JP5318743B2 - Fuel efficient driving evaluation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quantitatively find fuel consumptions as to average drive and target drive, and to instruct proper fuel saving drive, in travel on an expressway. <P>SOLUTION: This system includes a control means 7 for computing a fuel consumed amount of a vehicle 1, based on an engine speed, an accelerator opening, a vehicle speed, a fuel flow rate and an engine load measured respectively, a travel distance therein, and a fuel saving amount and a target fuel consumed amount in actual drive, and a display means 8 for displaying a computation result therein and items concerned in drive evaluation, and the control means 7 computes a fuel consumed amount around the start of deceleration, and a fuel consumed amount corresponding to useless acceleration, under the condition where acceleration is executed after decelerated once, in travel on the expressway, computes the fuel consumption in the actual drive, the fuel consumption and the fuel saving amount in the average drive, and the fuel consumption and the fuel saving amount in the target drive, evaluates the drive, and displays, on a display means, one or more of items out of information of the fuel consumption in the actual drive, the fuel consumption and the fuel saving amount in the average drive, and the fuel consumption and the fuel saving amount in the target drive, and the evaluation of the drive. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a system for evaluating a driving state of a vehicle when performing fuel-saving driving in, for example, a truck or a bus having a large difference in total vehicle mass between an empty vehicle and a loaded vehicle.

  There is a technique for sounding a warning buzzer to a driver when the vehicle speed reaches a predetermined value on an expressway. However, with this technology, it is not possible to prompt the driver to perform fuel-saving driving with respect to vehicle speed fluctuations and deceleration operations that deteriorate fuel efficiency during highway driving.

  Alternatively, a warning system with a warning speed that is not very high may issue a warning buzzer for the vehicle speed without considering the road gradient, but in general a speed that does not use the main brake on a gentle downhill It is well known that the driving method that increases the speed to the range and climbs at the increased speed on the uphill is good in fuel efficiency, and it can be said that such a system gives advice considering the fuel efficiency. Absent.

  In a system that only issues a warning buzzer that informs the driver that the speed has been exceeded when a predetermined speed is reached, the degree to which the driving speed affects the fuel consumption, that is, how much fuel is wasted at the driving speed The driver cannot know if there is room for saving.

  In the conventional system, the fuel-saving driving advice to the driver is limited to general road driving with a lot of starting and stopping. In such a conventional system, advice such as “depressing the accelerator too much” is given in real time, and at the same time, “start to stop” is set as one section, and fuel saving driving instruction is given to the driver for each section. . However, if the vehicle does not stop for a long time, such as traveling on an expressway, it is not possible to provide the driver with an evaluation regarding fuel-saving driving in a timely manner.

  In addition, in the prior art, "accelerator opening at start acceleration", "degree of use of coasting", "shift-up engine speed during start acceleration", "engine speed during steady driving", "start-stop However, it does not give advice on fuel-saving driving for fluctuations in vehicle speed that have a large impact on fuel efficiency when driving on highways.

  In addition to the above technique, a technique for promoting improvement of the driving technique of the driver and improving the fuel consumption by improving the driving operation is disclosed (for example, see Patent Document 1).

  However, even the technique (Patent Document 1) does not solve the above-described problems.

JP 2002-362185 A

  The present invention is proposed in view of the above-mentioned problems of the prior art. In highway driving, whether fuel is saved or reduced with respect to average driving and target driving. A fuel-saving driving evaluation system that quantitatively determines whether it is wasted, displays the obtained information, and provides specific and appropriate fuel-saving driving guidance to the driver based on the information. The purpose is to provide.

