Abstract:
A monitoring device includes an estimation unit, a detection unit, and a correction unit. The estimation unit estimates a degree of degradation of a moving object based on at least an amount of movement of the moving object. The detection unit detects an environment state of the moving object at a time when the moving object is moved, as operation parameter values including an amount of an operation at a time when an operation unit is operated and an operation time. The correction unit corrects the degree of degradation, which is estimated by the estimation unit, based on the operation parameter values detected by the detection unit.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is based on and claims priority under 35 USC 119 from Japanese Patent Application No. 2015-225093 filed Nov. 17, 2015. 
       BACKGROUND 
     Technical Field 
       [0002]    The present invention relates to a monitoring device and a monitoring system. 
       SUMMARY 
       [0003]    According to an aspect of the invention, a monitoring device includes an estimation unit, a detection unit, and a correction unit. The estimation unit estimates a degree of degradation of a moving object based on at least an amount of movement of the moving object. The detection unit detects an environment state of the moving object at a time when the moving object is moved, as operation parameter values including an amount of an operation at a time when an operation unit is operated and an operation time. The correction unit corrects the degree of degradation, which is estimated by the estimation unit, based on the operation parameter values detected by the detection unit. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0004]    Exemplary embodiments of the present invention will be described in detail based on the following figures, wherein: 
           [0005]      FIG. 1  is a side view of a vehicle which is a moving object according to a first exemplary embodiment; 
           [0006]      FIGS. 2A and 2B  are side views illustrating travel states of the vehicle according to the first exemplary embodiment which is an example of a moving object in which components consumed due to operation are used; 
           [0007]      FIGS. 3A to 3C  are side views of the vehicle in various surrounding environmental states according to the first exemplary embodiment; 
           [0008]      FIG. 4  is a functional block diagram of an environment analysis controller that executes control for analyzing state information and determining a consumable replacement time, according to the first exemplary embodiment; 
           [0009]      FIG. 5  is a flowchart illustrating control for specifying consumable replacement times based on operation state ascertaining control, according to the first exemplary embodiment; 
           [0010]      FIGS. 6A and 6B  are characteristic graphs illustrating clutch replacement situations according to the first exemplary embodiment,  FIG. 6A  illustrates the exemplary embodiment, and  FIG. 6B  illustrates a comparative example; 
           [0011]      FIG. 7A  is a characteristic graph illustrating a relationship between a clutch replacement travel distance and a correction coefficient of a clutch; 
           [0012]      FIG. 7B  is a comparison table illustrating a replacement time versus the number of operations of a clutch pedal, according to the first exemplary embodiment; 
           [0013]      FIG. 8  is a functional block diagram of an environment analysis controller that performs control for analyzing state information and determining a consumable replacement time, according to a second exemplary embodiment; 
           [0014]      FIG. 9  is a diagram illustrating a monitoring system according to the second exemplary embodiment which collectively accumulates data from a monitoring device which is mounted on a vehicle, via a communication network, and optimizes a consumable replacement time; 
           [0015]      FIG. 10A  is a flowchart illustrating control for managing consumable replacement based on the collection and notification of state information, which is executed by the environment analysis controller of each vehicle; 
           [0016]      FIG. 10B  is a flowchart illustrating control for specifying a consumable replacement time based on operation state ascertaining control, which is executed by a collective management server, according to the second exemplary embodiment; 
           [0017]      FIG. 11  is a characteristic graph illustrating information regarding the number of steering wheel turns according to the second exemplary embodiment; 
           [0018]      FIG. 12  is a characteristic graph illustrating a relationship between the number of steering wheel turns and a failure rate according to the second exemplary embodiment; 
           [0019]      FIG. 13  is a characteristic graph illustrating the transition of a shift position according to the second exemplary embodiment; 
           [0020]      FIG. 14A  is a characteristic graph illustrating a relationship between the times of shifting into “a first shift” position and a failure rate; and 
           [0021]      FIG. 14B  is a characteristic graph illustrating a relationship between the set time of “the first shift” position and a failure rate, according to the second exemplary embodiment. 
       
    
    
