JP6146669B2 - Fuel efficient driving evaluation system - Google Patents

Description

  The present invention relates to a fuel-saving driving evaluation apparatus for evaluating a driving state of a vehicle from the viewpoint of fuel saving.

  In Patent Document 1, in the start acceleration region where the moving average vehicle speed of the vehicle increases, the fuel consumption rate is calculated from the shift-up engine speed and the accelerator opening at the time of gear shift, and based on the obtained fuel consumption rate. It describes a fuel consumption evaluation system that encourages and provides guidance on fuel-saving driving. In this fuel consumption evaluation system, when the average operation is performed, the shift-up engine speed when the engine is actually operated is assumed to be 100% as the fuel consumption rate in the up-shift engine speed and the like (including the accelerator opening). The fuel consumption ratio in number is calculated and corrected by the total mass of the vehicle to evaluate the fuel consumption.

JP 2006-57484 A

  In the fuel consumption evaluation system described in Patent Document 1, since the fuel consumption ratio in the actual shift-up engine speed and the like is calculated and evaluated on the basis of the fuel consumption ratio in the average driving manner, the vehicle If the driving conditions deviate greatly from the average, there is a possibility that the driver will receive a bad evaluation even if he / she tries to drive fuel-saving driving. For example, when driving on a road with a large gradient, even if the driver tries to drive fuel-saving, it is necessary to depress the accelerator pedal greatly, and the shift-up engine speed is higher than the average driving method. There is a risk that it will naturally rise and receive bad evaluation. As described above, in the fuel consumption evaluation system described above, it is difficult to perform an evaluation reflecting different vehicle use conditions depending on the gradient of the road on which the vehicle actually traveled, weather, air resistance, and the like.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a fuel-saving driving evaluation apparatus that can perform common evaluation by reliably reflecting use conditions even when the use conditions of the vehicle are different.

  In order to solve the above-mentioned problem, a fuel-saving driving evaluation device of the present invention is a fuel-saving driving evaluation device for performing fuel consumption evaluation during acceleration traveling of a vehicle having a transmission gear. Setting means and shift rotational speed determination means are provided. The running resistance horsepower calculating means calculates the running resistance horsepower using the running resistance and the vehicle speed when the transmission gear is shifted up during acceleration running. The evaluation reference setting means sets a reference rotational speed range indicating a range of engine rotational speed that is a reference for fuel efficiency evaluation at the time of upshifting. The evaluation reference setting means increases or decreases at least one of the upper limit value and the lower limit value of the reference rotation speed range according to the increase or decrease of the running resistance horsepower calculated by the running resistance horsepower calculating means. The shift rotational speed determination means compares the shift rotational speed indicating the engine rotational speed of the vehicle at the time of upshifting with a reference rotational speed range, and determines whether or not the shift rotational speed is included in the reference rotational speed range. The use of fuel by the engine is evaluated to be more efficient when the shift speed is included in the reference speed range than when it is not included in the reference speed range.

  In the above configuration, the fuel used by the engine when the engine speed during shift up (shift speed) during acceleration of the vehicle is included in the reference engine speed range is not included in the reference engine speed range. Is evaluated as efficient. Since the shift rotation speed determination means determines whether or not the shift rotation speed is included in the reference rotation speed range (shift rotation speed determination), a user such as a driver can use the determination result of the shift rotation speed determination means. It is possible to evaluate whether or not fuel is efficiently used by the engine during acceleration traveling (evaluation of fuel consumption).

  In addition, since the driving resistance horsepower calculating means calculates the driving resistance horsepower using the driving resistance and the vehicle speed at the time of upshifting, the calculated value of the driving resistance horsepower depends on the use conditions of the vehicle such as road gradient, weather and air resistance. It becomes the reflected value. And since the evaluation standard setting means increases or decreases at least one of the upper limit value and the lower limit value of the reference rotational speed range according to the increase or decrease of the running resistance horsepower, when the vehicle use conditions are different, the reference according to each use condition Based on the rotation speed range, the shift rotation speed determination by the shift rotation speed determination means can be performed. For example, when the running resistance horsepower is high and it is necessary to depress the accelerator pedal largely, the evaluation standard setting means sets the reference rotation speed range to the high rotation speed region side, while the running resistance horsepower is low and the accelerator pedal Is not required to be stepped on, the evaluation reference setting means sets the reference rotational speed range to the low rotational speed region side. Accordingly, it is possible to obtain the determination result of the shift rotational speed determination means reflecting the vehicle usage conditions, and to perform the fuel consumption evaluation reflecting the vehicle usage conditions.

  The fuel-saving driving evaluation device may further include evaluation information generating means for generating evaluation information indicating the position of the shift rotational speed within the reference rotational speed range. The use of fuel by the engine is evaluated to be more efficient when the position indicated by the evaluation information is closer to the lower limit than when it is far from the lower limit.