  According to the present invention, the engine speed measuring means (2) for measuring the engine speed of the vehicle, the engine load measuring means (6) for measuring the engine load, the vehicle speed measuring means (4) for measuring the vehicle speed, A fuel flow rate measuring means (5) for measuring the fuel flow rate, and a control means (7) for calculating the fuel consumption amount and the fuel saving amount in the high speed traveling using the measured engine speed, vehicle speed, fuel flow rate, and engine load. The control means (7) determines whether the vehicle is traveling at high speed from the measured vehicle speed, engine speed, engine load, and time (S42), and determines that the vehicle is traveling at high speed. If so, it is determined whether the vehicle speed is equal to or greater than a predetermined value and the accelerator opening is equal to or smaller than the predetermined value and whether the vehicle is decelerating (S43). If the cell opening is below the specified value and the vehicle is decelerating and is not climbing or descending, the engine load exceeds the specified value, the moving average vehicle speed is greater than or equal to the specified value, and the vehicle is accelerating and climbing or descending. (S44). If the engine load exceeds a predetermined value, the moving average vehicle speed is equal to or higher than the predetermined value and the vehicle is in an accelerating state and is neither uphill nor downhill, it is based on the measurement result. The fuel consumption amount (L1) at a predetermined time before the start of deceleration and the fuel consumption amount (L2) at a predetermined time after the end of deceleration are calculated (S45), and the predetermined time before the start of deceleration and the predetermined time after the end of deceleration are calculated. The difference between the fuel consumption amount (L1, L2) at the predetermined time and the fuel consumption amount when the high-speed flat steady traveling is performed as the corresponding fuel consumption amount (L3) is obtained (S46). Naka Average fuel consumption (L3), average fuel consumption (L) during high-speed driving for a predetermined time, and average fuel consumption (M2) The fuel saving amount (L4) for the vehicle is calculated (S47), and the average operation based on the fuel consumption amount (L) at the time of high-speed driving for the corresponding predetermined time and the fuel saving amount (L4) for the average operation The fuel consumption (L5) of the vehicle is calculated (S48), and the average fuel consumption (F2) is calculated based on the corresponding travel distance (M) (S49). Based on the relationship between the ratio (M2) and the ratio (M3) of the wastefully accelerated fuel consumption in the target operation, the target fuel saving amount is calculated from the fuel consumption (L) at the time of high-speed driving in the corresponding predetermined time. (L6) (S50), the target fuel consumption (L7) is determined from the average fuel consumption (L5) and the target fuel saving amount (L6) (S51), and the corresponding travel distance (M) The target fuel consumption (F3) is obtained based on the fuel consumption amount (Lx) expected from the driver based on the fuel consumption amount (L) at the time of high speed driving and the target fuel consumption amount (L7) for the predetermined time. (S53), and evaluation of the driving method in the process so far (S54), fuel consumption for the above-mentioned wasteful acceleration (L3), fuel consumption for average operation (L5), target The monitor (8) has a function of displaying one or more of the fuel consumption (L7), the target fuel consumption (F3), the fuel saving amount (Lx) expected for the driver, and the evaluation of the driving method.

    Since the fuel consumption is calculated using the correlation that "the fuel consumption accelerated in vain is proportional to the fuel consumption ratio" during high-speed driving, it is possible to determine how much fuel was saved or how much was wasted. it can.

The block diagram which shows the structure of the fuel-saving driving | operation evaluation system which implemented this invention. The flowchart which showed the control method in the case of giving the advice which suppresses a traveling vehicle speed to a driver in FIG. The correlation figure which showed the relationship between the average vehicle speed and the ratio of fuel consumption. The flowchart which showed the control method in the case of giving the advice which suppresses the fluctuation | variation of a vehicle speed to a driver. The correlation figure which showed the relationship between the vehicle speed fluctuation | variation and the ratio of fuel consumption. The flowchart which showed the control method in the case of giving the advice which suppresses useless brake operation to the driver who implemented this invention. The correlation diagram which showed the relationship between the ratio of the fuel consumption accelerated in use and the fuel consumption ratio in average driving | operation. The conceptual diagram explaining the fuel consumption of the useless brake in relation to the vehicle speed with the passage of time. The block diagram which shows the structure of the fuel-saving driving | operation evaluation system which concerns on another embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  First, an embodiment will be described with reference to FIG.

In FIG. 1, the fuel-saving driving evaluation system according to the first embodiment transfers the data recorded by the equipment U1 on the vehicle 1 side, the equipment U2 on the management side, and the equipment U1 on the vehicle 1 side to the equipment U2 on the management side. It is comprised with the memory card 15 which is a transfer means.
Here, the management side refers to, for example, a vehicle management department of a transportation company that owns the vehicle 1.

  The vehicle-side equipment U1 includes an engine speed measuring means (hereinafter referred to as an engine speed sensor) 2 for measuring the engine speed of a vehicle (lorry vehicle in the illustrated example) 1, an accelerator opening degree. Accelerator opening measuring means (hereinafter referred to as accelerator opening sensor) 3, vehicle speed measuring means (hereinafter referred to as vehicle speed sensor) 4 for measuring vehicle speed, and fuel flow rate A fuel flow rate measuring means (hereinafter referred to as a fuel meter) 5 for measuring and an engine load sensor 6 for measuring the engine load are provided.