     DETAILED DESCRIPTION 
     First Exemplary Embodiment 
       [0022]    Configuration of Vehicle 
         [0023]      FIG. 1  is a side view of a vehicle  10  according to a first exemplary embodiment. A moving object is mainly applied to transport including trains, automobiles, ships, and aircrafts which carry passengers and freight. In the first exemplary embodiment, an automobile (hereinafter, referred to as a “vehicle  10 ”) is illustrated as an example of a moving object. 
         [0024]    A monitoring device  12  is mounted in the vehicle  10 , and monitors consumables based on storage and a travel environment of the vehicle  10 . 
         [0025]    The monitoring device  12  includes an environment analysis controller  14 . The environment analysis controller  14  is connected to an on-board management computer  16  that is originally mounted in the vehicle  10 . 
         [0026]    The on-board management computer  16  includes an engine control unit (ECU)  18  and a navigation system  20  (refer to  FIG. 4 ). 
         [0027]    From the on-board management computer  16 , the environment analysis controller  14  acquires information regarding a travel situation, information regarding the travel distance of the vehicle (travel distance information), information regarding the number of elapsed days after registration, and information regarding execution of replacement of consumables. The travel situation is a combination of traveled road surfaces (surfaces of roads including an expressway, a general paved road, a general unpaved road, and a mountain road) and time zones (day and night). For example, the travel situation may be acquired from the navigation system  20  which is a part of the on-board management computer  16 . 
         [0028]    The environment analysis controller  14  is connected to the following detectors: a steering wheel sensor  22 ; a wiper sensor  24 ; a headlight sensor  26 ; an accelerator sensor  28 ; a clutch sensor  30 ; and a brake sensor  32 . 
         [0029]    The steering wheel sensor  22  detects the state of rotation of a steering wheel  34  of the vehicle  10 . 
         [0030]    The wiper sensor  24  detects an operation state of a wiper  36  of the vehicle  10 . 
         [0031]    The headlight sensor  26  detects an on/off state of a headlight  38  of the vehicle  10 . 
         [0032]    The accelerator sensor  28  detects the state of a pressing operation (for example, the number of operations) of an accelerator pedal  40  of the vehicle  10 . 
         [0033]    The clutch sensor  30  detects the state of a pressing operation (for example, the number of operations) of a clutch pedal  42  of the vehicle  10 . 
         [0034]    The brake sensor  32  detects the state of a pressing operation (for example, the number of operations) of a brake pedal  44  of the vehicle  10 . 
         [0035]    The environment analysis controller  14  determines the replacement times of consumables of the vehicle  10  by accumulating and analyzing the information regarding a travel situation, the information regarding the travel distance of the vehicle, the information regarding the number of elapsed days after registration, and the information regarding execution of replacement of consumables which are acquired from the on-board management computer  16 , and state information which is acquired from various sensors such as the steering wheel sensor  22 , the wiper sensor  24 , the headlight sensor  26 , the accelerator sensor  28 , the clutch sensor  30 , and the brake sensor  32 . 
         [0036]    The information regarding a travel situation is acquired from the navigation system  20 ; however, a travel situation may be estimated based on an analysis result of the state information from the various sensors. 
         [0037]    For example, the consumables of the vehicle  10  are the clutch pedal (including a clutch plate and peripheral components thereof)  42 , brake pads, engine oil, a battery, belts (including various timing belts), and spark plugs (hereinafter, referred to as example components). The consumables are not limited to the aforementioned example components, and may include tires (wear and air pressure), oil pressure systems (brake oil system and the like), brake calipers, axle boots, distributors, and the like. In the first exemplary embodiment, the aforementioned example components will be described. 
         [0038]    Typically, maintenance or component replacement times of the vehicle  10  are set based on the travel distance and the number of elapsed days of the vehicle  10 . 
         [0039]      FIGS. 2A and 2B  illustrate travel states of the vehicle  10  which is an example of a moving object in which components consumed due to operation are used. 
       Travel Situation 
       [0040]      FIG. 2A  illustrates a state in which the vehicle  10  is traveling on an expressway or a general paved road, and  FIG. 2B  illustrates a state in which the vehicle  10  is traveling on a sloped road or an unpaved road. 
         [0041]    The travel situation of the vehicle  10  may be factors which affect the maintenance or the component replacement times. For example, the number of shift changes, the number of steering wheel turns (angle), the number of brake operations, and the number of accelerator-pedal presses considerably differs between the travel state illustrated in  FIG. 2A  and the travel state illustrated in  FIG. 2B . 
         [0042]      FIGS. 3A to 3C  illustrate surrounding environmental states of the vehicle  10 . 
         [0043]      FIG. 3A  illustrates an environment in which the vehicle  10  is stored on a parking lot or a storehouse  46  such as a garage and is not moved with the engine turned off. 
         [0044]      FIG. 3B  illustrates an environment in which the vehicle  10  is traveling in very bad weather (rain, snow, or the like) and the wipers  36  are operated. 
         [0045]      FIG. 3C  illustrates an environment in which the vehicle  10  is traveling at night or in a tunnel and the headlights  38  are turned on. 
         [0046]    As illustrated in  FIGS. 3A to 3C , operation environments affect configuration components of the vehicle  10  considerably differently. 
         [0047]    An environment of the vehicle may become a factor which affects the component replacement times. For example, in a case where the vehicle has been stored in a garage or the like without being operated for a long period of time, the position of the tires is not moved such that partial damage is likely to occur (refer to  FIG. 3A ). 
         [0048]    In a case where a rate of travel in very bad weather is high, the components are more likely to be serviced or deterioration of painting is more likely to progress due to dirt or humidity compared to a case in which a rate of travel in good weather is high (refer to  FIG. 3B ). 
         [0049]    In a case where a rate of travel at night or in a tunnel is high, the life of the battery or lamps is more likely to be reduced compared to a case in which a rate of travel during day (refer to  FIG. 3C ). 
         [0050]    In the first exemplary embodiment, the monitoring device  12  is mounted in the vehicle  10  so as to ascertain (estimate) operation environments (travel situations and surrounding environments). 
         [0051]    The monitoring device  12  is capable of proposing a recommended maintenance or consumable replacement time, which is a more appropriate time than the set maintenance or consumable replacement time, based on the travel distance and the number of elapsed days of the vehicle  10  by acquiring operation information (state information including an operation time) as operation parameters originated by an operator of the vehicle  10 , and by ascertaining a change of a travel state based on the acquired state information. 
       Analysis of Environment 
       [0052]      FIG. 4  is a functional block diagram of the environment analysis controller  14  in  FIG. 1  that executes control for analyzing state information and determining consumable replacement times. Blocks in  FIG. 4  are classified according to functions, and do not limit the hardware configuration of the environment analysis controller  14 . 
         [0053]    The environment analysis controller  14  includes an information reception unit  50 . The information reception unit  50  is connected to the steering wheel sensor  22 , the wiper sensor  24 , the headlight sensor  26 , the accelerator sensor  28 , the clutch sensor  30 , and the brake sensor  32 , and receives state information. 
         [0054]    The information reception unit  50  is connected to an information type determination unit  52 , and transmits the received state information to the information type determination unit  52 . The information type determination unit  52  determines the type of the acquired state information. 
         [0055]    A clock unit  54  is connected to the information type determination unit  52 . The clock unit  54  tracks acquired times of various items of the state information, and an operation continuation time for each item of the acquired state information, and information regarding the tracked times (hereinafter, referred to as time information) is added to the acquired state information. 
         [0056]    For example, in a case where state information is acquired from the headlight sensor  26 , the turned-on time and a turn-on duration of the headlights  38  according to the operation of the headlight  38  are tracked. 
         [0057]    State information may exist which does not require time information. For example, state information from the clutch sensor  30  is the number of operations of the clutch pedal  42  (the number of times of engagement and disengagement of the clutch plate). In a case where a travel situation is acquired from the navigation system  20 , time information may not be required. 
         [0058]    The information type determination unit  52  is connected to an information update unit  55 , and accumulates state information in an information accumulating unit  56 . 
         [0059]    The information accumulating unit  56  acquires and accumulates the information regarding travel situation (refer to  FIGS. 2A to 3C ) of the vehicle  10  from the navigation system  20  of the on-board management computer  16  illustrated in  FIG. 1 . 