  In the above configuration, it is evaluated that the use of fuel by the engine is more efficient when the position of the shift rotational speed within the reference rotational speed range is closer to the lower limit value than when the position is far from the lower limit value. Since the evaluation information generation means generates evaluation information indicating the position of the shift rotation speed within the reference rotation speed range, a user such as a driver can be within the reference rotation speed range based on the evaluation information generated by the evaluation information generation means. It is possible to perform a detailed fuel consumption evaluation for upshifts.

  Further, the evaluation information generated by the evaluation information generating means is a fuel efficiency evaluation value indicating a ratio of the rotational speed difference between the shift rotational speed and the lower limit value with respect to the rotational speed difference between the upper limit value and the lower limit value of the reference rotational speed range. May be. The use of fuel by the engine is evaluated to be more efficient when the fuel efficiency evaluation value is close to zero than when the fuel consumption evaluation value is far from zero.

  In the above configuration, when the ratio of the rotational speed difference (detected rotational speed difference) between the shift rotational speed and the lower limit value to the rotational speed difference (reference rotational speed difference) between the upper limit value and the lower limit value of the reference rotational speed range is close to zero. It is estimated that the use of fuel by the engine is more efficient than when it is far from zero. Since the evaluation information generating means generates the fuel efficiency evaluation value (evaluation information) indicating the ratio of the detected rotational speed difference with respect to the reference rotational speed difference, the user such as the driver can use the fuel efficiency evaluation value generated by the evaluation information generating means. It is possible to perform a detailed fuel efficiency evaluation for a shift up within the reference rotational speed range.

  Further, since the fuel efficiency can be evaluated based on the ratio (fuel efficiency evaluation value) of the detected rotational speed difference to the rotational speed difference (reference rotational speed difference) between the upper limit value and the lower limit value of the reference rotational speed range, the reference rotational speed Even when the difference is different, an evaluation according to the reference rotational speed difference can be performed with respect to the shift up within the reference rotational speed range. For example, even if the detected rotational speed difference is the same, when the reference rotational speed difference is large, the ratio of the detected rotational speed difference to the reference rotational speed difference is small (close to zero), so a shift at a relatively low rotational speed is performed. It is easy to be evaluated that the use of fuel by the engine is efficient as being up, while when the reference speed difference is small, the ratio of the detected speed difference to the reference speed difference is large (far from zero). It is easily evaluated that the use of fuel by the engine is not efficient because the engine is shifted up at a relatively high rotational speed. Thus, even if the evaluation reference setting means is set to expand or reduce the reference rotation speed range according to the increase or decrease of the running resistance horsepower, the evaluation according to the difference in the reference rotation speed is possible. While increasing the upper limit value of the reference rotation speed range in accordance with the increase, the reference rotation speed range can be set wider toward the lower rotation speed side by suppressing the increase ratio of the lower limit value than the increase ratio of the upper limit value. As a result, the low shift rotational speed is likely to be included in the reference rotational speed range, and it is easy to make a proper evaluation for the low rotational speed where the fuel injection amount is relatively small and the use of fuel by the engine is relatively efficient. Become.

  The evaluation criterion setting means may increase or decrease at least one of the upper limit value and the lower limit value of the reference rotation speed range by increasing or decreasing the weight of the vehicle.

  In the above configuration, in addition to the increase / decrease of the vehicle's running resistance horsepower, the evaluation criterion setting means increases / decreases at least one of the upper limit value and the lower limit value of the reference rotation speed range by increasing / decreasing the vehicle weight. When the vehicle weight varies depending on the difference, the shift rotational speed determination by the shift rotational speed determination means can be performed based on the reference rotational speed range corresponding to the weight of each vehicle. For example, if the vehicle is heavy and the accelerator pedal needs to be depressed greatly, the evaluation standard setting means sets the reference rotation speed range to the high rotation speed region side, the vehicle weight is light, and the accelerator pedal is increased. If it is not necessary to step in, the evaluation reference setting means sets the reference rotation speed range to the low rotation speed region side. Accordingly, it is possible to obtain the determination result of the shift rotational speed determination means that reflects the vehicle usage conditions such as the load amount of the luggage, and to perform the fuel consumption evaluation that further reflects the vehicle usage conditions.

  According to the present invention, even when the vehicle use conditions are different, it is possible to reliably reflect the use conditions and perform a common evaluation.

It is a block diagram showing the whole fuel-saving driving evaluation system provided with a fuel-saving driving evaluation device concerning one embodiment of the present invention. It is a figure which shows an example of the wheel load-displacement map memorize | stored in the memory | storage part of FIG. It is a figure which shows an example of the reference | standard rotation speed range table memorize | stored in the memory | storage part of FIG. It is a figure which shows an example of the evaluation table memorize | stored in the memory | storage part of FIG. It is a figure which shows the relationship between an engine speed and output torque. It is a flowchart which shows the fuel-saving driving | running evaluation process which the fuel-saving driving | running evaluation apparatus of FIG. 1 performs.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the fuel-saving driving evaluation system according to this embodiment includes a fuel-saving driving evaluation device 1 and various sensors (acceleration sensor 11, vehicle speed sensor 12, accelerator opening sensor 13, displacement sensor 14, engine speed). Sensor 15, clutch sensor 16, and shift sensor 17), fuel injection valve 20, and display unit 21, which are mounted on a vehicle (MT (Manual Transmission) vehicle) having a manual transmission (transmission gear). The The fuel-saving driving evaluation system enables evaluation (fuel efficiency evaluation) of the driving state during acceleration traveling of the vehicle from the viewpoint of fuel saving based on the engine speed (shift speed) at the time of upshifting.

