Internal combustion engine management system

Abstract

To provide a management system for an internal combustion engine which enables proper maintenance.SOLUTION: A management system for an internal combustion engine including a supercharger, includes a first acquisition part which acquires a reduction amount of an efficiency of a compressor of the supercharger, and information producing part which produces information related to maintenance on the basis of the reduction amount of the efficiency.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a management system for an internal combustion engine.

Background Art

[0002] Internal combustion engines equipped with superchargers are known (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When deposits adhere to the compressor of the supercharger, the efficiency of the supercharger decreases. In order to suppress the decrease in efficiency, maintenance such as part replacement is important. Therefore, an object of the present invention is to provide a management system for an internal combustion engine that enables appropriate maintenance.

Means for Solving the Problems

[0005] The above object is achieved by a management system for an internal combustion engine equipped with a supercharger, the system including a first acquisition unit that acquires a decrease amount in the efficiency of the compressor of the supercharger, and an information generation unit that generates information regarding maintenance based on the decrease amount in the efficiency. The management system includes a first computer and a second computer. The first computer includes the first acquisition unit, the information generation unit, and the first communication unit. The second computer is mounted on a vehicle equipped with the internal combustion engine and includes a second acquisition unit and a second communication unit. The second acquisition unit acquires information about the vehicle, and the second communication unit transmits the information about the vehicle to the first communication unit. The first acquisition unit acquires the temperature of the compressor and the concentration of insoluble components of the oil based on the information about the vehicle, and acquires the amount of decrease in the efficiency based on the temperature of the compressor and the concentration of insoluble components of the oil. This can be achieved by a management system for an internal combustion engine.

[0006] The information regarding maintenance may include at least one of information regarding replacement of parts of the supercharger and information regarding replacement of oil of the internal combustion engine.

[0009] The second acquisition unit acquires information about the vehicle, and based on the information about the vehicle, acquires at least one of the temperature of the compressor and the concentration of insoluble components of the oil. The second communication unit transmits at least one of the temperature of the compressor and the concentration of insoluble components of the oil to the first communication unit. The first acquisition unit may acquire the amount of decrease in the efficiency based on the temperature of the compressor and the concentration of insoluble components of the oil.

[0010] The second acquisition unit acquires the amount of decrease in the efficiency, the second communication unit transmits the amount of decrease in the efficiency to the first communication unit, and the first acquisition unit may acquire the amount of decrease in the efficiency transmitted to the first communication unit.

[0011] The first computer has a third acquisition unit. The third acquisition unit acquires the usage plan of the vehicle equipped with the internal combustion engine. Based on the usage plan of the vehicle, the first communication unit may transmit a maintenance notification to the second communication unit.

[0012] It includes a fourth acquisition unit and a route creation unit. The fourth acquisition unit acquires position information and weather information. Based on the amount of decrease in the efficiency, the position information, and the weather information, the route creation unit may create a route for the vehicle equipped with the internal combustion engine.

[0013] It includes a plan creation unit. The first acquisition unit acquires the amount of decrease in the efficiency for a plurality of vehicles. The plan creation unit may create a usage plan for the plurality of vehicles based on the amount of decrease in the efficiency of the plurality of vehicles.

[0014] The management system has a first computer and a third computer. The first computer has the first acquisition unit, the information generation unit, and a first communication unit. The first communication unit may transmit information regarding the maintenance to the third computer.

Advantages of the Invention

[0015] It is possible to provide a management system for an internal combustion engine that enables appropriate maintenance.

Brief Description of the Drawings

[0016]

Figure 1

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DETAILED DESCRIPTION OF THE INVENTION

[0017] (First Embodiment) FIG. 1 is a schematic diagram illustrating a management system 100 for an internal combustion engine according to the first embodiment. The management system 100 includes a server 1 (first computer), an ECU 50 (second computer), and a personal computer (PC) 2 (third computer), and manages a vehicle 3. The server 1 is installed, for example, in a data center DS or the like. The server 1 is provided as a cloud service and is used, for example, by an automobile manufacturer.