         [0060]    As a result, as illustrated in Table 1, the information accumulating unit  56  classifies and manages state information (that is, operation parameters originated by the operator) according to the travel situations (refer to  FIGS. 2A to 3C ) of the vehicle  10 . 
         [0061]    The environment analysis controller  14  includes an operation situation monitoring unit  58  as an example of an estimation unit, and acquires information regarding the travel distance of the vehicle  10  and information regarding the number of elapsed days after registration of the vehicle  10  from the on-board management computer  16  illustrated in  FIG. 1 . 
         [0062]    A basic replacement time storage unit  60  is connected to the operation situation monitoring unit  58 . The basic replacement time storage unit  60  acquires information regarding time a consumable has been replaced, that is, information regarding execution of replacement of consumables from the on-board management computer  16 , and stores the next replacement time of each consumable. 
         [0063]    As illustrated in Table 2, the basic replacement time storage unit  60  stores a table of basic replacement times of consumables (in Table 2, the aforementioned example components specified as consumables). For example, the replacement time of the clutch pedal (including the clutch plate and the peripheral components thereof)  42  is dependent on the travel distance, and 70,000 km is a replacement time. 
         [0064]    The replacement time of the engine oil is dependent on the travel distance and the number of elapsed days, and either of 5,000 km or 6 months, whichever comes first, is a replacement time. 
         [0065]    The operation situation monitoring unit  58  is connected to an information reading unit  62  and a consumable replacement necessity/non-necessity determination unit  64  which is a correction unit. 
         [0066]    The operation situation monitoring unit  58  monitors consumable replacement time information in the basic replacement time storage unit  60 . When the consumable replacement times are reached, the operation situation monitoring unit  58  instructs the information reading unit  62  to read the state information from the information accumulating unit  56 , and to transmit the state information to the consumable replacement necessity/non-necessity determination unit  64  (read instruction). 
         [0067]    The operation situation monitoring unit  58  instructs the consumable replacement necessity/non-necessity determination unit  64  to replace consumables, the replacement times of which are reached (replacement instruction). 
         [0068]    The consumable replacement necessity/non-necessity determination unit  64  determines whether or not replacement of consumables is required, based on the consumables specified according to the replacement instruction from the operation situation monitoring unit  58 , and based on the state information from the information reading unit  62 . 
         [0069]    The consumable replacement necessity/non-necessity determination unit  64  is connected to a correction table storage unit  66  which serves as a correction unit. For example, the correction table storage unit  66  stores a correction table which is based on state information regarding consumable replacement times illustrated in Table 3. 
         [0070]    In the correction table illustrated in Table 3, the basic replacement times in Table 2 are corrected with the state information regarding the consumables (in Table 3, the example components specified as consumables). 
         [0071]    According to Table 2, a travel distance of 70,000 km is the replacement time of the clutch pedal (including the clutch plate and the peripheral components thereof)  42 . This replacement time is determined based on the condition that the number of operations of the clutch pedal  42  is 1,000,000. In a case where the number of operations of the clutch pedal  42  is less than 1,000,000, a travelable distance is extended according to the number of operations of the clutch pedal  42 . 
         [0072]    That is, for example, in a case where the number of operations of the clutch pedal  42  is 800,000, it is determined that the replacement of the clutch pedal  42  is not required at a travel distance of 70,000 km, and in contrast, it is determined that the replacement of the clutch pedal  42  is required at a travel distance of 150,000 km. 
         [0073]    The consumable replacement necessity/non-necessity determination unit  64  is connected to a replacement necessity/non-necessity information output unit  68 . 
         [0074]    In a case where a determination result from the consumable replacement necessity/non-necessity determination unit  64  is “necessity of replacement”, the replacement necessity/non-necessity information output unit  68  notifies the operator of a relevant message via a notification device  70  (for example, an on-board monitor, an on-board speaker, or the like) mounted in the vehicle  10 . 
         [0075]    In a case where a consumable is replaced at a service center or the like, the on-board management computer  16  is notified of the fact that the consumable is replaced. 
         [0076]    In a case where a determination result is “non-necessity of replacement”, the replacement necessity/non-necessity information output unit  68  transmits a relevant message to the operation situation monitoring unit  58 . The operation situation monitoring unit  58  monitors operation situations based on an extended replacement time (for example, replacement at a travel distance of 150,000 km). 
         [0077]    Hereinafter, an operation in the first exemplary embodiment will be described.  FIG. 5  is a flowchart illustrating control for specifying consumable replacement times based on operation state ascertaining control, according to the first exemplary embodiment. 
         [0078]    In Step  100 , it is determined whether or not state information is received from the various sensors such as the steering wheel sensor  22 , the wiper sensor  24 , the headlight sensor  26 , the accelerator sensor  28 , the clutch sensor  30 , and the brake sensor  32 . In a case where the determination in Step  100  is negative, the routine ends. 
         [0079]    In a case where the determination in Step  100  is positive, the routine proceeds to Step  102 , and the type of the state information is determined. Subsequently, the routine proceeds to Step  104 , travel situations are retrieved from the navigation system  20 , and the routine proceeds to Step  106 . 
         [0080]    In Step  106 , the state information already accumulated is updated. The updating includes an update of date and time, an update of the number of operations, and an update of an operation continuation time, and is classified and performed according to travel situations (a combination of traveled road surfaces and time zones) (refer to Table 1). 
         [0081]    Subsequently, in Step  108 , information regarding the travel distance and information regarding the number of elapsed days are retrieved from the on-board management computer  16 . Subsequently, the routine proceeds to Step  110 , consumables whose basic replacement times have been reached are searched based on the travel distance and the number of elapsed days (refer to Table 2), and the routine proceeds to Step  112 . 
         [0082]    In Step  112 , it is determined whether or not there is a consumable, the replacement time of which is reached. In a case where the determination is negative, that is, in a case where there is no consumable, the replacement time of which is reached, the routine ends. 
         [0083]    In a case where the determination is positive in Step  112 , that is, in a case where there is a consumable, the replacement time of which is reached, the routine proceeds to Step  114 , and the state information is read from the information accumulating unit  56  in which the state information is accumulated. 
         [0084]    Subsequently, in Step  116 , the table (refer to Table 3) is read from the correction table storage unit  66  storing the table, and the routine proceeds to Step  118 . 
         [0085]    In Step  118 , based on Table 3, it is determined whether or not replacement of the consumables, the basic replacement times of which are reached, is required in actuality (necessity/non-necessity of replacement). 
         [0086]    Subsequently, in Step  120 , it is determined whether or not the replacement of the consumables is required. In a case where the determination is negative, that is, in a case where it is determined that the replacement of the consumables is not required, the routine proceeds to Step  122 , the operation situation monitoring unit  58  is notified of new replacement times, and the routine ends. 
         [0087]    In Step  120 , in a case where the determination is positive, that is, in a case where it is determined that the replacement of the consumables is required, the routine proceeds to Step  124 , the operation situation monitoring unit  58  is notified that the replacement of the consumables is required, and the routine ends. 
       Example 1 
       [0088]    Hereinafter, an example (Example 1) of the first exemplary embodiment, in which a consumable replacement time is specified, will be described. 
         [0089]    Table 1 illustrates the values (relative values) of the operation parameters originated by the operator of the vehicle  10 , and travel situations. 
         [0090]    As illustrated in Table 1, it is ascertained that the values of the operation parameters (an operation state (turn-on duration and the number of turn-ons and turn-offs) of the headlights  38 , an operation state (the times of engagement and disengagement) of the clutch pedal  42 , an operation state (the number of presses) of the brake pedal  44 , an operation state (the number of presses) of the accelerator pedal  40 , an operation state (the number of turns) of the steering wheel  34 , and an operation state (turn-on duration and the number of turn-ons and turn-offs) of the wipers  36 ) originated by the operator are changed according to travel situations such as an expressway, a mountain road, weather, day, and night. 
         [0091]    For example, the number of operations (engagement and disengagement) of the clutch pedal  42  differs between an expressway and a mountain road, or between rainy weather and good weather. 
         [0000]    
       