The acceleration sensor 11 detects the acceleration a (m / s ² ) in the front-rear direction of the vehicle every predetermined time, and sequentially outputs the detected acceleration a to the fuel-saving driving evaluation device 1. The vehicle speed sensor 12 detects the vehicle speed (vehicle speed) V (m / s) every predetermined time, and sequentially outputs the detected vehicle speed V to the fuel-saving driving evaluation device 1. The accelerator opening sensor 13 detects the accelerator opening of the vehicle every predetermined time, and sequentially outputs the detected accelerator opening to the fuel-saving driving evaluation device 1. The displacement sensor 14 is provided for each wheel suspension (not shown) on the front, rear, left, and right sides of the vehicle, and calculates the relative displacement (variation with respect to the reference length) between the sprung and unsprung portions of each suspension at predetermined time intervals. And the detected relative displacement is sequentially output to the fuel-saving driving evaluation device 1. The engine speed sensor 15 detects the engine speed of the vehicle every predetermined time, and sequentially outputs the detected engine speed to the fuel-saving driving evaluation device 1. The clutch sensor 16 detects the connection state (contact state / disconnection state) of a clutch (not shown), and sequentially outputs the detected clutch connection state to the fuel-saving driving evaluation device 1. The shift sensor 17 detects the gear stage of a transmission gear (not shown) of the manual transmission, and sequentially outputs the detected gear stage to the fuel-saving driving evaluation device 1.

  The display unit 21 is disposed at a position (for example, an instrument panel or the like) that is easy for the driver who is seated in the driver's seat of the vehicle to view.

  The fuel-saving driving evaluation device 1 includes a CPU (Central Processing Unit) 22 and a storage unit 23. The storage unit 23 includes a ROM (Read Only Memory) 24 and a RAM (Random Access Memory) 25.

  In the ROM 24, various programs (including a fuel-saving driving evaluation program) read out by the CPU 22, various data (a wheel weight-displacement map (see FIG. 2) described later), a reference rotation speed range setting table (see FIG. 3), And an evaluation table (see FIG. 4) are stored in advance. Various data stored in the ROM 24 are set based on measured values and theoretical values obtained by experiments and simulations. These data may be stored in a state included in each program.

  In the RAM 25, a data storage area for storing various detection data of the acceleration sensor 11, the vehicle speed sensor 12, the accelerator opening sensor 13, the displacement sensor 14, the engine speed sensor 15, the clutch sensor 16, and the shift sensor 17 is set in advance. ing. In addition to the temporary storage area for various detection data input from the various sensors, the RAM 25 functions as a development area for programs read from the ROM 24, a temporary storage area for calculation results of the CPU 22, and the like. The data storage area is an area in which an upper limit (upper limit data number) of the number of data that can be stored is set in advance, and when the stored data number reaches the upper limit data number, the fuel-saving driving evaluation device 1 When storing the detection result, the oldest stored one of the already stored detection results is deleted, and a new detection result is stored.

  As shown in FIG. 1, the CPU 22 executes a fuel-saving driving evaluation process according to a fuel-saving driving evaluation program stored in the ROM 24, whereby a vehicle weight calculation unit 26, an acceleration determination unit 27, an RL horsepower calculation unit (running resistance) (Horsepower calculation means) 28, surplus horsepower calculation section 33, horsepower restriction control section (evaluation reference setting means) 29, evaluation reference setting section (evaluation reference setting means) 30, shift up determination section 31, and fuel consumption evaluation section (shift rotation speed) Functions as determination means, evaluation information generation means) 32. The CPU 22 starts the fuel-saving driving evaluation process when the engine is started, and ends the process when the engine is stopped. The CPU 22 repeatedly executes the fuel-saving driving evaluation process every predetermined time while the engine is operating. Further, the CPU 22 stores various detection data input from various sensors such as the acceleration sensor 11, the vehicle speed sensor 12, and the accelerator opening sensor 13 in the RAM 25, and stores the various detection data in the RAM 25 when executing the fuel-saving driving evaluation process. Read from. A part of the function of the CUP 22 may be extracted and provided in another information processing apparatus.