[0018] The ECU 50 is mounted on the vehicle 3. The PC 2 is installed, for example, in a factory and a dealer or the like. The server 1, the ECU 50, and the PC 2 are connected to a communication network NW. The ECUs 50 of a plurality of vehicles 3 are connected to the server 1 via the communication network NW. The communication network NW is, for example, the Internet.

[0019] FIG. 2 is a schematic diagram illustrating an engine system 110. The engine system 110 is mounted on the vehicle 3 and includes an internal combustion engine 10, a supercharger 18, and an ECU (Electronic Control Unit) 50.

[0020] The internal combustion engine 10 is, for example, a gasoline engine or a diesel engine, and includes a piston 17, an intake valve 30, an exhaust valve 32, and a fuel injection valve 34. A combustion chamber 27 is formed in the bore of the internal combustion engine 10. The fuel injection valve 34 is provided in the intake passage 12, but may be provided in the combustion chamber 27. The piston 17 is disposed inside the combustion chamber 27 and is connected to a crankshaft 19.

[0021] An intake passage 12 and an exhaust passage 14 are connected to the internal combustion engine 10. An air cleaner 20, an air flow meter 22, an intercooler 25, a throttle valve 26, and a fuel injection valve 34 are provided in the intake passage 12 in order from the upstream side. A catalyst 28 is provided in the exhaust passage 14.

[0022] The supercharger 18 includes a turbine 18a and a compressor 18b. The turbine 18a and the compressor 18b are connected to each other. The turbine 18a is located upstream of the catalyst 28 in the exhaust passage 14. The compressor 18b is located downstream of the air flow meter 22 and upstream of the intercooler 25 in the intake passage 12. The turbine 18a and the compressor 18b are housed inside a housing (not shown).

[0023] A bypass passage 13 that bypasses the compressor 18b is connected to the intake passage 12, and a valve 11 is provided in the bypass passage 13. When the accelerator is OFF, air is bypassed from downstream to upstream of the compressor 18b through the bypass passage 13. A bypass passage 15 that bypasses the turbine 18a is connected to the exhaust passage 14, and a valve 16 is provided in the bypass passage 15.

[0024] A PCV (Positive Crankcase Ventilation) passage 23 is connected to the internal combustion engine 10 and a position upstream of the compressor 18b of the supercharger 18 in the intake passage 12. Blow-by gas is returned to the intake passage 12 through the PCV passage 23 and flows through the intake passage 12 together with air. Oil (engine oil) is mixed into the blow-by gas. Deposits are generated from the insoluble components contained in the oil and adhere to the compressor 18b. The efficiency of the supercharger 18 decreases due to the adhesion of the deposits.

[0025] Intake air passes through the intake passage 12, is purified by the air cleaner 20, and cooled by the intercooler 25. When the intake valve 30 opens, the intake air is introduced into the combustion chamber 27 of the internal combustion engine 10. The fuel injection valve 34 injects fuel into the combustion chamber 27. When a spark plug (not shown) ignites, the air-fuel mixture burns in the combustion chamber 27. The piston 17 reciprocates up and down in the combustion chamber 27, and the driving force is transmitted to the crankshaft 19, causing the vehicle 3 to move.

[0026] When the exhaust valve 32 opens, the exhaust gas generated by combustion is discharged into the exhaust passage 14. The exhaust gas is purified by the catalyst 28 in the exhaust passage 14 and then discharged. The catalyst 28 is, for example, a three-way catalyst that purifies carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), etc. in the exhaust gas.

[0027] When the exhaust gas is introduced into the turbine 18a of the supercharger 18, the turbine 18a rotates, and the compressor 18b connected to the turbine 18a also rotates. Due to the rotation of the compressor 18b, the intake air is supercharged, and high-pressure intake air is sent into the combustion chamber 27 of the internal combustion engine 10 compared to the intake air upstream of the compressor 18b.

[0028] When deposits accumulate on the compressor 18b of the supercharger 18, the efficiency of the compressor 18b decreases. The deposits are generated due to the insoluble components of the oil in the internal combustion engine 10. When the temperature of the compressor 18b rises, the oil is more likely to evaporate. When the oil evaporates, the insoluble components contained in the oil are concentrated and hardened, adhering to the compressor 18b as deposits. To suppress the decrease in the efficiency of the compressor 18b, maintenance such as replacing the parts of the supercharger 18 or changing the oil can be performed.