         
               
             
               
               
               
             
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
             
           
               
                 TABLE 1 
               
             
             
               
                   
               
               
                 Values (Relative Values) of Operation Parameters Originated by 
               
               
                 Operator of Vehicle and Travel Situations 
               
             
          
           
               
                   
                 Expressway/ 
                 Mountain Road/ 
               
               
                   
                 General Paved Road 
                 General Unpaved Road 
               
             
          
           
               
                 Operation Parameter Originated by 
                 Good Weather 
                 Rain 
                 Good Weather 
                 Rain 
               
             
          
           
               
                 Operator 
                 Day (1) 
                 Night (2) 
                 Day (3) 
                 Night (4) 
                 Day (5) 
                 Night (6) 
                 Day (7) 
                 Night (8) 
               
               
                   
               
             
          
           
               
                 Turn-on Duration and Number of 
                 0 
                 100 
                 30 
                 100 
                 10 
                 100 
                 40 
                 100 
               
               
                 Turn-ons of Headlight 
               
               
                 Number of Engagement and 
                 10 
                 15 
                 20 
                 25 
                 70 
                 90 
                 80 
                 100 
               
               
                 Disengagement of Clutch Pedal 
               
               
                 Number of Brake-Pedal Presses 
                 5 
                 10 
                 15 
                 20 
                 50 
                 70 
                 80 
                 100 
               
               
                 Number of Accelerator-Pedal Presses 
                 10 
                 10 
                 10 
                 10 
                 100 
                 90 
                 90 
                 80 
               
               
                 Number of Steering Wheel Turns 
                 5 
                 10 
                 10 
                 15 
                 100 
                 90 
                 90 
                 90 
               
               
                 Turn-on Duration and Number Of 
                 0 
                 1 
                 100 
                 100 
                 2 
                 4 
                 100 
                 100 
               
               
                 Turn-ons of Wiper 
               
               
                   
               
             
          
         
       
     
         [0092]    In Table 2, replacement times are defined based on the basic travel distance and the number of elapsed days. 
         [0000]    
       
         
               
             
               
               
               
             
               
               
               
               
             
               
               
               
             
               
               
               
               
             
           
               
                 TABLE 2 
               
             
             
               
                   
               
               
                 Table on Basic Replacement Times of Consumables 
               
             
          
           
               
                 Consumable 
                 Parameter 
                 Value 
               
               
                   
               
             
          
           
               
                 Clutch Pedal 
                 Travel Distance 
                 70,000 
                 km 
               
               
                 Brake Pad 
                 Travel Distance 
                 40,000 
                 km 
               
             
          
           
               
                 Engine Oil 
                 Travel Distance/Time Period 
                 5,000 km/6 months 
               
             
          
           
               
                 Battery 
                 Time Period 
                 2.5 
                 years 
               
               
                 Belt 
                 Travel Distance 
                 50,000 
                 km 
               