  The vehicle weight calculation unit 26 obtains each wheel weight corresponding to each relative displacement detected by each displacement sensor 14 from a wheel weight-displacement map (see FIG. 2) stored in advance in the ROM 24, and calculates the obtained wheel weight. The sum is calculated, and the total weight m (kg) of the vehicle is calculated. As shown in FIG. 2, the wheel weight-displacement map is a map showing the correspondence between the relative displacement and the wheel weight, and is provided for each wheel corresponding to the individual characteristics of each wheel. The above-described processing performed by the vehicle weight calculation unit 26 is an example in a case where the total weight m of the vehicle is easily obtained, and is not limited to this. A predetermined calculation formula is used or a map and a calculation formula are used. The total weight m may be estimated and obtained by another calculation method such as using together. For example, when the clutch is disengaged during driving, the tire driving force is zero and the acceleration in the disengagement state is considered to be due to running resistance. The total weight m of the vehicle may be obtained from the value obtained by subtracting the acceleration in the disconnected state from the acceleration and the driving force. Further, the total weight m may be obtained from other detection values such as providing a load sensor that directly detects the vehicle load.

  The acceleration determination unit 27 includes a vehicle speed V detected by the vehicle speed sensor 12, an acceleration a detected by the acceleration sensor 11, an accelerator opening detected by the accelerator opening sensor 13, and an engine speed detected by the engine speed sensor 15. Based on the above, it is determined whether or not the vehicle is accelerating. Specifically, when the vehicle speed V> 0 and the accelerator opening degree, the acceleration a, and the displacement of the engine speed at a predetermined time are larger than the respective threshold values stored in advance in the ROM 24, the vehicle is accelerating. Judge that there is. The threshold values for the accelerator opening, the acceleration, and the displacement of the engine speed at a predetermined time are set based on measured values and theoretical values obtained through experiments and simulations. In the present embodiment, whether or not the vehicle is accelerating is determined based on the vehicle speed V, the acceleration a, the accelerator opening, and the engine speed. However, the present invention is not limited to this, and various detection values are used. It may be determined whether or not the vehicle is accelerating by a combination of the vehicle speed V, the acceleration a, the accelerator opening, and the engine speed.

  First, the RL horsepower calculation unit 28 refers to a predetermined table unique to the engine based on the accelerator opening detected by the accelerator opening sensor 13 and the engine speed detected by the engine speed sensor 15 during acceleration traveling. The engine output torque Te (Nm) is acquired. Next, the engine output torque Te, the acceleration a detected by the acceleration sensor 11, and the total vehicle weight m calculated by the vehicle weight calculator 26 are substituted into the following equation (1), so that the vehicle during acceleration traveling The running resistance rr (N) is calculated. Then, the running resistance rr and the vehicle speed V detected by the vehicle speed sensor 12 are substituted into the following equation (2) to calculate the RL (Load Load) horsepower (running resistance horsepower (W)) of the vehicle during acceleration running. .

rr = i · η · Te / r− (m + m ′) a (1)
Where rr: running resistance (N)
i: Total reduction ratio η: Transmission efficiency Te: Engine output torque (Nm)
r: tire radius (m)
m: Total weight of vehicle (kg)
m ′: Inertia equivalent weight (kg) of the rotating part of the drive mechanism
a: Acceleration in the longitudinal direction of the vehicle (m / s ² )
RL horsepower = rr · V (2)
V: Vehicle speed (m / s)
The traveling resistance rr is a traveling resistance rr of the vehicle during acceleration traveling, and includes air resistance, rolling resistance, and gradient resistance, and does not include acceleration resistance. In addition, a gradient sensor or the like capable of detecting the vehicle gradient is provided, the gradient resistance is obtained from the detected data of the gradient sensor and the total vehicle weight m, and the rolling resistance is obtained from the total vehicle mass m and a predetermined rolling coefficient. The air resistance may be obtained from the vehicle speed V, the vehicle front projection area, and a predetermined air resistance coefficient, and the running resistance rr may be obtained from the sum of the gradient resistance, rolling resistance, and air resistance. Further, the engine output torque Te may be calculated using another detected value or a predetermined arithmetic expression.

  The surplus horsepower calculating unit 33 divides the total vehicle weight m (kg) calculated by the vehicle weight calculating unit 26 by 1000, and substitutes it into the following equation (3) as the current GVW (Gross Vehicle Weight) to obtain the surplus horsepower. (W) is calculated. The surplus horsepower is a horsepower that can be applied to the RL horsepower to calculate a reference horsepower that is referred to when determining a horsepower restriction mode to be described later, and is a horsepower that can accelerate the vehicle.

Surplus horsepower = k · Max engine horsepower · (Current GVW / MaxGVW) (3)
However, k: coefficient Max engine horsepower: engine maximum output horsepower (W)
Current GVW: Total vehicle weight detected (t)
MaxGVW: Maximum vehicle gross weight (t) determined for the vehicle
That is, the surplus horsepower is proportional to the current GVW. The coefficient k is set by obtaining a value capable of calculating a suitable surplus horsepower from the ratio of the current GVW to the MaxGVW through experiments or simulations.