  The vehicle-side equipment U1 includes an in-vehicle control unit 7 that calculates the fuel consumption, travel distance, and fuel consumption of the vehicle 1 from the measured engine speed, accelerator opening, vehicle speed, fuel flow rate, and engine load. And display means 8 for displaying the calculation result and items related to the driving evaluation.

  On the other hand, the management-side equipment U2 inputs the vehicle data via the memory card 15, and calculates the fuel of the vehicle 1 from the measured engine speed, accelerator opening, vehicle speed, and fuel flow, which are vehicle data. A control means (management side control unit; personal computer for fuel consumption data analysis) 20 for calculating and evaluating the consumption amount, estimated future standard fuel consumption amount and target fuel consumption amount, and the management side control unit 20, the evaluation result is obtained. The printer 22 is an output means for outputting.

  Note that the management-side control unit 20 can also input information on fuel consumption calculated by the in-vehicle control unit 7 by a wireless transmission / reception means (not shown).

Here, it is known that during high-speed running, fuel consumption is improved by suppressing excessive high-speed running, that is, by reducing windage loss.
In the present embodiment, one of the main objectives is to quantitatively inform the driver of how much fuel saving is the suppression of excessive high-speed driving during high-speed driving.
On the other hand, it is inevitable that a change in the vehicle speed due to a slope, a change in the vehicle speed due to overtaking acceleration and a deceleration after overtaking, or a change in the vehicle speed due to a deceleration operation for preventing a rear-end collision during high-speed traveling.
When running on a hill or performing acceleration / deceleration operations, the engine usage range (operating conditions) varies, making it difficult to provide fuel savings to the driver accurately. Further, the amount of fuel saved by the acceleration / deceleration operation needs to be separated from the steady high-speed traveling in order to provide the driver with the amount of advice on the vehicle speed fluctuation and the brake operation.

Next, with reference to FIG. 2 and FIG. 3, the aspect which calculates the fuel consumption and fuel saving amount at the time of an average driving | operation as a reference example is demonstrated.
The in-vehicle control unit 7 determines whether it is high-speed running and high-speed flat road steady running from the measured vehicle speed, engine speed, engine load, and time, and is high-speed running, and In the case of steady traveling on a high-speed flat road, the average vehicle speed, fuel consumption (L1), and travel distance are calculated or stored for each predetermined section.
Then, the vehicle control unit 7 calculates the fuel savings (L2) with respect to an average operation, the average fuel consumption during operation (L3), calculates the fuel consumption (F3) at the time average operation .
Thereafter, the in-vehicle control unit 7 calculates the fuel saving amount (L4) of the target operation with respect to the average operation, and calculates the fuel consumption (L5) during the target operation.
Further, after calculating the fuel saving amount (Lx) expected for the driver, the driving method is evaluated, and one or more of the fuel consumption amount, fuel consumption information and driving method evaluation are monitored. 8 is configured to be displayed.

  Here, there is a correlation as shown in FIG. 3 between the average vehicle speed and the fuel consumption (if the average vehicle speed increases, the fuel consumption ratio, that is, the fuel consumption increases), and based on the correlation, The control unit 7 calculates the “fuel saving amount (Lx) expected from the driver”.

In high-speed running, overtaking acceleration and deceleration operations are performed according to the driver's intention, and the vehicle speed may fluctuate from beginning to end (wavily fluctuate).
This driving method called wave driving is bad in fuel consumption. However, among the fluctuations in vehicle speed, there are fluctuations due to road environment factors due to slopes in addition to fluctuations caused by intentional operation of the driver.
The latter variation is contrary to the driver's intention and is a difficult area, and it is necessary to distinguish these.

  The in-vehicle control unit 7 determines whether the vehicle is traveling at a high speed from the measured vehicle speed, the engine speed, and the passage of time, and whether the vehicle is neither an uphill or a downhill. When the vehicle is not downhill, the average vehicle speed (V1), vehicle speed fluctuation (S1), fuel consumption (L1), and fuel consumption (F1) are calculated.