               
                 Spark Plug 
                 Travel Distance 
                 25,000 
                 km 
               
               
                   
               
             
          
         
       
     
         [0093]    Table 3 illustrates consumable replacement times in this example. 
         [0094]    Typically, consumable replacement time is defined only based on the travel distance and the number of elapsed days. 
         [0095]    In this example, it is possible to accurately propose replacement times by taking the values of the operation parameters, which are originated by the operator and indicate operation environments, into consideration in determining the replacement times, in addition to the travel distance and the number of elapsed days. 
         [0096]    As illustrated in Table 3, for example, with regard to the clutch pedal  42 , the number of operations (engagement and disengagement) of the clutch pedal  42  is added as information for determination of the replacement time, in addition to the travel distance. 
         [0097]    With regard to the brake pad, the number of brake-pedal presses is added as information for determination of the replacement time, in addition to the travel distance. 
         [0098]    With regard to the engine oil, the number of accelerator-pedal presses is added as information for determination of the replacement time, in addition to the travel distance. 
         [0099]    With regard to the battery, the turn-on duration of the headlights  38  is added as information for determination of the replacement time, in addition to the number of elapsed days. 
         [0100]    Table 3 illustrates a portion (example components) of related components. This method may be applied to consumables and periodic replacement components other than the example components. 
         [0101]    With regard to selecting one or more operation parameters, which are originated by the operator of the vehicle  10 , for each consumable (component) to be replaced, highly-affected operation parameters originated by the operator of the vehicle  10  may be specified as added state information, based on failure data of consumables which have been replaced in the past. 
         [0000]    
       
         
               
             
               
               
               
             
           
               
                 TABLE 3 
               
             
             
               
                   
               
               
                 Consumable Replacement Times 
               
             
          
           
               
                 Consumable 
                 Parameter 
                 Value 
               
               
                   
               
               
                 Clutch Pedal 
                 Travel Distance 
                    70,000 km/1,000,000 times 
               
               
                   
                 Number of Engagement 
                  150,000 km/800,000 times 
               
               
                   
                 and Disengagement 
                  200,000 km/600,000 times 
               
               
                   
                 of Clutch Pedal 
               
               
                 Brake Pad 
                 Travel Distance 
                  30,000 km/10,000 times 
               
               
                   
                 Number of Brake- 
                 40,000 km/5,000 times 
               
               
                   
                 Pedal Presses 
                 50,000 km/2,000 times 
               
               
                 Engine Oil 
                 Travel Distance/ 
                 7,000 km/8 months/2,000 times 
               
               
                   
                 Time Period 
                 5,000 km/6 months/2,500 times 
               
               
                   
                 Number of Accelerator- 
                 3,000 km/4 months/3,500 times 
               
               
                   
                 Pedal Presses 
               
               
                 Battery 
                 Time Period 
                   4 years/1,000 hours 
               
               
                   
                 Turn-on Duration 
                     2.5 years/2,000 hours 
               
               
                   
                 of Light 
                     1.5 years/3,000 hours 
               
               
                 Spark Plug 
                 Travel Distance 
                 15,000 km/3,500 times 
               
               
                   
                 Number of Accelerator- 
                 25,000 km/2,500 times 
               
               
                   
                 Pedal Presses 
                 35,000 km/2,000 times 
               
               
                   
               
             
          
         
       
     