  The horsepower limit control unit 29 determines the horsepower limit mode based on the RL horsepower calculated by the RL horsepower calculation unit 28 and the surplus horsepower calculated by the surplus horsepower calculation unit 33. The engine has a plurality of (four in this embodiment) horsepower limiting modes, each having a different maximum output horsepower. The maximum output horsepower (restricted horsepower) of each horsepower restriction mode pM1 to pM4 is set in advance so as to decrease in order from the horsepower restriction mode pM4 to pM1 (pM4> pM3> pM2> pM1). For example, the maximum output horsepower determined by the engine performance is set as the maximum output horsepower in the horsepower limit mode pM4. The pM4 is set to 100%, and the ratio to the pM4 is set so as to decrease sequentially from pM3 to pM1. The horsepower limit control unit 29 substitutes the RL horsepower calculated by the RL horsepower calculation unit 28 and the surplus horsepower calculated by the surplus horsepower calculation unit 33 into the following equation (4), and calculates the reference horsepower of the vehicle during acceleration traveling. To do.

Reference horsepower = RL horsepower + extra horsepower (4)
The horsepower restriction control unit 29 compares the calculated reference horsepower with the maximum output horsepower of each horsepower restriction mode pM1 to pM4, and sets the horsepower restriction mode having the lowest restriction horsepower higher than the reference horsepower and the current horsepower restriction mode. Determine as. The horsepower limit control unit 29 controls the fuel injection valve 20 with the predetermined limit horsepower set in the determined horsepower limit mode as the maximum output horsepower in the horsepower limit mode. Specifically, the horsepower limit control unit 29 controls the fuel injection valve 20 until the governing start rotational speed is reached when the output horsepower reaches the predetermined limit horsepower while the vehicle is running in the horsepower limit modes pM1 to pM3. Thus, the fuel injection amount is suppressed, and the output horsepower is maintained at the predetermined limited horsepower.

  The evaluation reference setting unit 30 refers to a reference rotation speed range setting table (see FIG. 3) stored in advance in the ROM 24, and evaluates the fuel efficiency at the time of upshifting based on the current horsepower limit mode determined by the horsepower limit control unit 29. An upper limit value and a lower limit value of the reference rotation speed range indicating the range of the engine rotation speed serving as the reference are set.

  As shown in FIG. 3, the reference rotation speed range setting table shows a correspondence relationship between the upper limit value (engine rotation speed) and the lower limit value (engine rotation speed) of the reference rotation speed range for each of the horsepower restriction modes pM1 to pM4. For example, in the horsepower limit mode pM4, the governing start rotational speed set in advance in the engine is set to the upper limit value Na4. The upper limit values Na3 to Na1 of the horsepower limit modes pM3 to pM1 are the governing start rotational speeds Na3 to Na1 of the respective horsepower limit modes pM3 to pM1, and the upper limit value Na4 of the horsepower limit mode pM4 is set to 100%, with respect to the upper limit value Na4. The ratio is set to be lower from Na3 to Na1 (Na4> Na3> Na2> Na1) (see FIG. 5). Each lower limit value Nb1 to Nb4 of the reference rotation speed range in each horsepower restriction mode pM1 to pM4 is set to 75% of the rotation speed with respect to each upper limit value Na1 to Na4. That is, the upper limit value and the lower limit value of the reference rotation speed range are set to increase / decrease in accordance with increase / decrease of the reference horsepower. The ratio of the upper limit value Na3 to Na1 with respect to the upper limit value Na4 and the ratio of the lower limit values Nb1 to Nb4 with respect to the upper limit values Na1 to Na4 are different even if the vehicle use conditions (total weight m of the vehicle, running resistance rr, etc.) are different. It is set on the basis of measured values and theoretical values obtained by experiments and simulations so that a common rotational speed range in which a common fuel efficiency evaluation can be performed is obtained.

  The shift-up determination unit 31 temporarily determines the engine speed detected by the engine speed sensor 15 and the gear stage detected by the shift sensor 17 when the clutch sensor 16 detects the disengaged state of the clutch while the vehicle is accelerating. Is stored in the RAM 25. The shift-up determination unit 31 repeatedly compares the gear stage temporarily stored for a predetermined time after the disconnection state and the gear stage detected by the shift sensor 17, and the gear stage is increased within the predetermined time. If the gear is changed, it is determined that the gear has been shifted up. On the other hand, the shift-up determination unit 31 detects when the clutch sensor 16 does not detect the clutch disengagement state, when the gear stage is changed to a low gear stage within the predetermined time period, or when the gear stage is changed within the predetermined time period. If it has not been changed, it is determined that the upshift has not been performed.

  When the upshift determination unit 31 determines that the vehicle has been shifted up during acceleration travel, the fuel efficiency evaluation unit 32 uses the engine speed temporarily stored in the RAM 25 by the shiftup determination unit 31 as the engine at the time of shiftup. Obtained as the rotation speed (shift rotation speed). The fuel efficiency evaluation unit 32 calculates (generates) a fuel efficiency evaluation value N (evaluation information) by substituting the upper limit value and the lower limit value of the reference rotation speed range and the shift rotation speed of the current horsepower restriction mode into the following equation (5). To do.