The in-vehicle control unit 7 calculates the fuel saving possible amount (L2) for the average operation, the fuel consumption (L3) during the average operation, the fuel consumption (F2) during the average operation, and the average operation. The fuel saving amount (L4) for the target operation is calculated.
Thereafter, the in-vehicle control unit 7 calculates the fuel consumption (L5) in the target operation, and calculates the target operation fuel consumption (F3).

  After that, the in-vehicle control unit 7 calculates the fuel saving amount (Lx) expected for the driver, and then evaluates the driving manner, and the fuel consumption amount, the information related to the fuel consumption, and the evaluation of the driving manner are included. One or more are displayed on the monitor 8.

  Here, there is a correlation as shown in FIG. 5 between the fluctuation in the vehicle speed and the fuel consumption (the fuel consumption rate, that is, the fuel consumption increases as the fluctuation in the vehicle speed increases). The control unit 7 calculates the “fuel saving amount (Lx) expected from the driver”.

In high-speed driving, the brake operation is performed, and the kinetic energy of the vehicle is discarded as heat, which adversely affects fuel consumption. Usually, it tends to accelerate before and after the brake operation. For example, when a slow vehicle is traveling ahead and there is a risk of a rear-end collision, a brake operation is performed, and then an acceleration operation is performed to restore the vehicle speed (see FIG. 7). In addition, when a slow vehicle is traveling ahead and overtakes, an acceleration operation may be performed, and after overtaking, a brake operation may be performed to decelerate. Therefore, regarding the brake operation, when calculating the fuel saving amount, it is necessary to give advice to the driver, including traveling before and after the deceleration operation.
Therefore, according to the present invention, the driver is given advice for suppressing such useless brake operation by the control method described below of the control unit 7.

  From the measured vehicle speed, engine speed, and elapsed time, the in-vehicle control unit 7 is traveling at high speed, the vehicle speed is equal to or higher than a predetermined value, the accelerator opening is equal to or lower than the predetermined value, the vehicle is decelerating, and・ Judge whether it is any of the downhill.

  If the vehicle is traveling at high speed, the vehicle speed is greater than or equal to a predetermined value, the accelerator opening is less than or equal to a predetermined value, the vehicle is decelerating, and neither uphill nor downhill, then the engine load factor is greater than or equal to a predetermined value. When the moving average vehicle speed is equal to or higher than a predetermined value, the vehicle is in an accelerating state, and whether the vehicle is neither climbing or descending, and if such a determination condition is satisfied, the predetermined vehicle speed before and after the start of deceleration is determined. The fuel consumption (L1, L2) over time is calculated.

The in-vehicle control unit 7 calculates the fuel consumption (L3) for the waste acceleration, calculates the fuel saving possible amount (L4) for the average operation, and calculates the fuel consumption (L5) and average for the average operation. The fuel consumption (F2) at the time of the average operation and the fuel saving amount (L6) of the target operation for the average operation are calculated.
Thereafter, the in-vehicle control unit 7 calculates the fuel consumption (L7) for the target operation and calculates the target operation fuel consumption (F3).

  After that, the in-vehicle control unit 7 calculates the fuel saving amount (Lx) expected for the driver, and then evaluates the driving manner, and the fuel consumption amount, the information related to the fuel consumption, and the evaluation of the driving manner are included. One or more are displayed on the monitor 8.

  Here, there is a correlation as shown in FIG. 8 between the ratio of the fuel consumption that is wastefully accelerated and the fuel consumption (if the ratio of the fuel consumption that is wastefully accelerated increases, that is, the fuel consumption ratio, that is, Based on the correlation, the control unit 7 calculates the “fuel saving amount (Lx) expected from the driver”.

  Next, referring to the flowchart of FIG. 2 and the configuration of FIG. 1, a control example of “advising the driver to suppress the traveling vehicle speed” during high speed traveling will be described below as a reference example.

  First, in step S1, the in-vehicle control unit 7 determines the operation data (engine speed by the engine rotation sensor 2, accelerator opening by the accelerator opening sensor 3, vehicle speed by the vehicle speed sensor 4, fuel flow by the fuel meter 5, engine load sensor. 6) is read.

  In the next step S2, it is determined whether or not the vehicle is traveling at high speed by another control method (evaluation routine) not shown. If the vehicle is traveling at high speed, the process proceeds to step S3. On the other hand, if the vehicle is not traveling at high speed, the process returns to step S1, and step S1 and subsequent steps are repeated again.