         [0102]    A life of the clutch pedal  42  will be exemplarily described with reference to  FIGS. 6A and 6B . 
         [0103]    In a comparative example, for a clutch  1  in  FIG. 6B , it is recommended that the clutch pedal  42  should be replaced at travel distance M in the vicinity of 70,000 km, at which a wear rate of the clutch pedal  42  is 50%. In contrast, in a case where travel distance M (70,000 km) is equally used as a replacement time of clutches  1 ,  2 , and  3 , it is ascertained that the clutches  2  and  3  are replaced even though the clutches  2  and  3  may be sufficiently used. 
         [0104]    That is, as illustrated in  FIG. 6A , a proper replacement time of the clutch  2  is estimated to be 120,000 km or longer, and a proper replacement time of the clutch  3  is estimated to be 180,000 km or longer. 
         [0105]    It is considered that during replacement of the clutch pedal  42  or the like, a replacement operation of a component such as an engine or a transmission, which is moved from a vehicle body, is performed at 70,000 km, and the replacement is postponed in a case where the component is thoroughly checked and sufficient component life remains. In this case, the time and cost of the operation, which have been already performed for replacement, occur. 
         [0106]    As illustrated in  FIG. 6A , it is possible to properly estimate a change of the wear rate or the like for each of the clutches  1  to  3  by taking the number of operations (engagement and disengagement) (refer to Table 3) of the clutch pedal  42 , which is considerably related to the life of the clutch pedal  42 , into consideration. 
         [0107]      FIG. 7B  is a table illustrating comparison of travel distances of the clutches  1  to  5  which are criteria for determination of the replacement time in a case where the number of operations (engagement and disengagement) of the clutch pedal  42  is taken into consideration. 
         [0108]      FIG. 7A  illustrates a relationship between the number of operations (engagement and disengagement) of the clutch pedal  42  based on  FIG. 7B  and a correction coefficient a (correction coefficient a that is integrated into the basic replacement time (70,000 km) of the clutch pedal  42 ) used to obtain replacement travel distances of the clutches  1  to  5 . 
         [0109]    As illustrated in  FIG. 7A , it is ascertained that the number of operations (engagement and disengagement) of the clutch pedal  42  and the correction coefficient, which is integrated into the replacement time (70,000 km) of the clutch pedal, have a linear relationship (a substantially proportional relationship). 
         [0110]    It is possible to more properly estimate a replacement time of a consumable by ascertaining not only the travel distance but also state information based on travel situations. 
         [0111]    It is possible to accurately ascertain a wear rate by taking a time period of riding the clutch into consideration based on time information. A sensor may be separately provided to detect riding the clutch. 
       Second Exemplary Embodiment 
       [0112]    Hereinafter, a second exemplary embodiment will be described. 
         [0113]    In the second exemplary embodiment, the monitoring device  12  mounted in the vehicle  10  is configured to have a communication function, and to collectively manage state information. The configuration of the monitoring device  12  according to the second exemplary embodiment will be described with reference to  FIG. 8 . The same reference signs will be assigned to the same configuration elements as those in the first exemplary embodiment, and a description of the configuration thereof will be omitted. 
         [0114]    As illustrated in  FIG. 8 , the monitoring device  12  according to the second exemplary embodiment includes a communication I/F  72 . The communication I/F  72  is connected to the on-board management computer  16  and a communication network  80  (refer to  FIG. 9 ). 
         [0115]    The communication I/F  72  is connected to an analysis unit  73 . The analysis unit  73  analyzes information (an information request and a replacement instruction) received by the communication I/F  72 . The analysis unit  73  is connected to an accumulated information reading unit  74  and a replacement instruction output unit  68 . 
         [0116]    In a case where an analysis result from the analysis unit  73  is an information request, the information request is transmitted to the accumulated information reading unit  74 . 
         [0117]    The accumulated information reading unit  74  is connected to the information accumulating unit  56 , and reads information (state information) regarding the vehicle  10 . 
         [0118]    The state information read by the accumulated information reading unit  74  is transmitted to the communication network  80  via the communication I/F  72 , and to a collective management server  82  (to be described later) (refer to  FIG. 9 ). 
         [0119]    In a case where the analysis result from the analysis unit  73  is a replacement instruction, the replacement instruction is transmitted to the replacement instruction output unit  68 . 
         [0120]    That is, a main task of the monitoring device  12  (the environment analysis controller  14 ) in the second exemplary embodiment is the collection of state information, and a consumable replacement time is dependent on an instruction from the collective management server  82 . 
         [0121]      FIG. 9  illustrates a monitoring system which collectively accumulates data from the monitoring device  12  which is mounted on a vehicle  10 , via the communication network  80 , and optimizes a consumable replacement time. 
         [0122]    The monitoring system includes the communication network  80 . Representative examples of the communication network  80  include Internet, a WAN, and a LAN. 
         [0123]    The collective management server  82  is connected to the communication network  80 . The collective management server  82  is provided in a building  84  of a manufacturer of the vehicle  10 . The collective management server  82  acquires state information regarding each of the vehicles  10  in all regions in which the vehicles  10  are distributed, or from the vehicles  10  which are present in a specific region. 
         [0124]    The communication network  80  is connected to a PC  86 A or  86 B and a wireless communication device  88  which are communication terminals. 
         [0125]    The PC  86 A is provided at a main repair shop  90  of a dealer (distributor) of the vehicles  10 . When repair of the vehicle  10  is requested, state information regarding the vehicle  10  to be repaired is transmitted to the collective management server  82  via the PC  86 A. 
         [0126]    The PC  86 B is provided at a so-called non-dealer repair shop  92 . When repair of the vehicle  10  is requested, state information regarding the vehicle  10  to be repaired is transmitted to the collective management server  82  via the PC  86 B. 
         [0127]    The wireless communication device  88  is capable of communicating with communication base stations  94  installed in all regions in which the vehicles  10  are distributed, or in a specific region. 
         [0128]    As illustrated in  FIG. 8 , the communication I/F  72  provided in the monitoring device  12  of each of the vehicles  10  is configured to transmit state information to each of the communication base stations  94 . For this reason, even if the main repair shop  90  or the non-dealer repair shop  92  is not requested to repair the vehicle  10 , the collective management server  82  is capable of retrieving routine state information or travel situations of the vehicle  10  insofar as the vehicle  10  is present within a communication range of the communication base station  94 . For this reason, the collective management server  82  manages so-called big data regarding the vehicles  10 . 