N = (shift rotation speed−lower limit value) / (upper limit value−lower limit value) (5)
That is, the fuel efficiency evaluation value N is a ratio of the rotational speed difference (detected rotational speed difference) between the shift rotational speed and the lower limit value with respect to the rotational speed difference (reference rotational speed difference) between the upper limit value and the lower limit value of the reference rotational speed range. Yes, it is evaluation information indicating the position of the shift rotational speed within the reference rotational speed range. When the shift rotational speed is higher than the lower limit value, the calculated fuel efficiency evaluation value N is a positive value. When the shift rotational speed is lower than the lower limit value, the calculated fuel efficiency evaluation value N is a negative value, and the shift rotational speed is When the number is equal to the lower limit value, the calculated fuel efficiency evaluation value N is zero. The fuel efficiency evaluation unit 32 refers to an evaluation table (see FIG. 4) stored in advance in the ROM 24, and acquires an evaluation score La based on the calculated fuel efficiency evaluation value N. The fuel efficiency evaluation unit 32 compares the shift rotational speed with the reference rotational speed range by calculating the fuel efficiency evaluation value N, and determines whether or not the shift rotational speed is included in the reference rotational speed range (shift rotational speed determination). ) At the same time. That is, when the fuel efficiency evaluation value N is 0 or more and lower than 1 (0 ≦ N ≦ 1), it is determined that the shift rotational speed is included in the reference rotational speed range, and the fuel efficiency evaluation value N is less than 0 (N <0 ) Or above 1 (1 <N), it is determined that the shift rotational speed is not included in the reference rotational speed range. Note that the time of upshifting is not limited to the moment when the gear stage is actually changed from the low gear stage to the high gear stage (instant), but from the start of the operation related to the upshift to the end of the operation. At any time. For example, in this embodiment, the time when the clutch is disengaged immediately before the gear stage is shifted up is the time when the gear is shifted up.

  The fuel efficiency evaluation unit 32 outputs the acquired evaluation point La to the display unit 21 and displays it on the screen of the display unit 21. The driver of the vehicle can recognize the evaluation of the current driving in real time by knowing the evaluation point La displayed on the display unit 21.

  As shown in FIG. 4, the evaluation table shows the correspondence between the fuel efficiency evaluation value N and the evaluation point La. In the evaluation table, the fuel consumption evaluation value N is assigned to a plurality of (four in this embodiment) evaluation points La1 to La4. When the fuel efficiency evaluation value N is less than 0 (N <0), it is La1, and when it is 0 or more and less than 0.5 (0 ≦ N <0.5), it is La2, and 0.5 or more and 1 or less (0. La3 when 5 ≦ N ≦ 1), and La4 when above 1 (1 <N). The evaluation points La1 to La4 are set such that La2> La3> La1> La4 in order from the high evaluation point side at which it is evaluated that the use of fuel by the engine is efficient. That is, the evaluation value (La2, La3) when the shift rotation speed is included in the reference rotation speed range (0 ≦ N ≦ 1) does not include the shift rotation speed in the reference rotation speed range (N <0, It is evaluated that the use of fuel by the engine is more efficient than the evaluation score (La1, La4) in the case of 1 <N). Further, even if it is included in the reference rotation speed range, it is evaluated that the use of fuel by the engine is more efficient when the fuel efficiency evaluation value N is close to zero than when the fuel efficiency evaluation value N is far from zero ( La2> La3).

  Next, the fuel-saving driving evaluation process executed by the CPU 22 of the fuel-saving driving evaluation device 1 will be described based on the flowchart of FIG.

  This process is started by starting the engine, and is repeatedly executed at predetermined time intervals while the engine is operating.

  When this process is started, first, the vehicle weight calculation unit 26 refers to a wheel weight-displacement map (see FIG. 2) stored in advance in the ROM 24 and based on each relative displacement detected by each displacement sensor 14. The total weight m of the vehicle is calculated (step S1).

  Next, the acceleration determination unit 27 detects the vehicle speed V detected by the vehicle speed sensor 12, the acceleration a detected by the acceleration sensor 11, the accelerator opening detected by the accelerator opening sensor 13, and the engine speed sensor 15. It is determined whether or not the vehicle is accelerating based on the engine speed (step S2). If it is determined that the vehicle is accelerating (step S2: YES), the process proceeds to step S3. On the other hand, if it is determined that the vehicle is not accelerating (for example, idling, decelerating, cruising, etc.) (step S2: NO), this process ends.

  In step S3, the RL horsepower calculation unit 28 acquires the engine output torque Te from the accelerator opening detected by the accelerator opening sensor 13 and the engine speed detected by the engine speed sensor 15, and the engine output torque Te. And the acceleration a detected by the acceleration sensor 11 and the total vehicle weight m calculated by the vehicle weight calculator 26 are substituted into the above equation (1) to calculate the running resistance rr of the vehicle during acceleration running, The RL horsepower is calculated by substituting the running resistance rr and the vehicle speed V detected by the vehicle speed sensor 12 into the above equation (2). Further, the surplus horsepower calculating unit 33 calculates the surplus horsepower by converting the total vehicle weight m calculated by the vehicle weight calculating unit 26 into the current GVW and substituting it into the above equation (3). Then, the CPU 22 proceeds to step S4.

