Vehicle information storage system

Abstract

Provided is a vehicle information storage system for outputting a total travel distance to a defect diagnosis tool GST connected to a vehicle 1, said system comprising: an ABS 8 that acquires the travel distance of the vehicle 1 for each minimum unit time of 20 ms; a control device 10 that calculates the total travel distance by adding up the travel distances; and a nonvolatile memory 14 that stores the total travel distance, the control device 10 skipping the adding up of the travel distances when the travel distance for each minimum unit time of 20 ms exceeds a predetermined maximum distance.

Description

Vehicle information storage system

[0001] This invention relates to a vehicle information storage system.

[0002] In recent years, there has been a growing demand for OBFCM (On-board Fuel and / or Energy Consumption Monitoring) functions in vehicles such as engine-powered cars and electric vehicles, which accumulate and store driving data such as fuel consumption and energy consumption. For example, Patent Document 1 discloses a conventional technology that allows for verification of how appropriately electric driving is being performed by accumulating the engine driving distance and electric driving distance of a hybrid vehicle for each trip and storing the ratio to the total driving distance.

[0003] Furthermore, the OBFCM function specifies by law several types of rough-time data that should be stored over the vehicle's lifetime, such as total mileage, and it is stipulated that these should be readable along with fault information by a fault diagnostic tool connected to the vehicle. Here, total mileage can be determined, for example, by accumulating the mileage calculated by the odometer using the vehicle speed and elapsed time obtained from the vehicle speed sensor for each trip.

[0004] Japanese Patent Publication No. 2017-178084

[0005] However, when calculating the total mileage using the method described above, there is a risk that if errors or inaccuracies occur in the mileage for each trip, these values ​​will be added together, reducing the accuracy of the total mileage calculation.

[0006] This invention has been made in view of these problems, and its objective is to provide a vehicle information storage system that can suppress a decrease in the accuracy of calculating the total mileage.

[0007] To achieve the above objective, the vehicle information storage system of the present invention is a vehicle information storage system that outputs the total mileage to a fault diagnosis tool connected to a vehicle, and comprises: a distance acquisition means for acquiring the mileage of the vehicle for each minimum unit time; a control device for calculating the total mileage by accumulating the mileage; and a non-volatile memory for storing the total mileage, wherein the control device skips accumulating the mileage if the mileage exceeds a predetermined maximum distance for each minimum unit time.

[0008] The vehicle information storage system of the present invention determines whether the distance traveled for each minimum unit time exceeds a predetermined maximum distance, and skips the accumulation of distances exceeding the maximum distance, considering them unrealistic. As a result, the control device can accumulate the distance traveled for each minimum unit time as the total distance traveled while confirming that the distance traveled is not an inappropriate value due to errors or inaccuracies. Therefore, the vehicle information storage system of the present invention can suppress a decrease in the accuracy of calculating the total distance traveled.

[0009] This is a block diagram of a vehicle to which the vehicle information storage system described in this disclosure is applied. This is a functional block diagram showing the procedure for calculating the total mileage. This is a timing chart showing the calculation process for the total mileage.

[0010] The embodiments will be described in detail below with reference to the drawings. However, this disclosure is not limited to the content described below, and can be modified and implemented as such without altering its essence. Furthermore, the drawings used in describing the embodiments are schematic representations of the components, and may have been partially emphasized, enlarged, reduced, or omitted to enhance understanding, and may not accurately represent the scale or shape of the components.

[0011] Figure 1 is a block diagram of vehicle 1 to which the vehicle information storage system according to this disclosure is applied. Vehicle 1 is equipped with an OBFCM (On-board Fuel and / or Energy Consumption Monitoring) function that records various vehicle information such as total mileage, total external charge amount, vehicle identification number (VIN), and degree of degradation of the drive battery, in accordance with so-called OBFCM regulations. Vehicle 1 outputs vehicle information to a fault diagnosis tool GST (General Scan Tool) when it is connected to an output port P provided in the driver's seat, for example.

[0012] Furthermore, the vehicle 1 in this embodiment is an electric vehicle (BEV) equipped with a battery 2, inverter 3, motor 4, reduction gear 5, differential gear 6, axle 7, ABS 8, BMS 9, and control device 10. In addition to the illustrated configuration, the vehicle 1 is equipped with various components that are known to be installed in electric vehicles. Moreover, the vehicle 1 is not limited to an electric vehicle, but may also be a hybrid vehicle (HEV) or a plug-in hybrid vehicle (PHEV) that can be externally charged and externally powered.

