driving distance of the vehicle, The conversion unit multiplies the ratio of the driving distance to the required value of the driving distance of the vehicle for which the failure rate reaches the endurance value in the required time by the corresponding value. The vehicle management device according to claim 1.

7. Collects the driving time of a fuel pump mounted on a vehicle and having a plurality of operation modes with different discharge flow rates or motor rotation speeds, Based on the first correction coefficient corresponding to the first operation mode among the plurality of first correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of operation modes, converts the driving time to the corresponding value of the second operation mode for which the failure rate of the fuel pump reaches a predetermined endurance value in a certain required time, Determines the deterioration state of the fuel pump by comparing the corresponding value with the required time. A vehicle management method executed by a computer for processing.

8. In the process of collecting the driving time, the driving time is collected for each operation mode, In the process of converting the driving time to the corresponding value, for each operation mode, the driving time is converted to the corresponding value based on the first correction coefficient corresponding to the first operation mode, In the process of determining the deterioration state of the fuel pump, the deterioration state of the fuel pump is determined by comparing the sum of the corresponding values for each operation mode with the required time. The vehicle management method according to claim 7.

9. In the process of collecting the driving time, for each operation mode, a frequency distribution obtained by dividing the driving time and the maximum voltage of the battery of the fuel pump during driving into a plurality of voltage ranges is collected. In the process of converting the driving time into the corresponding value, for each operation mode and voltage range, among the driving times, the time corresponding to the frequency of the voltage range is converted into the voltage of the battery for the failure rate to reach the endurance value in the required time and the corresponding value of the second operation mode based on the first correction coefficient corresponding to the first operation mode and the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges. In the process of determining the deterioration state of the fuel pump, the deterioration state of the fuel pump is determined by comparing the sum of the corresponding values for each operation mode and voltage range with the required time. The vehicle management method according to claim 8.

10. Collect the number of startups of the fuel pump in each of a plurality of voltage ranges of the battery of the fuel pump. For each voltage range, convert the number of startups into time based on the second correction coefficient corresponding to the voltage range among the plurality of second correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of voltage ranges and the predetermined time corresponding to one startup of the fuel pump, and add it to the corresponding value. The vehicle management method according to claim 7, wherein the computer executes the process.

11. In the process of collecting the driving time, collect the driving time in each of a plurality of concentration ranges of alcohol contained in the fuel supplied by the fuel pump to the engine of the vehicle. In the process of converting the driving time into the corresponding value, for each concentration range, convert the driving time into the concentration of alcohol for the failure rate to reach the endurance value in the required time and the corresponding value of the second operation mode based on the first correction coefficient corresponding to the first operation mode and the third correction coefficient corresponding to the concentration range among the plurality of third correction coefficients respectively corresponding to the deterioration amounts of the fuel pump due to the plurality of concentration ranges. In the process of determining the deterioration state of the fuel pump, the deterioration state of the fuel pump is determined by comparing the sum of the corresponding values for each concentration range with the required time. The vehicle management method according to claim 7.

12. Collecting the travel distance of the vehicle, Multiplying, by the corresponding value, a ratio of the travel distance to a required value of the travel distance of the vehicle for the failure rate to reach the durability value in the required time, The vehicle management method according to claim 7, wherein the computer executes the process.

Images