[0029] The engine system 110 includes an air flow meter 22, a vehicle speed sensor 40, pressure sensors 42 and 43, temperature sensors 44 and 46, and a coolant temperature sensor 47. The air flow meter 22 detects the flow rate of intake air. The vehicle speed sensor 40 detects the speed (vehicle speed) of the vehicle 3 on which the engine system 110 is mounted. The pressure sensor 42 detects the atmospheric pressure. The pressure sensor 43 detects the pressure of the air supercharged by the supercharger 18 (supercharging pressure). The temperature sensor 44 detects the outside air temperature. The temperature sensor 46 detects the temperature of the air in the intake passage 12. The coolant temperature sensor 47 detects the temperature of the coolant of the internal combustion engine 10.

[0030] The ECU 50 includes an arithmetic unit such as a CPU (Central Processing Unit), and storage devices such as a RAM (Random Access Memory) and a ROM (Read Only Memory). The ECU 50 performs various controls by executing programs stored in the ROM and the storage device.

[0031] The ECU 50 controls the opening degree of the throttle valve 26 and the opening degrees of the valves 11 and 16. The valve 11 is an air bypass valve (ABV), and can release the supercharged air by opening when the accelerator is off. The ECU 50 switches the on / off of fuel injection from the fuel injection valve 34 and controls the fuel injection amount.

[0032] The ECU 50 functions as a second acquisition unit. The ECU 50 acquires the intake air flow rate from the air flow meter 22, acquires the vehicle speed from the vehicle speed sensor 40, and acquires the fuel injection amount. The ECU 50 acquires the atmospheric pressure from the pressure sensor 42 and acquires the pressure of the air introduced into the compressor 18b based on the atmospheric pressure. The ECU 50 acquires the supercharging pressure from the pressure sensor 43. The ECU 50 acquires the outside air temperature from the temperature sensor 44, acquires the temperature of the air in the intake passage 12 from the temperature sensor 46, and acquires the coolant temperature from the coolant temperature sensor 47. The ECU 50 may calculate at least one of the member temperature of the compressor 18b and the insoluble component concentration of the oil from this information. The ECU 50 may calculate the amount of decrease in the efficiency of the compressor 18b.

[0033] The engine system 110 has a network interface (I / F) 51 (second communication unit). The network I / F 51 communicates between the vehicle 3 and the server 1. The network I / F 51 transmits the data acquired by the ECU 50 to the server 1.

[0034] FIG. 3(a) is a schematic diagram illustrating the hardware configuration of the server 1. The server 1 includes a CPU 200, a RAM 202, a ROM 204, a storage device 206, and a network interface (I / F) 208. The CPU 200, the RAM 202, the ROM 204, the storage device 206, and the network I / F 208 are connected to each other by a bus.

[0035] The storage device 206 is a non-volatile storage medium such as a hard disk drive (HDD) and a flash memory, for example. The network I / F 208 is connected to the communication network NW in FIG. 1.

[0036] Programs stored in the ROM 204 and the storage device 206 are temporarily stored in the RAM 202. By the CPU 200 executing the programs stored in the RAM 202, the CPU 200 realizes various functions described later and executes various processes described later. The programs may conform to the flowcharts described later. The PC 2 shown in FIG. 1 also has the same hardware configuration as that in FIG. 3(a).

[0037] FIG. 3(b) is a block diagram illustrating the functions of the server 1. The server 1 includes a first acquisition unit 210, an information generation unit 212, a first communication unit 213, a third acquisition unit 214, a fourth acquisition unit 215, a route creation unit 216, and a plan creation unit 217.

[0038] The first acquisition unit 210, information generation unit 212, third acquisition unit 214, fourth acquisition unit 215, route creation unit 216, and plan creation unit 217 are realized by the CPU 200. The first communication unit 213 is realized by the network I / F 208 and communicates with the ECU 50 and the PC 2 through the communication network NW.