[0013] Battery 2 is a secondary battery consisting of a lithium-ion battery or a nickel-metal hydride battery, and in addition to outputting the power necessary to drive the motor 4, it also supplies power to various electrical equipment (not shown) mounted on the vehicle 1.

[0014] The inverter 3 is a power conversion device that converts DC power to AC power. It converts the DC power output by the battery 2 into AC power and supplies it to the motor 4, thereby driving the motor 4 to rotate. In addition, when the motor 4 is generating regenerative power, the inverter 3 can charge the battery 2 by converting that AC power into DC power and supplying it to the battery 2.

[0015] Motor 4 is a traction motor that generates driving force to propel vehicle 1 when power is supplied from inverter 3, and is also a motor generator that can regenerate power when vehicle 1 is decelerating.

[0016] The reduction gear 5 is a mechanism that increases the torque by reducing the rotational driving force (torque) output from the motor 4 by a reduction ratio N. The reduction ratio of the reduction gear 5 is appropriately set according to the output characteristics and performance of the motor 4.

[0017] The differential gear 6 is a mechanism for distributing the torque transmitted from the reduction gear 5 to the left and right drive wheels according to the running state of the vehicle 1.

[0018] The axle 7 is a drive shaft for rotationally driving the left wheel W ＬＲ and the right wheel W ＲＲ by the torque transmitted from the differential gear 6.

[0019] The ABS 8 is an anti-lock brake system (Anti-lock Brake System) that is built into each wheel W to prevent the wheel W from locking when the vehicle 1 is suddenly braked. The ABS 8 calculates and accumulates the cumulative value of the travel distance in units of several centimeters every preset period (for example, 20 ms) as the "distance acquisition means" and transmits it to the control device 10 via CAN communication (Controller Area Network).

[0020] The BMS 9 monitors the remaining battery level (SOC: State Of Charge) of the battery 2, the current value and voltage value related to charging and discharging, and transmits them to the control device 10. In addition, it performs control for preventing overcharging and over-discharging of the battery 2 and temperature management.

[0021] The control device 10 is an electronic control unit (Electronic Control Unit) that performs comprehensive control of the vehicle 1, and is configured to include an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), etc. In particular, in this embodiment, the control device 10 includes a freeze determination unit 11, a travel distance calculation unit 12, a total travel distance output unit 13, a non-volatile memory 14, and an OBD communication unit 15 as a configuration for calculating, storing, and outputting the total travel distance.

[0022] The freeze determination unit 11 determines whether the input value in the calculation of the travel distance satisfies the following conditions, which will be described in detail later. If the input value is inappropriate data, the data update process is temporarily stopped. The travel distance calculation unit 12 obtains the cumulative value of the travel distances of the left wheel W ＬＲ、 W ＬＦ and the right wheel W ＲＲ、 W ＲＦ from the ABS 8 every minimum unit time (20 ms in this embodiment). The total travel distance output unit 13 processes the vehicle information calculated inside the control device 10 into output data conforming to the specifications of the fault diagnosis tool GST.

[0023] The non-volatile memory 14 stores the integrated value in the calculation of the travel distance and the calculated total travel distance. The OBD communication unit 15 communicates between the control device 10 and the fault diagnosis tool GST.

[0024] With such a configuration, the control device 10 generates and stores vehicle information for output to the fault diagnosis tool GST. In particular, in this embodiment, the control device 10 stores in the non-volatile memory 14 so that it can calculate and output the total travel distance in units of 0.1 [km], which is the minimum unit of the total travel distance of the fault diagnosis tool GST. Here, among the vehicle information that is required to be recorded by the OBFCM regulations, a plurality of lifetime data such as the total travel distance that needs to be recorded over the lifetime of vehicle 1 need to be processed simultaneously when performing the reset process and the freeze process. In this embodiment, since vehicle 1 is a battery electric vehicle (BEV), the control device 10 targets two items, the total travel distance and the total external charge amount, as lifetime data for all data simultaneous processing.