  In step S4, the horsepower limit control unit 29 calculates the reference horsepower by substituting the RL horsepower calculated by the RL horsepower calculation unit 28 and the surplus horsepower calculated by the surplus horsepower calculation unit 33 into the above equation (4). Determine the current horsepower limit mode. The horsepower limit control unit 29 controls the fuel injection valve 20 with a predetermined limit horsepower set in the determined current horsepower limit mode as a maximum output horsepower. Further, the evaluation standard setting unit 30 refers to a reference rotation speed range setting table (see FIG. 3) stored in advance in the ROM 24, and based on the current horsepower limit mode determined by the horsepower limit control unit 29, the standard for fuel efficiency evaluation Set the upper and lower limits of the reference rotation speed range. Then, the process proceeds to step S5.

  In step S5, when the vehicle is accelerating and the clutch sensor 16 detects the clutch disengaged state, the upshift determination unit 31 detects the engine speed detected by the engine speed sensor 15 at that time, and the shift sensor 17 The detected gear stage is temporarily stored in the RAM 25, and the comparison between the temporarily stored gear stage and the gear stage detected by the shift sensor 17 is repeated for a predetermined time after the disconnection state, If the gear stage is changed to a higher gear stage, it is determined that the gear has been shifted up (step S5: YES), and the process proceeds to step S6. On the other hand, the shift-up determination unit 31 does not detect the clutch disengagement state, the gear stage is changed to a low gear stage within the predetermined time period, or the gear stage is not changed within the predetermined time period. In this case, it is determined that the upshift has not been performed (step S5: NO), and the process proceeds to step S2. That is, the processes in steps S2 to S5 are repeatedly executed until the upshift determination unit 31 determines that the transmission gear has been shifted up during acceleration traveling.

  In step S6, the fuel efficiency evaluation unit 32 determines that the up-shifting determination unit 31 determines that the up-shifting has been performed (step S5: YES), and the engine speed (clutch clutch) temporarily stored in the RAM 25 by the up-shifting determination unit 31. The engine speed when the disconnection state is detected is acquired as the shift speed at the time of upshifting, and the process proceeds to step S7.

  In step S7, the fuel efficiency evaluation unit 32 calculates the fuel efficiency evaluation value N by substituting the upper limit value and the lower limit value of the reference rotation speed range of the current horsepower limit mode and the shift rotation speed into the above equation (5), and the ROM 24 The evaluation point La is acquired with reference to the evaluation table (see FIG. 4) stored in advance. The fuel efficiency evaluation unit 32 outputs the acquired evaluation score La to the display unit 21 and displays it on the screen of the display unit 21, and ends this process. Note that the current horsepower limit mode that the fuel efficiency evaluation unit 32 refers to in order to calculate the fuel efficiency evaluation value N in step S7 is the horsepower limit mode at the time of shift up, and the horsepower limit control based on the reference horsepower at the time of shift up. Determined to be part 29. That is, the RL horsepower calculating unit 28 calculates the RL horsepower at the time of upshifting using the running resistance rr and the vehicle speed V at the time of the upshifting, and the horsepower limiting control unit 29 at the time of the upshifting is calculated from the RL horsepower and the surplus horsepower. A reference horsepower is calculated, and a horsepower limiting mode at the time of upshifting is determined.

  In the fuel-saving driving evaluation device 1 configured as described above, the fuel efficiency evaluation unit 32 calculates the fuel efficiency evaluation value N to determine whether or not the shift rotational speed during acceleration of the vehicle is included in the reference rotational speed range. (Shift speed determination) is performed. For this reason, a user such as a driver evaluates whether or not fuel is efficiently used by the engine during acceleration travel (fuel efficiency evaluation) based on the determination result (fuel efficiency evaluation value N) of the fuel efficiency evaluation unit 32. It can be carried out.

  Further, the fuel efficiency evaluation unit 32 generates a fuel efficiency evaluation value N (evaluation information) indicating the ratio of the detected rotational speed difference to the reference rotational speed difference. For this reason, a user such as a driver can perform a detailed fuel efficiency evaluation for the upshift within the reference rotation speed range based on the fuel efficiency evaluation value N generated by the fuel efficiency evaluation unit 32.