         [0129]    The routine state information regarding the vehicle  10  is state information that is detected by the steering wheel sensor  22 , the wiper sensor  24 , the headlight sensor  26 , the accelerator sensor  28 , the clutch sensor  30 , and the brake sensor  32  in the travel states of the vehicle  10  illustrated in  FIGS. 2A and 2B , and in the surrounding environmental states of the vehicle  10  illustrated in  FIGS. 3A to 3C . 
         [0130]    Hereinafter, an operation in the second exemplary embodiment will be described. 
         [0131]      FIG. 10A  is a flowchart illustrating control for managing consumable replacement based on the collection and notification of state information, which is executed by the environment analysis controller  14  of each of the vehicles  10 . In the flowchart illustrated in  FIG. 10A , reference sign “A” is attached to the end of the same step numbers of the same steps as in the flowchart illustrated in the first exemplary embodiment with reference to  FIG. 5 . 
         [0132]    In Step  100 A, it is determined whether or not state information is received from the various sensors such as the steering wheel sensor  22 , the wiper sensor  24 , the headlight sensor  26 , the accelerator sensor  28 , the clutch sensor  30 , and the brake sensor  32 . In a case where the determination in Step  100 A is negative, the routine proceeds to Step  123 . 
         [0133]    In a case where the determination in Step  100 A is positive, the routine proceeds to Step  102 A, and the type of the state information is determined. Subsequently, the routine proceeds to Step  104 A, travel situations are retrieved from the navigation system  20 , and the routine proceeds to Step  106 A. 
         [0134]    In Step  106 A, the state information already accumulated is updated. The updating includes an update of date and time, an update of the number of operations, and an update of an operation continuation time, and is classified and performed according to travel situations (a combination of traveled road surfaces and time zones) (refer to Table 1). 
         [0135]    Subsequently, in Step  121 , information regarding the travel distance and information regarding the number of elapsed days from registration are retrieved from the on-board management computer  16 , and are updated along with the state information, and the routine proceeds to Step  123 . 
         [0136]    In Step  123 , it is determined whether or not there is a consumable replacement instruction from the collective management server  82 . In a case where the determination in Step  123  is positive, that is, in a case where there is a consumable replacement instruction, the routine proceeds to Step  124 A, consumable replacement is notified, and the routine proceeds to Step  126 . 
         [0137]    In a case where the determination in Step  123  is negative, that is, in a case where there is no consumable replacement instruction, the routine proceeds to Step  126 . 
         [0138]    In Step  126 , it is determined whether or not there is an information request via the communication network  80 . Examples of an information requestor include the PC  86 A of the main repair shop  90  or the PC  86 B of the non-dealer repair shop  92 . 
         [0139]    For example, a program is run on the on-board management computer  16  so as to periodically transmit state information to the collective management server  82 . When time for the transmission is reached, the on-board management computer  16  outputs a communication request to the environment analysis controller  14 . 
         [0140]    When a repair is performed, the PC  86 A of the main repair shop  90  or the PC  86 B of the non-dealer repair shop  92  is connected to the environment analysis controller  14  via a dedicated cable, and requests state information. 
         [0141]    In a case where it is determined that there is an information request in Step  126 , the routine proceeds to Step  128 , state information accumulated in the information accumulating unit  56  is transmitted to a requestor, and the routine ends. In a case where there is no communication request in Step  126 , the routine ends. 
         [0142]      FIG. 10B  is a flowchart illustrating control for specifying a consumable replacement time based on operation state ascertaining control, which is executed by the collective management server  82 . 
         [0143]    In Step  130 , it is determined whether or not a time of a request of state information is reached. The request time may be periodic or non-periodic. 
         [0144]    In a case where the determination in Step  130  is positive, the routine proceeds to Step  132 , a request for state information is notified to the vehicle  10  and the PC  86 A or  86 B, and the routine proceeds to Step  134 . In a case where the determination in Step  130  is negative, the routine proceeds to Step  134 . 
         [0145]    In Step  134 , it is determined whether or not state information is received from the vehicle  10 . In a case where the determination is negative, the routine proceeds to Step  136 , and it is determined whether or not state information is received from the PC  86 A or  86 B. In a case where the determination in Step  134  or  136  is positive, the routine proceeds to Step  138 . In a case where the determination in Step  136  is negative, the routine proceeds to Step  144 . 
         [0146]    In Step  138 , the received state information is compiled into a database. Subsequently, the routine proceeds to Step  140 , a failure rate analysis process for each type of state information is executed. The failure rate analysis process will be described in detail in Second Example hereinbelow. 
         [0147]    Subsequently, in Step  142 , consumable replacement times are specified based on the failure rate analysis process, and the routine proceeds to Step  144 . 
         [0148]    In Step  144 , it is determined whether or not there is the vehicle  10  having a consumable whose replacement time has been reached. In a case where the determination in Step  144  is negative, the routine ends. 
         [0149]    In a case where the determination in Step  144  is positive, the routine proceeds to Step  146 , a consumable replacement instruction is notified, and the routine ends. 
         [0150]    The consumable replacement instruction may be directly notified from the collective management server  82  to the environment analysis controller  14  of the vehicle  10 , or to the PC  86 A of the main repair shop  90  or the PC  86 B of the non-dealer repair shop  92 . 
         [0151]    In a case where the PC  86 A of the main repair shop  90  or the PC  86 B of the non-dealer repair shop  92  receives the consumable replacement instruction, the PC  86 A of the main repair shop  90  or the PC  86 B of the non-dealer repair shop  92  determines whether or not there is the corresponding vehicle  10  among the vehicles  10  on a customer management register, and notifies the environment analysis controller  14  of the vehicle  10  of the determination. Alternatively, guidance may be given to a customer via a direct call or a mail. 
       Example 2 
       [0152]    Hereinafter, an example (Example 2) of the second exemplary embodiment, in which the collective management server  82  analyzes the collectively managed state information regarding each of the vehicles  10 , will be described (equivalent to Step  140  in  FIG. 10A ). 
       (a) Steering Wheel 
       [0153]      FIG. 11  illustrates an example of the pattern of a change in the rotational angle (steering angle) of the steering wheel, which is an operation parameter. 
         [0154]    In a case where the steering wheel is frequently turned, for example, the vehicle travels a curve or a corner, or enters a garage or the like, a time series change of the number of steering wheel turns (angle) is increased. 
         [0155]    Table 4 illustrates the results of readjusting the characteristic graph in  FIG. 11 , for example, collecting the number of steering wheel turns during one month. 
         [0000]    
       