[0025] If vehicle 1 is a hybrid vehicle (HEV) or a plug-in hybrid vehicle (PHEV), in addition to the above items, more items such as the total fuel consumption and the total fuel consumption during driving by external charging power become targets of all data simultaneous processing. In this case, each vehicle data is distributed and managed by the HEV-ECU (PHEV-ECU) that controls the entire vehicle and the ENG-ECU that controls the engine, and the reset process and the freeze process are executed synchronously.

[0026] Next, we will explain the procedure for calculating the total mileage from multiple vehicle data. Figure 2 is a functional block diagram showing the procedure for calculating the total mileage. More specifically, Figure 2 schematically represents the processes necessary for calculating the total mileage within the control device 10 as functional blocks.

[0027] The control device 10 first receives the left wheel mileage signal and the right wheel mileage signal from the ABS 8 every 20 ms, which is the minimum unit time, as shown in blocks 12a and 12b of the mileage calculation unit 12. Here, the left wheel mileage signal and the right wheel mileage signal in this embodiment are the accumulated values ​​that have already been accumulated by the ABS 8. Therefore, in blocks 12a and 12b, the increase in mileage for each minimum unit time is calculated by using the difference between the received mileage this time and the previous mileage (current value - previous value).

[0028] Here, if the accumulated value in ABS8 reaches its upper limit Vmax, the accumulated value of the mileage is reset to 0 cm and accumulation resumes. Therefore, if the difference between the current value and the previous value is negative, the control device 10 calculates the increase in mileage as current value - previous value + Vmax. Note that if the mileage data transmitted from ABS8 is the mileage per minimum unit time rather than the accumulated value, the difference calculation is omitted.

[0029] Furthermore, the control device 10 performs an abnormality determination of the increase in mileage calculated in blocks 12a and 12b, as shown in block 11a of the freeze determination unit 11. More specifically, the freeze determination unit 11 determines whether the increase in mileage exceeds a predetermined maximum distance for each minimum unit time, and can decide to skip the mileage accumulation if the input increase in mileage is not a realistic value. For example, if the upper limit speed of vehicle 1 is 240 km / h and the margin is 10 km / h, the mileage exceeding approximately 139 cm as the maximum distance in a minimum unit time of 20 ms can be determined to be an abnormal value by the following calculation: 250 [km / h] × 0.02 [s] = 25,000,000 / 3600 [cm / s] × 0.02 [s] ≈ 139 [cm]

[0030] Then, the control device 10 evaluates whether the increase amount is an abnormal value for each of the left wheel W Ｌ and the right wheel W Ｒ and also evaluates whether it becomes an abnormal value continuously for a predetermined number of times (here, 2 times) or more with respect to the traveling distance of each of them.

[0031] Further, as shown in block 11b of the freeze determination unit 11, the control device 10 checks other freeze conditions in addition to the above-described abnormal values in the increase amount of the traveling distance. More specifically, the control device 10 checks conditions such as whether it can perform CAN communication with the ABS 8, whether the received traveling distance is not SNA (invalid value) continuously for 2 times or more, and whether the received traveling distance is not a default value.

[0032] Next, in blocks 12c and 12d of the traveling distance calculation unit 12, the control device 10 permits the integration of the increase amount of the traveling distance on the condition that the ignition (IGSW) of the vehicle 1 is ON, in addition to that the increase amount of the traveling distance from each of the left wheel W ＬＲ、 W ＬＦ and the right wheel W ＲＲ、 W ＲＦ is not the above abnormal value and does not satisfy the freeze conditions. Note that since the ABS 8 may not be activated when the ignition is OFF, it is considered that the integration conditions are not satisfied. And when the increase amount of the traveling distance is an abnormal value or SNA continuously for a predetermined number of times or more, and when the freeze conditions are satisfied, the control device 10 executes a freeze process to stop the update process together with other lifetime data that is the target of all-data simultaneous processing.

[0033] Further, when the integration of the increase amount of the traveling distance is permitted, in block 12e of the traveling distance calculation unit 12, the control device 10 determines the traveling distance to be used for integration from the traveling distances of the left wheel W ＬＲ、 W ＬＦ and the right wheel W ＲＲ、 W ＲＦ More specifically, the control device 10 determines the traveling distance to be used for integration from the traveling distances of the left wheel W ＬＲ、 W ＬＦ and the right wheel W ＲＲ、 W ＲＦIf both mileage data are permitted to be accumulated, the control device 10 uses the average of both as the mileage for accumulation. If only one of the mileage data is permitted to be accumulated, the control device 10 uses that data as the mileage for accumulation. Furthermore, if neither mileage data is permitted to be accumulated, the control device 10 performs a lost data process to skip the accumulation.