[0039] The first acquisition unit 210 acquires the amount of decrease in the efficiency of the compressor 18b. The third acquisition unit 214 grasps the user's schedule and acquires the usage plan of the vehicle 3. The fourth acquisition unit 215 acquires the position information and weather information regarding the destination of the vehicle 3. The route creation unit 216 creates a route to the destination of the vehicle 3. The plan creation unit 217 creates a usage plan for a plurality of vehicles 3. The plan is, for example, a usage plan for company-owned vehicles in a company having a plurality of company-owned vehicles.

[0040] The information generation unit 212 generates information regarding maintenance. The information regarding maintenance is, for example, information regarding part replacement of the supercharger 18 and oil replacement. The information regarding part replacement includes the type and number of parts to be replaced, the timing of replacement, etc. The information regarding oil replacement includes the type of oil, the timing of replacement, etc.

[0041] Figures 4 and 5 are flowcharts illustrating the operation of the management system 100. Figure 4 is a flowchart illustrating the processing executed by the ECU 50. As shown in Figure 4, the ECU 50 acquires information regarding the vehicle 3 (step S10). The information regarding the vehicle 3 includes supercharging pressure, the pressure of the air introduced into the compressor 18b, outside air temperature, air temperature, air flow rate, vehicle speed, fuel injection amount, and water temperature. The ECU 50 transmits the information regarding the vehicle 3 to the server 1 (step S12). The processing ends here.

[0042] FIG. 5 is a flowchart illustrating the processing executed by server 1. The first communication unit 213 of server 1 receives information regarding vehicle 3 transmitted by ECU 50 (step S20). The first acquisition unit 210 calculates the temperature of the member (housing) of compressor 18b and the concentration of insoluble components in the oil based on the information regarding vehicle 3 (step S21). Specifically, the first acquisition unit 210 calculates the member temperature of compressor 18b based on the supercharging pressure, the pressure of the air introduced into compressor 18b, the outside air temperature, the air temperature, the air flow rate, and the vehicle speed. The first acquisition unit 210 calculates the concentration of insoluble components in the oil based on the fuel injection amount and the water temperature.

[0043] Based on the temperature of the member of compressor 18b and the concentration of insoluble components in the oil, the first acquisition unit 210 estimates the amount of deposit generation and obtains the amount of efficiency reduction of compressor 18b from the amount of deposit (step S22). The information generation unit 212 generates information regarding maintenance based on the amount of efficiency reduction (step S24). The first communication unit 213 transmits the information regarding maintenance to PC 2 (step S26). PC 2 receives the information regarding maintenance from server 1. The processing of FIG. 5 ends here.

[0044] According to the first embodiment, the first acquisition unit 210 of server 1 obtains the amount of efficiency reduction of compressor 18b. The information generation unit 212 generates information regarding the maintenance of supercharger 18. Therefore, appropriate maintenance is possible.

[0045] The information regarding maintenance includes information regarding replacement of parts of supercharger 18 and information regarding oil replacement. By performing maintenance preparation based on the information regarding maintenance, the waiting time of the user can be shortened and prompt maintenance can be performed. The information regarding maintenance may be at least one of the information regarding replacement of parts and the information regarding oil replacement.

[0046] Server 1 sends maintenance-related information to PC2. PC2 is installed, for example, in a factory or a dealership. Workers at a factory or the like reflect the maintenance-related information sent to PC2 in the production plan of the parts of the supercharger 18, manufacture parts for replacement, and ship the parts. Workers at a dealership refer to the maintenance-related information sent to PC2 to check the inventory of the parts and oil of the supercharger 18, place orders for parts and oil, etc. Thus, rapid maintenance is possible. It is possible to predict the man-hours for maintenance and the space for storing parts and oil.

[0047] Server 1 may be installed in a data center or the like, and PC2 may be installed at a location different from Server 1 (such as a factory or a dealership). As described above, it is only necessary to send maintenance-related information from Server 1 to PC2. For example, Server 1 may be installed in a factory or a dealership. The maintenance-related information generated by Server 1 can be checked by the workers at the factory to prepare for maintenance.