         
               
             
               
               
             
               
               
               
               
               
               
             
               
               
               
               
               
               
               
             
           
               
                 TABLE 4 
               
             
             
               
                   
               
               
                 Number of Steering Wheel Turns of Vehicles A to D 
               
               
                 (2.7 Turns ≅ Steering Angle 30 Degrees 
               
             
          
           
               
                   
                 Number of Steering Wheel Turns 
               
             
          
           
               
                   
                 Less 
                 0.5 to 
                 1.0 to 
                 1.5 to 
                 Exceeding 
               
               
                   
                 than 0.5 
                 1.0 
                 1.5 
                 2.0 
                 2.0 
               
               
                   
                   
               
             
          
           
               
                 Number of 
                 Vehicle A 
                 15 
                 33 
                 55 
                 96 
                 100 
               
               
                 Occurrences 
                 Vehicle B 
                 20 
                 20 
                 25 
                 25 
                 30 
               
               
                 (During 1 month) 
                 Vehicle C 
                 50 
                 33 
                 43 
                 45 
                 40 
               
               
                   
               
             
          
         
       
     
         [0156]    A threshold value is set for the number of occurrences of turning the steering wheel in each range during a data collection period such that necessity of maintenance may be specified from performance data of configuration components of the steering wheel at the occurrence of a failure in the past, and may be proposed prior to the occurrence of a failure. 
         [0157]    For example, as illustrated in  FIG. 12 , in a case where the number of occurrences of turning the steering wheel 2.5 times or more is related to a failure, it is possible to cope with the failure prior to the occurrence of the failure by recommending that performance of the configuration components of the steering wheel should be checked or replaced when the number of occurrences of turning the steering wheel turns 2.5 times or more is 100 or more. 
       (b) Shift 
       [0158]      FIG. 13  illustrates an example of the pattern of a change in the times of engagement at each shift position of a transmission over time, which is an operation parameter. 
         [0159]    In a case where the vehicle  10  travels on a steep uphill road, a steep downhill road, or a road on which corners frequently appears, a shift timing tends to be delayed, and the times of engagement tends to be increased. 
         [0160]    Table 5 illustrates the results of readjusting the characteristic graph in  FIG. 13 , for example, collecting the times of shifting and shift hours during one month. 
         [0000]    
       
         
               
             
               
               
             
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
               
             
           
               
                 TABLE 5 
               
             
             
               
                   
               
               
                 Times of Shifting into Shift Positions and Shift Hours of Vehicles A to D 
               
             
          
           
               
                   
                 Shift Position 
               
             
          
           
               
                   
                 First Shift 
                 Second Shift 
                 Third Shift 
                 Fourth Shift 
               
               
                   
                 Position 
                 Position 
                 Position 
                 Position 
               
             
          
           
               
                   
                 Times of 
                 Shift 
                 Times of 
                 Shift 
                 Times of 
                 Shift 
                 Times of 
                 Shift 
               
               
                   
                 Shifting 
                 Hours (H) 
                 Shifting 
                 Hours (H) 
                 Shifting 
                 Hours (H) 
                 Shifting 
                 Hours (H) 
               
               
                   
                   
               
             
          
           
               
                 Number of 
                 Vehicle A 
                 600 
                 1.0 
                 500 
                 2.0 
                 400 
                 3.0 
                 300 
                 10 
               
               
                 Occurrence 
                 Vehicle B 
                 200 
                 0.2 
                 200 
                 1.0 
                 250 
                 1.5 
                 300 
                 6 
               
               
                 (During 1 
                 Vehicle C 
                 500 
                 0.4 
                 330 
                 0.5 
                 450 
                 0.8 
                 400 
                 3.0 
               
               
                 month) 
                 Vehicle D 
                 0 
                 0 
                 0 
                 0 
                 0 
                 0 
                 0 
                 0 
               
               
                   
               
             
          
         
       
     
         [0161]    A threshold value is set for the times of engagement at a shift position and a time during a data collection period such that necessity of maintenance may be specified from performance data of configuration components of the transmission at the occurrence of a failure in the past, and may be proposed prior to the occurrence of a failure. 
         [0162]    For example, it is possible to cope with a failure or the like prior to the occurrence of the failure or the like by recommending that performance of peripheral component of the transmission should be checked in a case where the number of times the vehicle is in the first gear is 400 or more as illustrated in  FIG. 14A , or in a case where the time period for which the vehicle is in the first gear is five hours or longer as illustrated in  FIG. 14B . 
       (c) Others 
       [0163]    The method of presenting a recommended maintenance or replacement time of an operation-related configuration component based on (a) the number of steering wheel turns (angle) and (b) the state of a shift change of the transmission has been described. Similarly, with regard to the accelerator pedal, the brake pedal, and the like other than the steering wheel and the transmission, which are related to operability, it is possible to propose a recommended maintenance or replacement time of a consumable or a component by collecting and processing data indicating the state of a change of each parameter. 
         [0164]    In the aforementioned examples, a recommended maintenance or replacement time is proposed based on a time series change of each parameter in the data process. Alternatively, it is possible to propose a recommended maintenance or replacement time of an operation-related configuration component, into which more operation states are taken, by ascertaining the state of changes of plural parameters, that is, all parameters such as the number of steering wheel turns (angle), a transmission shift position/time, and the number of accelerator-pedal presses, and by setting a threshold value for a combination of the values of the plural parameters. 
         [0165]    According to the first and second exemplary embodiments, it is possible to ascertain a travel state by ascertaining the number of operations, an operation time, or the like for each parameter which is related to estimatable operation environments of the vehicle  10 . Accordingly, it is possible to propose proper recommended replacement or maintenance of a related component. 
         [0166]    It is possible to improve the situation in which a component may be replaced which may be still sufficiently used, according to the definition of component replacement based on a travel distance and the number of elapsed days which are typical parameters, or an accident may occur due to the occurrence of a failure of a related component prior to the defined travel distance being reached, depending on a travel state. It is possible to propose an optimized consumable replacement time for each of the vehicles  10  according to a travel state. As a result, it is possible to reduce maintenance costs, and to further increase safety. 
         [0167]    In the first and second exemplary embodiments (including Examples 1 and 2), the vehicle  10  is described as an example of a moving object. Other objects such as a train, a ship, and an aircraft may be used. 
         [0168]    By general definition, a living body such as a human and an animal may be included as an example of a moving object. In the first and second exemplary embodiments (including Examples 1 and 2), basically, a moving object does not include a living body. In contrast, in a living body who uses a medical assistance tool that is represented by an artificial leg, an artificial arm, and a wheelchair, the degree of consumption of the medical assistance tool may be determined by detecting motions of the living body. In a case where the degree of consumption of a tool (tool which is mounted and used in a living body), which is represented by such a medical assistance tool, is determined, a living body may be included as an example of a moving object. 
         [0169]    The foregoing description of the exemplary embodiments of the present invention has been provided for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations will be apparent to practitioners skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the following claims and their equivalents.