  In step S3, it is determined whether or not the vehicle speed exceeds a predetermined value, the engine speed falls below a predetermined value, and the engine load (engine torque rate) is within a predetermined region and does not include climbing or descending. To do. That is, it is determined whether the vehicle is traveling on a high-speed flat road.

  If the condition in step S3 is satisfied (YES in step S3), the process proceeds to step S4. On the other hand, when the condition of step S3 is not satisfied (NO in step S3), the process returns to step S1, and step S1 and subsequent steps are repeated again.

  In step S4, after specifying as high-speed flat road driving | running | working, it progresses to step S5.

In step S5, the average vehicle speed (V1), fuel consumption (L1), and travel distance (M) in the specified high-speed flat road steady travel region are calculated and stored.
Here, the average vehicle speed (V1) and the fuel consumption amount (L1) have the relationship shown in FIG. 3 (the relationship between the average vehicle speed V and the fuel consumption rate when the average driving is 100%).

Therefore, in step S6, the fuel saving amount (L2) for the average operation is obtained by the following calculation formula.
L2 = L1 × ((K1 / 100) −1)
K1 is a coefficient for calculating the fuel saving possible amount and is obtained by the following equation.
K1 = (Slope of evaluation-like calculation formula) × (V1−V2) +100
Here, the slope of the calculation formula for evaluation indicates the slope of the (approximate formula) line F in FIG.

In the next step S7, the average fuel consumption L3 during operation is obtained by the following calculation formula.
L3 = L-L2
Here, L is the amount of fuel consumed when it is determined that the vehicle is traveling at a high speed, and includes the amount of fuel consumed during downhill / uphill.

In the next step S8, the average fuel consumption F3 during operation is obtained by the following calculation formula.
F3 = M / L3

In the next step S9, the target fuel saving amount L4 for the average operation is obtained by the following calculation formula.
L4 = L1 × ((K1 × (V2−V3) +100) / 100) −L1
Here, V2 indicates an average vehicle speed, and V3 indicates a target vehicle speed.

In the next step S10, the fuel consumption L5 during the target operation is obtained by the following calculation formula.
L5 = L3-L4

In the next step S11, the fuel consumption F4 during the target operation is obtained by the following calculation formula.
F4 = M / L5

In the next step S12, the fuel saving amount Lx expected for the driver is obtained by the following calculation formula.
Lx = L-L5

  Thereafter, in step S13, the control unit 7 evaluates all the driving methods in the above-described process, and in step S14, one of the above-described evaluations of the fuel consumption, the fuel consumption information, and the driving method. After one or more items are displayed on the monitor 8, the process returns to step S1, and step S1 and subsequent steps are repeated again.

  In this reference example, according to the above-described configuration and the control method for “advising the driver to reduce the traveling vehicle speed” during high-speed traveling, there is a correlation between the average vehicle speed and the fuel consumption as shown in FIG. (The ratio of fuel consumption increases as the average vehicle speed increases.) Using this relationship, the amount of fuel saved or wasted was determined to determine fuel consumption and fuel consumption. Can be obtained.

  Furthermore, by calculating the target driving method in the same way, it is possible to quantitatively determine how the driver's driving and how much the fuel consumption used is superior or inferior to the target value. I can grasp it.

  Then, by displaying such information on the driver in real time, the driver is more focused on fuel-saving driving.

  Next, with reference to the flowchart of FIG. 4 and the configuration of FIG. 1, in the case of high-speed driving in another reference example, “the driver suppresses fluctuations in the vehicle speed against unwanted vehicle speed fluctuations intentionally made by the driver. The mode of control for “advising” will be described below.

  First, in step S21, the in-vehicle control unit 7 determines the operation data (the engine speed by the engine rotation sensor 2, the accelerator opening by the accelerator opening sensor 3, the vehicle speed by the vehicle speed sensor 4, the fuel flow by the fuel meter 5, the engine load sensor. 6) is read.

  Next, in step S22, it is determined whether or not the vehicle is traveling at high speed by another control method (evaluation routine) not shown. If the vehicle is traveling at high speed, the process proceeds to step S23. On the other hand, if the vehicle is not traveling at high speed, the process returns to step S21, and step S21 and subsequent steps are repeated again.