[0048] Server 1 communicates with the ECU50 mounted on the vehicle 3. The ECU50 transmits information about the vehicle 3 in real time. Server 1 sequentially acquires information about the vehicle 3 and generates maintenance-related information. Appropriate maintenance is possible.

[0049] The CPU 200 of server 1 calculates the member temperature of compressor 18b based on supercharging pressure, the pressure of the air introduced into compressor 18b, the temperature of the outside air, the temperature of the air, the air flow rate, the vehicle speed, etc. The CPU 200 calculates the concentration of insoluble components in the oil based on the fuel injection amount and the water temperature. The CPU 200 obtains the amount of efficiency reduction of compressor 18b based on the member temperature and the concentration of insoluble components. The higher the member temperature and the concentration of insoluble components, the easier it is for deposits to occur and the greater the amount of efficiency reduction. Server 1 receives the information of vehicle 3 in real time and calculates the amount of efficiency reduction based on the information. Server 1 transmits information regarding maintenance to PC 2. Dealers, etc. can make preparations for maintenance in advance. The waiting time of the user can be shortened and appropriate maintenance is possible.

[0050] Next, a modified example will be described. The description of the same configuration as that of the first embodiment will be omitted. The processes in FIGS. 6(a), 6(b) and 7 below may be executed in parallel with the processes in FIGS. 4 and 5. Here, it is assumed that the amount of efficiency reduction has been obtained.

[0051] (First Modified Example) FIG. 6(a) is a flowchart illustrating the operation of the management system in the first modified example. The user of vehicle 3 records a schedule in server 1. As shown in FIG. 6(a), the third acquisition unit 214 of server 1 grasps the schedule and acquires the usage plan of vehicle 3 (step S30). The third acquisition unit 214 determines whether an increase in the load on supercharger 18 is predicted from the usage plan (step S31). An increase in the load means, for example, an increase in the load on supercharger 18 due to circuit running and towing.

[0052] In the case of a negative determination (No) in step S31, the process ends. In the case of an affirmative determination (Yes), the server 1 recommends maintenance to the vehicle 3 (step S32). When a maintenance recommendation is notified from the first communication unit 213 to the vehicle 3, the ECU 50 recommends maintenance to the user, for example, by voice or on-screen display. Thus, the process of FIG. 6(a) ends. The user can perform maintenance before using the vehicle 3.

[0053] (Second Modification Example) FIG. 6(b) is a flowchart illustrating the operation of the management system in the second modification example. As shown in FIG. 6(b), the fourth acquisition unit 215 acquires, for example, information on the destination position of the vehicle 3 and weather information (step S34). The route creation unit 216 creates a route (step S35). Deposits are likely to occur when the temperature is high. The load on the supercharger 18 increases when the atmospheric pressure is low. The load on the supercharger 18 increases on an uphill slope. The route creation unit 216 may create, for example, a route with a large efficiency reduction amount or a route with a small efficiency reduction amount. The first communication unit 213 transmits the route to the vehicle 3 (step S36). The user of the vehicle 3 can drive the vehicle 3 with reference to the received route. Thus, the process of FIG. 6(b) ends.

[0054] The user can suppress the efficiency reduction of the supercharger 18 by avoiding a route with a high load. The decrease in the value of the vehicle 3 is suppressed, which is advantageous for, for example, resale.

[0055] (Third Modification Example) FIG. 7 is a flowchart illustrating the operation of the management system in the third modification example. The first acquisition unit 210 of the server 1 acquires the efficiency reduction amounts of a plurality of vehicles 3 (step S37). The plan creation unit 217 creates a usage plan for the plurality of vehicles 3 based on the efficiency reduction amounts of the plurality of vehicles 3 (step S38). Thus, the process of FIG. 7 ends. The usage plan includes the usage frequency and usage order for each vehicle.

[0056] Organizations such as companies and individuals may own multiple vehicles 3. If only one of the multiple vehicles 3 is continuously used, a large amount of deposit accumulates in the supercharger 18 of the vehicle 3, and the efficiency also greatly decreases. The repair cost of the vehicle 3 increases. When multiple vehicles 3 are used at the same frequency, the amount of efficiency reduction is also the same. The repair cost can be reduced. The price when selling the vehicle can be increased.