[0034] Next, the control device 10 calculates the cumulative mileage in block 12f of the mileage calculation unit 12 by accumulating the mileage for accumulation. Here, the cumulative mileage is calculated with the least significant bit (LSB) set to 1 cm, which improves the accuracy of the total mileage calculation that is performed later. At this time, the cumulative mileage calculated in block 12f is output to the total mileage output unit 13.

[0035] Here, as shown in block 12g of the mileage calculation unit 12, the control device 10 stores the accumulated mileage at that time in the non-volatile memory 14 when a data write request is received. Write requests are input at timings such as when the vehicle 1 finishes driving, when the battery 2 finishes charging by external charging, or when a reset is determined in the case of an internal malfunction in the control device 10 itself.

[0036] Next, the control device 10 determines the cumulative condition of the total mileage in block 13a of the total mileage output unit 13. More specifically, the control device 10 determines whether the accumulated mileage in block 12f exceeds 10,000 cm, which is the minimum unit of total mileage for the fault diagnosis tool GST, and if it does, it notifies block 13b accordingly.

[0037] Furthermore, if the cumulative mileage in block 12f exceeds 10,000 cm, the control device 10 considers the cumulative value in the cumulative mileage to have reached its upper limit, subtracts 10,000 cm from the cumulative value in block 12f, and then resumes mileage calculation. In other words, in block 12f, mileage up to 10,000 cm is accumulated as a calculation buffer with the minimum unit of total mileage of the fault diagnosis tool GST as the upper limit, and 10,000 cm is subtracted when the calculation buffer reaches its upper limit.

[0038] Next, when the cumulative condition for the distance traveled output from block 13a is met, the control device 10 calculates the total distance traveled for output in units of 0.1 km by adding the least significant bit (LSB) of the mileage output in block 13b, with LSB = 0.1 km.

[0039] At this time, as shown in block 13c of the total mileage output unit 13, the control device 10 stores the total mileage at that time in the non-volatile memory 14 when a data write request is received. Write requests are input at timings such as when the vehicle 1 finishes running, when the battery 2 finishes charging by external charging, and when a reset is determined in the case of an internal malfunction in the control device 10 itself. In other words, the write processes in block 12g and block 13c are executed synchronously.

[0040] Furthermore, the control device 10 can output the total mileage stored in block 13c in 0.1 km units to the fault diagnosis tool GST via the OBD communication unit 15.

[0041] Furthermore, if the ignition of vehicle 1 is turned OFF, the accumulated mileage of block 12f is stored in the non-volatile memory 14 and then reset when the control device 10 stops. When the control device 10 is restarted by turning the ignition ON, the accumulated mileage of block 12f is read from the non-volatile memory 14, and the accumulation of mileage is resumed. The control device 10 may also be restarted by connecting the charging gun.

[0042] Similarly, the total mileage of block 13b is stored in the non-volatile memory 14 in block 13c when the ignition is turned OFF, and is then reset when the control device 10 stops. When the control device 10 is started again by turning the ignition ON, the total mileage of block 13b is read from the non-volatile memory 14, and the accumulation of the total mileage is resumed.

[0043] Furthermore, the cumulative mileage of block 12f and the total mileage of block 13b are also reset when a reset signal is input from the fault diagnosis tool GST via the OBD communication unit 15.

[0044] Next, we will explain the timing of accumulating the mileage associated with the operation of Vehicle 1. Figure 3 is a timing chart that shows the calculation process of the total mileage. In Figure 3, various parameters such as the accumulated mileage and total mileage change with respect to the passage of time shown on the horizontal axis.

[0045] The control device 10 is activated when the ignition is turned ON, and as described above, it receives the left wheel mileage signal and the right wheel mileage signal, which are the cumulative values ​​of the mileage traveled, from the ABS 8 every 20ms, the minimum unit time, via CAN communication. Here, the mileage received from the ABS 8 for each wheel is initially set to a default value (Def), but is reset to 0cm when the first CAN communication is established at timing t0. This also switches the cumulative determination in blocks 12c and 12d ON, preparing for the accumulation of the mileage.