In step S23, it is determined whether or not the travel distance is equal to or greater than a predetermined value, the minimum vehicle speed in the predetermined section exceeds the predetermined value, and the travel does not include ascending / descending slopes.
If the travel distance is equal to or greater than the predetermined value, the minimum vehicle speed in the predetermined section exceeds the predetermined value, and the travel does not include the uphill / downhill (YES in step S23), the process proceeds to step S24. If the travel distance is equal to or greater than the predetermined value, the minimum vehicle speed in the predetermined section exceeds the predetermined value, and any of the conditions that do not include climbing or descending is not satisfied (NO in step S23), the process returns to step S21, and again Step S21 and subsequent steps are repeated.

  In step S24, the vehicle speed fluctuation (standard deviation of vehicle speed) S1 is calculated for each section, and then the process proceeds to step S25.

  In step S25, the fuel consumption L1 in the vehicle speed fluctuation section is calculated from the obtained measurement result.

Here, the vehicle speed variation (S1) and the fuel consumption amount (L1) have a relationship as shown in FIG. 5 (the relationship between the vehicle speed variation and the fuel consumption ratio when the average driving is 100%, If the fluctuation is large, the fuel consumption rate also increases).
Therefore, in step S26, the fuel saving amount (L2) for the average operation is obtained by the following calculation formula.
L2 = L1 × ((K / 100) −1)
K is a coefficient for calculating the fuel saving possible amount and is obtained by the following equation.
K = (Slope of evaluation formula) × (S1−S2) +100
Here, the “slope of the calculation formula for evaluation” indicates the slope of the (approximate formula) line F in FIG. 5, the vehicle speed fluctuation S1 is the vehicle speed fluctuation at the time, and S2 is the vehicle speed for the average operation. Showing fluctuations.

In the next step S27, an average fuel consumption L3 during operation is obtained by the following calculation formula.
L3 = L-L2

In the next step S28, the average fuel consumption F2 during operation is obtained by the following calculation formula.
F2 = M / L3

In the next step S29, the fuel saving amount L4 in the target operation with respect to the average operation is obtained by the following calculation formula.
L4 = L1 × ((K × (S2−S3) +100) / 100) −L1

In the next step S30, the fuel consumption L5 during the target operation is obtained by the following calculation formula.
L5 = L2-L4

In the next step S31, the fuel consumption F3 during the target operation is obtained by the following calculation formula.
F4 = M / L5

In the next step S32, the fuel saving amount Lx expected for the driver is obtained by the following calculation formula.
Lx = L-L5

  Thereafter, in step S33, the control unit 7 evaluates all the driving methods in the above-described process, and in step S44, one of the above-described evaluations of the fuel consumption, information on fuel consumption, and driving methods. After one or more items are displayed on the monitor 8, the process returns to step S21 to repeat step S21 and subsequent steps.

  In this reference example, according to the above-described configuration and the control method of “advising the driver to suppress fluctuations in the vehicle speed” during high-speed driving, the correlation between the vehicle speed fluctuations and the fuel consumption is as shown in FIG. There is a relationship (if the vehicle speed fluctuation is large, the fuel consumption rate will also increase), and how much fuel can be saved or wasted to find fuel consumption and fuel consumption using such relationship It can be obtained quantitatively.

  Furthermore, by calculating the target driving method in the same way, it is possible to quantitatively determine how the driver's driving and how much the fuel consumption used is superior or inferior to the target value. I can grasp it.

  Then, by displaying such information on the driver in real time, the driver is more focused on fuel-saving driving.

  Next, with reference to the flowchart of FIG. 6 and the configuration of FIG. 1, an aspect of control for “advising the driver to suppress useless brake operation” during high-speed traveling in which the present invention is implemented will be described below.

  First, in step S41, the in-vehicle control unit 7 determines operation data (engine speed by the engine rotation sensor 2, accelerator opening by the accelerator opening sensor 3, vehicle speed by the vehicle speed sensor 4, fuel flow by the fuel meter 5, engine load sensor. 6) is read.

  Next, in step S42, it is determined whether or not the vehicle is traveling at high speed by another control (evaluation) method (not shown). If the vehicle is traveling at high speed, the process proceeds to step S43. On the other hand, if the vehicle is not traveling at high speed, the process returns to step S41, and step S41 and subsequent steps are repeated again.