[0057] (Second Embodiment) Figures 8 and 9 are flowcharts illustrating the operation of the management system according to the second embodiment. The description of the same configuration as in the first embodiment is omitted. The configurations of FIGS. 1 to 3 are common to the second embodiment. In the second embodiment, the processes of FIGS. 8 and 9 are performed instead of FIGS. 4 and 5.

[0058] Figure 8 is a flowchart illustrating the process executed by the ECU 50. As shown in FIG. 8, the ECU 50 acquires information about the vehicle 3 (step S10). The ECU 50 acquires the member temperature of the compressor 18b (step S11a). The ECU 50 transmits the information about the vehicle 3 and the member temperature to the server 1 (step S12a). Thus, the process of FIG. 8 ends.

[0059] Figure 9 is a flowchart illustrating the process executed by the server 1. The first communication unit 213 of the server 1 receives the information about the vehicle 3 and the member temperature transmitted by the ECU 50 (step S20a). The first acquisition unit 210 calculates the concentration of insoluble components in the oil based on the information about the vehicle 3 (step S21a).

[0060] The first acquisition unit 210 acquires the amount of efficiency reduction of the compressor 18b (step S22). The information generation unit 212 generates information about maintenance (step S24), and the first communication unit 213 transmits the information about maintenance to the PC 2 (step S26). The PC 2 receives the information about maintenance from the server 1. Thus, the process of FIG. 9 ends.

[0061] According to the second embodiment, the ECU 50 of the vehicle 3 transmits the member temperature together with the information about the vehicle 3. The server 1 acquires the insoluble matter concentration based on the information about the vehicle 3. The server 1 acquires the amount of efficiency degradation from the member temperature and the insoluble matter concentration of the oil. The server 1 generates information about maintenance based on the amount of efficiency degradation. Therefore, appropriate maintenance is possible. The information about maintenance is transmitted to the PC 2, and a dealer or the like may prepare for maintenance. The waiting time of the user can be shortened, and prompt maintenance can be performed.

[0062] (Third Embodiment) FIGS. 10 and 11 are flowcharts illustrating the operations of the management system according to the third embodiment. Descriptions of the same configurations as those in the first and second embodiments are omitted. The configurations in FIGS. 1 to 3 are common to the third embodiment. In the third embodiment, the processes in FIGS. 10 and 11 are performed instead of those in FIGS. 4 and 5.

[0063] FIG. 10 is a flowchart illustrating the process executed by the ECU 50. As shown in FIG. 10, the ECU 50 acquires information about the vehicle 3 (step S10). The ECU 50 acquires the insoluble matter concentration of the oil (step S11b). The ECU 50 transmits the information about the vehicle 3 and the insoluble matter concentration to the server 1 (step S12b). Thus, the process in FIG. 10 ends.

[0064] FIG. 11 is a flowchart illustrating the process executed by the server 1. The first communication unit 213 of the server 1 receives the information about the vehicle 3 and the insoluble matter concentration transmitted by the ECU 50 (step S20b). The first acquisition unit 210 calculates the member temperature of the compressor 18b based on the information about the vehicle 3 (step S21b).

[0065] The first acquisition unit 210 acquires the amount of decrease in the efficiency of the compressor 18b (step S22). The information generation unit 212 generates information regarding maintenance (step S24), and the first communication unit 213 transmits the information regarding maintenance to the PC 2 (step S26). The PC 2 receives the information regarding maintenance from the server 1. Thus, the processing of FIG. 11 ends.

[0066] According to the third embodiment, the ECU 50 of the vehicle 3 transmits the insoluble matter concentration together with the information regarding the vehicle 3. The server 1 acquires the member temperature based on the information regarding the vehicle 3. The server 1 acquires the amount of decrease in efficiency from the member temperature and the insoluble matter concentration of the oil. The server 1 generates information regarding maintenance based on the amount of decrease in efficiency. Therefore, appropriate maintenance is possible.