[0046] Furthermore, as indicated by timing t1, the control device 10 receives the second left wheel mileage signal and the right wheel mileage signal, and in blocks 12a and 12b, calculates the mileage (increase) for the minimum unit time based on the difference between the current cumulative mileage and the previous cumulative mileage. At this time, since accumulation is permitted in blocks 12c and 12d, the accumulated mileage in block 12f is increased by the amount of the mileage increase.

[0047] On the other hand, as shown at timing t2, when the accumulated mileage reaches the upper limit of 10,000 [cm], the control device 10 adds 0.1 [km] to the total mileage in block 13b, and then subtracts 10,000 [cm] from the accumulated mileage in block 12f at timing t3. This allows the control device 10 to count the accumulated mileage with a finite buffer. The control device 10 can continue counting the total mileage by repeating the accumulation of mileage at the smallest permitted unit time intervals in this manner.

[0048] Furthermore, as indicated by timing t4, if the cumulative mileage received from ABS 8 (left wheel mileage signal and right wheel mileage signal) is lower than the previous value, the control device 10 determines that the cumulative mileage of ABS 8 has reached the upper limit Vmax, and calculates the increase in mileage as current value - previous value + Vmax, as described above.

[0049] Furthermore, if CAN communication is interrupted for a certain period, such as the period indicated by timings t5 to t7, the control device 10 prohibits the accumulation of mileage at timing t6, which exceeds the predetermined period (for example, 2,500 ms), and a freeze determination is made in block 11b. The update process is then stopped along with other lifetime data that are subject to simultaneous processing of all data.

[0050] On the other hand, the control device 10 resolves the freeze determination when CAN communication resumes at timing t7. However, when CAN communication resumes, the accumulated mileage (left wheel mileage signal and right wheel mileage signal) that was accumulated during the communication interruption may be received all at once. Therefore, the control device 10 does not immediately permit the accumulation of mileage at timing t7, but waits until timing t8 to make the accumulation determination.

[0051] Furthermore, the control device 10 receives the mileage signal from the ABS 8, specifically the left wheel W, during the period indicated by timings t9 to t10. ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦEven if only one of the wheels is an SNA (Single Noise Analyzer) as indicated by the dashed line, if the other wheel can receive the correct mileage, the total mileage can be calculated correctly by using that mileage for the calculation.

[0052] In contrast, as shown in the period from timing t10 ​​to timing t12, the left wheel W is among the distance signals received from the ABS 8. ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦ If both are SNAs, the control device 10 performs a freeze determination at timing t11 when it receives two SNAs consecutively. Then, at timing t12, the control device 10 resolves the freeze determination at timing t13 when the reception of the appropriate mileage resumes.

[0053] Here, the control device 10 receives the left wheel W from the ABS 8 during the period from timing t13 to timing t14. ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦ Even if the mileage of one of the vehicles exceeds a predetermined maximum distance (for example, 139 cm), the total mileage can be calculated by adding the normal mileage of the other vehicle.

[0054] In contrast, as shown at timings t14 and t15, the left wheel W receives a signal from the ABS 8. ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦ If both mileage values ​​exceed the maximum distance, the accumulation of mileage is prohibited, and a freeze is determined at timing t15 when abnormal values ​​are received twice in a row. The control device 10 then continues calculating the accumulated mileage and total mileage when it receives a normal mileage again at timing t16.

[0055] As described above, the vehicle information storage system according to this disclosure determines whether the mileage acquired for each minimum unit time exceeds a predetermined maximum distance, and skips the accumulation of mileage if the mileage exceeds the maximum distance, as it is not a realistic value. As a result, the control device 10 can accumulate the mileage as the total mileage while confirming that the mileage for each minimum unit time is not an inappropriate value due to errors or inaccuracies. Therefore, the vehicle information storage system according to this disclosure can suppress a decrease in the accuracy of calculating the total mileage.