In step S43, it is determined whether the vehicle speed is equal to or higher than a predetermined value, the accelerator opening is equal to or lower than the predetermined value, the vehicle is decelerating, and the vehicle is not climbing or descending.
If the vehicle speed is equal to or higher than the predetermined value and all the determination conditions in step S43 are satisfied (YES in step S43), the process proceeds to step S44. On the other hand, if even one of the determination conditions in step S43 is not satisfied (NO in step S43), the process returns to step S41 and repeats step S41 and subsequent steps.

  In step S44, it is determined whether or not the engine load (engine torque rate) exceeds a predetermined value, the moving vehicle speed is equal to or higher than the predetermined value, and the vehicle is neither uphill nor downhill, and all the determination conditions in step S44 are satisfied. If YES (YES in step S44), the process proceeds to step S45. On the other hand, when even one of the determination conditions in step S44 is not satisfied (NO in step S44), the process returns to step S41, and step S41 and subsequent steps are repeated again.

  In step S45, fuel consumption amounts L1 and L2 for a predetermined time before and after the start of deceleration are calculated based on the measurement result.

In the next step S46, the control unit 7 calculates a fuel consumption L3 for useless acceleration based on the following calculation formula.
Incidentally, FIG. 7 is a diagram illustrating the fuel consumption L3 for useless acceleration along the transition of the vehicle speed.
L3 = (L1−fuel consumption when running at high speed flat and steady in the acceleration region)
+ (L2-Fuel consumption when driving at high speed and flat speed in the acceleration region)
In FIG. 7, the sum of the hatched area E1 and E2 imagines the fuel consumption L3 for useless acceleration.
Here, the amount of fuel consumed when the vehicle travels at a high speed and flat, can be obtained using the control method described above from the relationship shown in FIG.

There is a correlation as shown in FIG. 8 between the ratio of the fuel consumption that is wastefully accelerated and the fuel consumption (the fuel consumption that is wastefully accelerated is approximately proportional to the fuel consumption ratio).
In the next step S47, the fuel saving possible amount L4 for the average operation is obtained by the following calculation formula.
L4 = L3-L × M2 / 100
Here, L is the fuel consumption at the time when it is determined that the vehicle is traveling at high speed, and includes the fuel consumption during downhill / climbing. M1 is the ratio of the fuel consumption that was unnecessarily accelerated in actual operation (%) indicates, M2, the proportion of the average wasted accelerated fuel consumption operation (percent) indicates, M3, the proportion of fuel consumption and waste accelerated in operation to the target (%) Indicates.

In the next step S48, the average operation fuel consumption L5 is obtained by the following calculation formula.
L5 = L-L4

In the next step S49, the average operation fuel consumption F2 is obtained by the following calculation formula.
F2 = M / L5

In step S50, the target fuel saving amount L6 for the average operation is obtained by the following calculation formula.
L6 = L × [(M2-M3) +100) / 100] −L
Here, M3 indicates the fuel consumption rate that was accelerated in spite of the target operation.

In step S51, the target fuel consumption L7 is obtained by the following calculation formula.
L7 = L5-L6

In step S52, the target fuel consumption F3 is obtained by the following calculation formula.
F3 = M / L7

In the next step S53, the fuel saving amount Lx expected for the driver is obtained by the following calculation formula.
Lx = L-L7

  Thereafter, in step S54, the control unit 7 evaluates all the driving methods in the above-described process, and in step S55, one of the above-described evaluations of the fuel consumption, the fuel consumption information, and the driving method. After one or more items are displayed on the monitor 8, the process returns to step S41, and step S41 and subsequent steps are repeated again.

  In the first embodiment, according to the above-described configuration and the control method of “advising the driver to suppress useless brake operation” during high speed driving, the fuel consumption rate between the uselessly accelerated fuel consumption rate and the fuel consumption amount 8 has a correlation as shown in FIG. 8, and by using such a relationship (wastefully accelerated fuel consumption is roughly proportional to the fuel consumption ratio), the fuel consumption and the fuel consumption are obtained. Whether it was possible to save or wasted can be determined quantitatively.

  Furthermore, by calculating the target driving method in the same way, it is possible to quantitatively determine how the driver's driving and how much the fuel consumption used is superior or inferior to the target value. I can grasp it.

  Then, by displaying such information on the driver in real time, the driver is more focused on fuel-saving driving.

Next, a second embodiment will be described with reference to FIG.
In the first embodiment shown in FIGS. 1 to 8, the engine rotation sensor 2, the accelerator opening sensor 3, the vehicle speed sensor 4, and the fuel flow meter 5, which are detection means for each parameter, are respectively connected to the vehicle-mounted control unit 7 by dedicated circuits. It is a connected embodiment.