[0067] (Fourth Embodiment) FIGS. 12 and 13 are flowcharts illustrating the operations of the management system according to the fourth embodiment. Description of the same configurations as those in the first to third embodiments is omitted. The configurations in FIGS. 1 to 3 are common to the fourth embodiment. In the fourth embodiment, the processes in FIGS. 12 and 13 are performed instead of the processes in FIGS. 4 and 5.

[0068] FIG. 12 is a flowchart illustrating the process executed by the ECU 50. As shown in FIG. 12, the ECU 50 acquires information regarding the vehicle 3 (step S10). Based on the information regarding the vehicle 3, the ECU 50 acquires the member temperature of the compressor 18b and the insoluble matter concentration of the oil (step S11c). The ECU 50 transmits the information regarding the vehicle 3, the member temperature, and the insoluble matter concentration to the server 1 (step S12c). Thus, the processing of FIG. 12 ends.

[0069] FIG. 13 is a flowchart illustrating the processing executed by server 1. The first communication unit 213 of server 1 receives information about vehicle 3, member temperature, and insoluble matter concentration transmitted by ECU 50 (step S20c). The first acquisition unit 210 acquires the amount of decrease in the efficiency of compressor 18b (step S22). The information generation unit 212 generates information regarding maintenance (step S24), and the first communication unit 213 transmits the information regarding maintenance to PC 2 (step S26). PC 2 receives the information regarding maintenance from server 1. Thus, the processing of FIG. 13 ends.

[0070] According to the fourth embodiment, ECU 50 of vehicle 3 transmits the member temperature and the insoluble matter concentration together with the information about vehicle 3. Server 1 acquires the amount of decrease in efficiency from the member temperature and the insoluble matter concentration of the oil. Server 1 generates information regarding maintenance based on the amount of decrease in efficiency. Therefore, appropriate maintenance is possible.

[0071] (Fifth Embodiment) FIGS. 14 and 15 are flowcharts illustrating the operations of the management system according to the fifth embodiment. Description of the same configurations as those in the first to fourth embodiments is omitted. The configurations of FIGS. 1 to 3 are common to the fifth embodiment. In the fifth embodiment, the processing of FIGS. 14 and 15 is performed instead of FIGS. 4 and 5.

[0072] FIG. 14 is a flowchart illustrating the processing executed by ECU 50. As shown in FIG. 14, ECU 50 acquires information about vehicle 3 (step S10). Based on the information about vehicle 3, ECU 50 acquires the member temperature of compressor 18b and the insoluble matter concentration of the oil (step S11d). ECU 50 calculates the amount of decrease in the efficiency of compressor 18b based on the member temperature and the insoluble matter concentration (step S13). ECU 50 transmits the information about vehicle 3 and the amount of decrease in efficiency to server 1 (step S12d). Thus, the processing of FIG. 14 ends.

[0073] FIG. 15 is a flowchart illustrating the processing executed by server 1. The first communication unit 213 of server 1 receives information about vehicle 3 and the amount of efficiency degradation transmitted by ECU 50 (step S20d). The information generation unit 212 generates information regarding maintenance (step S24), and the first communication unit 213 transmits the information regarding maintenance to PC 2 (step S26). PC 2 receives the information regarding maintenance from server 1. This concludes the processing of FIG. 15.

[0074] According to the fifth embodiment, ECU 50 of vehicle 3 transmits the amount of efficiency degradation together with information about vehicle 3. Server 1 generates information regarding maintenance based on the amount of efficiency degradation. Therefore, appropriate maintenance is possible.

[0075] As described in the second to fourth embodiments, ECU 50 of vehicle 3 may acquire at least one of the member temperature and the insoluble component concentration and transmit it to server 1. As in the fifth embodiment, ECU 50 may acquire the amount of efficiency degradation and transmit it to server 1. Information about vehicle 3 (supercharging pressure, pressure of the air introduced into compressor 18b, outside air temperature, air temperature, air flow rate, vehicle speed, fuel injection amount, and water temperature) is transmitted from ECU 50 to server 1 for purposes other than the management of the efficiency of compressor 18b. Therefore, as shown in FIG. 4, ECU 50 may transmit the information to server 1 without calculating the member temperature, the insoluble component concentration, and the amount of efficiency degradation (step S12). The load on ECU 50 is reduced, and the data communication volume can be decreased. Server 1 may calculate the member temperature, the insoluble component concentration, and the amount of efficiency degradation based on the data received from ECU 50 (steps S21 and S22 in FIG. 5).