[0056] Furthermore, the vehicle information storage system related to this disclosure is the left wheel W ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦ The system obtains the mileage from both sources and calculates the average of the two to improve the accuracy of the mileage, and if both exceed a predetermined maximum distance, the accumulation is skipped. Then, the vehicle information storage system records the mileage from the left wheel W ＬＲ、 W ＬＦ and right wheel W ＲＲ、 W ＲＦ If both the mileage and the lifetime data exceed the maximum distance for a predetermined number of consecutive times, or if the mileage cannot be obtained, a freeze process is performed to simultaneously stop updating multiple lifetime data. This allows the vehicle information storage system to determine and execute the simultaneous processing of all lifetime data as defined by the OBFCM regulations in the shortest possible time unit.

[0057] Furthermore, the vehicle information storage system according to this disclosure accumulates the mileage in a calculation buffer (block 12f in Figure 2) with an upper limit of 10,000 cm, which is the minimum unit of total mileage of the fault diagnosis tool GST, in the control device 10. When the calculation buffer reaches the upper limit, the minimum unit of total mileage is added to the total mileage (block 13b in Figure 2), and 10,000 cm is subtracted from the calculation buffer. As a result, the vehicle information storage system can count the accumulated mileage with a finite buffer, and can suppress the increase in the memory size required for calculating the accumulated mileage.

[0058] Furthermore, as shown in blocks 12g and 13c of Figure 2, the vehicle information storage system according to this disclosure writes both the cumulative value of the mileage, up to the minimum unit of total mileage of the fault diagnosis tool GST, and the total mileage, which is accumulated in units of the minimum total mileage, to the non-volatile memory 14. As a result, if the control device 10 stops operating unintentionally for any reason, for example, the cumulative mileage is saved in block 12g of Figure 2, so even if the cumulative mileage is less than the minimum unit of total mileage, the count can be restarted from the saved cumulative mileage. As a result, the vehicle information storage system can reduce errors in the cumulative total mileage even if the control device 10 is unintentionally powered off.

[0059] Furthermore, even when multiple non-volatile memories 14 exist, the vehicle information storage system according to this disclosure can store both the accumulated mileage and the total mileage synchronously by writing them to the same non-volatile memory 14, thereby reducing the risk of discrepancies between the data.

[0060] 1. Vehicle 2. Battery 3. Inverter 4. Motor 5. Reduction gear 6. Differential gear 7. Axle 8. ABS 9. BMS 10. Control device 11. Freeze detection unit 12. Mileage calculation unit 13. Total mileage output unit 14. Non-volatile memory 15. OBD communication unit W ＬＲ Left wheel (rear) W ＲＲ Right wheel (rear) W ＬＦ Left wheel (front) W ＲＦ Right wheel (front) GST fault diagnosis tool

Claims

1. A vehicle information storage system that outputs the total mileage to a fault diagnosis tool connected to a vehicle, comprising: a distance acquisition means for acquiring the mileage of the vehicle for each minimum unit time; a control device for calculating the total mileage by accumulating the mileage; and a non-volatile memory for storing the total mileage, wherein the control device skips accumulating the mileage if the mileage exceeds a predetermined maximum distance for each minimum unit time.

2. The vehicle information storage system according to claim 1, wherein the data output to the fault diagnosis tool includes a plurality of lifetime data including the total mileage, the mileage includes the left wheel mileage calculated from the left wheel of the vehicle and the right wheel mileage calculated from the right wheel of the vehicle, and the control device performs a lost process to skip the accumulation of the mileage when both the left wheel mileage and the right wheel mileage exceed the maximum distance, and performs a freeze process to simultaneously stop updating the plurality of lifetime data when both the left wheel mileage and the right wheel mileage exceed the maximum distance for a predetermined number of consecutive times or when the mileage cannot be obtained.

3. The vehicle information storage system according to claim 1, wherein the control device accumulates the mileage in a calculation buffer with an upper limit of the minimum unit of total mileage of the fault diagnosis tool, and when the calculation buffer reaches the upper limit, adds the minimum unit of total mileage to the total mileage and subtracts the upper limit from the calculation buffer.

4. The vehicle information storage system according to claim 1, wherein the control device writes both the accumulated value of the mileage, with the minimum unit of total mileage of the fault diagnosis tool as the upper limit, and the total mileage, which is accumulated in units of the minimum total mileage, to the non-volatile memory.

5. The vehicle information storage system according to claim 1, wherein, when there are multiple non-volatile memories, the control device writes both the accumulated value of the mileage, up to the minimum unit of total mileage of the fault diagnosis tool, and the total mileage accumulated in units of the minimum total mileage to the same non-volatile memory.

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