  On the other hand, in the second embodiment of FIG. 9, the accelerator signal, the fuel flow signal, the vehicle speed signal, and the engine speed signal are collected in advance as digital signals to the LAN repeater 9 by the in-vehicle communication network “in-vehicle LAN”. It is configured to be stored in the in-vehicle control unit 7 by the cable W. Except for these configurations, the second embodiment is substantially the same as the first embodiment shown in FIGS.

  It should be noted that the illustrated embodiment is merely an example, and does not limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Engine speed measuring means / Engine speed sensor 3 ... Accelerator opening degree measuring means / Accelerator opening degree sensor 4 ... Vehicle speed measuring means / Vehicle speed sensor 5 ... Fuel flow rate measuring means / Fuel meter 6 ... Engine load measuring means / Engine load sensor 7 ... In-vehicle control unit 8 ... Display means 9 ... Monitor screen 15 ... Memory card 20 ... Management side control unit 22 ..Printer U1 ... Vehicle side equipment U2 ... Management side equipment

Claims (1)

Engine speed measuring means (2) for measuring the engine speed of the vehicle, engine load measuring means (6) for measuring the engine load, vehicle speed measuring means (4) for measuring the vehicle speed, and fuel for measuring the fuel flow rate Fuel saving operation having flow rate measuring means (5) and control means (7) for calculating fuel consumption and fuel saving in high speed running using the measured engine speed, vehicle speed, fuel flow rate and engine load In the evaluation system, the control means (7) determines whether or not the vehicle is traveling at a high speed from the measured vehicle speed, engine speed, engine load, and time (S42). Is greater than or equal to a predetermined value and the accelerator opening is less than or equal to a predetermined value, and it is determined whether the vehicle is decelerating and is not climbing or descending (S43). If the vehicle is decelerating below and is neither climbing or descending, whether the engine load exceeds the specified value, the moving average vehicle speed is greater than the specified value and the vehicle is accelerating and is not climbing or descending (S44), if the engine load exceeds a predetermined value, the moving average vehicle speed is equal to or higher than the predetermined value and the vehicle is in an accelerating state and is neither uphill nor downhill, a predetermined value before starting deceleration based on the measurement result The fuel consumption amount (L1) in time and the fuel consumption amount (L2) in a predetermined time after the end of deceleration are calculated (S45), and the fuel consumption amount (L1) in the predetermined time before the start of deceleration and the predetermined time after the end of deceleration is calculated. , L2) and a difference between the fuel consumption when the vehicle travels in a high-speed flat state in a predetermined time corresponding to a predetermined time as a fuel consumption (L3) for useless acceleration (S46), and the fuel consumption for the useless acceleration amount L3) and the fuel saving amount (L4) for the average operation based on the fuel consumption amount (L) at the time of high-speed driving in the corresponding predetermined time and the ratio (M2) of the wastefully accelerated fuel consumption amount in the average operation ) Is calculated (S47), and the average fuel consumption (L5) is calculated based on the fuel consumption (L) during high-speed driving in the corresponding predetermined time and the fuel saving amount (L4) for the average operation. ) Is obtained (S48), the average fuel consumption (F2) is obtained based on the corresponding travel distance (M) (S49), the ratio of wastefully accelerated fuel consumption (M2) in the average operation and the target The target fuel saving amount (L6) is obtained from the fuel consumption amount (L) at the time of high-speed driving in the corresponding predetermined time based on the relationship with the ratio (M3) of wastefully accelerated fuel consumption amount in the operation S50) The target fuel consumption (L7) is obtained from the average operation fuel consumption (L5) and the target fuel saving amount (L6) (S51), and based on the corresponding travel distance (M), the target fuel consumption ( F3) is obtained (S52), and the fuel saving amount (Lx) expected for the driver is obtained from the fuel consumption amount (L) at the time of high-speed traveling for the corresponding predetermined time and the target fuel consumption amount (L7) (S53). Then, the driving method in the process so far is evaluated (S54), the fuel consumption for the above-mentioned wasteful acceleration (L3), the fuel consumption for the average operation (L5), the target fuel consumption (L7) ), Target fuel consumption (F3), fuel saving amount expected to the driver (Lx), and a function to display one or more of evaluations of driving manners on the monitor (8) system.

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