[0076] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims.

Explanation of Reference Numerals

[0077] 1 Server 2 PCs 3 vehicles 10 internal combustion engines 11, 16 valves 12 intake passage 17 pistons 13, 15 bypass passages 14 exhaust passage 18 supercharger 18a turbine 18b compressor 19 crankshaft 20 air cleaner 22 air flow meter 23 PCV passage 25 intercooler 26 throttle valve 27 combustion chamber 28 catalyst 30 intake valve 32 exhaust valve 34 fuel injection valve 40 vehicle speed sensor 42, 43 pressure sensors 44, 46 temperature sensors 47 water temperature sensor 50 ECU 100 management system for internal combustion engines 110 engine system 200 CPU 202 RAM 204 ROM 206 storage device 208, 51 network I / F 210 first acquisition unit 212 information generation unit 213 first communication unit 214 third acquisition unit 215 fourth acquisition unit 216 route creation unit 217 plan creation unit

Claims

1. A management system for an internal combustion engine equipped with a supercharger, comprising: a first acquisition unit that acquires a decrease amount in the efficiency of a compressor of the supercharger; an information generation unit that generates information regarding maintenance based on the decrease amount in the efficiency; the management system has a first computer and a second computer; the first computer has the first acquisition unit, the information generation unit, and a first communication unit; the second computer is mounted on a vehicle on which the internal combustion engine is mounted, and has a second acquisition unit and a second communication unit; the second acquisition unit acquires information regarding the vehicle; the second communication unit transmits the information regarding the vehicle to the first communication unit; the first acquisition unit acquires the temperature of the compressor and the concentration of insoluble components in the oil based on the information regarding the vehicle, and acquires the decrease amount in the efficiency based on the temperature of the compressor and the concentration of insoluble components in the oil. A management system for an internal combustion engine.

2. The management system for an internal combustion engine according to claim 1, wherein the information regarding maintenance includes at least one of information regarding replacement of parts of the supercharger and information regarding replacement of oil of the internal combustion engine.

3. The second acquisition unit acquires information regarding the vehicle, and acquires at least one of the temperature of the compressor and the concentration of insoluble components in the oil based on the information regarding the vehicle; the second communication unit transmits at least one of the temperature of the compressor and the concentration of insoluble components in the oil to the first communication unit; the first acquisition unit acquires the decrease amount in the efficiency based on the temperature of the compressor and the concentration of insoluble components in the oil. A management system for an internal combustion engine according to claim 1.

4. The second acquisition unit acquires the decrease amount in the efficiency; the second communication unit transmits the decrease amount in the efficiency to the first communication unit; the first acquisition unit acquires the decrease amount in the efficiency transmitted to the first communication unit. A management system for an internal combustion engine according to claim 1.

5. The first computer has a third acquisition unit; the third acquisition unit acquires a usage plan of a vehicle on which the internal combustion engine is mounted; based on the usage plan of the vehicle, the first communication unit transmits a maintenance notification to the second communication unit. A management system for an internal combustion engine according to claim 1.

6. a fourth acquisition unit; a route creation unit; the fourth acquisition unit acquires position information and weather information; Based on the amount of efficiency decrease, the information on the position, and the information on the weather, the route creation unit creates a route for the vehicle equipped with the internal combustion engine, according to the internal combustion engine management system of claim 1 or 2.

7. comprising a plan creation unit, the first acquisition unit acquires the amount of efficiency decrease for a plurality of vehicles, the plan creation unit creates a usage plan for the plurality of vehicles based on the amount of efficiency decrease of the plurality of vehicles, according to the internal combustion engine management system of claim 1 or 2.

8. the management system has a first computer and a third computer, the first computer has the first acquisition unit, the information generation unit, and a first communication unit, the first communication unit transmits the information regarding the maintenance to the third computer, according to the internal combustion engine management system of claim 1 or 2.

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