  Further, the calculated value of the RL horsepower is a value calculated by the RL horsepower calculating unit 28 using the running resistance rr and the vehicle speed V at the time of the up-shifting, so that the use conditions of the vehicle such as road gradient, weather, and air resistance are reflected. Value. When the RL horsepower increases or decreases, the reference horsepower calculated by the horsepower limit control unit 29 increases or decreases, and the upper limit value and the lower limit value of the reference rotation speed range of the horsepower limit mode determined by the horsepower limit control unit 29 based on the reference horsepower increase or decrease. That is, the upper limit value and the lower limit value of the reference rotation speed range set by the evaluation reference setting unit 30 increase / decrease in accordance with the increase / decrease of the RL horsepower. For this reason, even if the use conditions of the vehicle are different, the shift speed determination by the fuel efficiency evaluation unit 32 and the generation of the fuel efficiency evaluation value N can be performed based on the reference speed range corresponding to each use condition. it can. For example, in the horsepower limit mode pM1 in which the RL horsepower is relatively low and it is not necessary to depress the accelerator pedal largely, the upper limit value and the lower limit value of the reference rotation speed range are set to Na1 and Nb1, and the RL horsepower is relatively high. In the horsepower limit mode pM4 where it is necessary to step in a large amount, the upper limit value of the reference rotation speed range is set to Na4 higher than Na1, and the lower limit value is set to Nb4 higher than Nb1. Therefore, the determination result of the fuel consumption evaluation unit 32 reflecting the vehicle use conditions can be obtained, and the fuel consumption evaluation reflecting the vehicle use conditions can be performed.

  Further, when the vehicle weight increases or decreases, the reference horsepower calculated by the horsepower limit control unit 29 increases or decreases, and the upper limit value and the lower limit value of the reference rotation speed range of the horsepower limit mode determined by the horsepower limit control unit 29 based on the reference horsepower are Increase or decrease. That is, the upper limit value and the lower limit value of the reference rotation speed range set by the evaluation reference setting unit 30 are increased or decreased according to the increase or decrease of the vehicle weight. For this reason, even if the weight of the vehicle differs due to a difference in the load amount of the luggage, the shift speed determination by the fuel efficiency evaluation unit 32 and the fuel efficiency evaluation based on the reference speed range corresponding to the weight of each vehicle A value N can be generated. For example, in the horsepower limit mode pM1 in which the weight of the vehicle is light (reference horsepower is small) and the accelerator pedal does not need to be depressed greatly, the upper limit value and the lower limit value of the reference rotation speed range are set to Na1 and Nb1. When the horsepower limit mode pM4 is heavy (the reference horsepower is large) and the accelerator pedal needs to be depressed greatly, the upper limit value of the reference rotation speed range is set to Na4 higher than Na1, and the lower limit value is higher than Nb1. Set to Nb4. Therefore, it is possible to obtain the determination result of the fuel consumption evaluation unit 32 reflecting the vehicle usage conditions such as the load amount of the luggage, and to perform the fuel consumption evaluation further reflecting the vehicle usage conditions.

  Further, the evaluation reference setting unit 30 sets an upper limit value and a lower limit value of the reference rotation speed range with reference to the reference rotation speed range setting table. In the reference rotation speed range setting table, the upper limit value of the reference rotation speed range is set to increase or decrease in accordance with the increase or decrease of the reference horsepower, and the lower limit value of the reference rotation speed range is set to 75% of the upper limit value. That is, the evaluation standard setting unit 30 suppresses the increase rate of the lower limit value compared to the increase rate of the upper limit value while increasing the upper limit value of the reference rotation speed range according to an increase in the reference horsepower (including the RL horsepower). Since the reference rotational speed range is set wide toward the low rotational speed side, a low shift rotational speed is likely to be included in the reference rotational speed range, the fuel injection amount is relatively small, and the fuel use by the engine is relatively low. Appropriate evaluation is easily performed on the rotational speed.

  Further, since the fuel efficiency can be evaluated based on the ratio (fuel efficiency evaluation value N) of the detected rotational speed difference to the rotational speed difference (reference rotational speed difference) between the upper limit value and the lower limit value of the reference rotational speed range, the reference horsepower Even if the reference rotational speed difference increases or decreases according to the increase / decrease, the shift according to the reference rotational speed range can be evaluated according to the reference rotational speed difference. For example, in the horsepower limit mode pM1 and the horsepower limit mode pM4, even if the detected rotational speed difference is the same, the reference rotational speed difference is small in the horsepower limited mode pM1, and therefore the detected rotational speed difference with respect to the reference rotational speed difference is small. The ratio becomes large (far from zero), and it is easy to evaluate that the use of fuel by the engine is not efficient because it is a shift-up at a relatively high rotational speed. On the other hand, in the horsepower limit mode pM4, the reference rotational speed difference is Since it is large, the ratio of the detected rotational speed difference to the reference rotational speed difference is small (close to zero), and it is easy to be evaluated that the use of fuel by the engine is efficient because the shift is up at a relatively low rotational speed.

  Therefore, according to the present embodiment, even when the use conditions of the vehicle are different, it is possible to reliably reflect the use conditions and perform a common evaluation.

  In the present embodiment, the fuel efficiency evaluation unit 32 outputs the evaluation point La to the display unit 21 and displays it on the screen of the display unit 21 to allow the driver to recognize the current driving evaluation in real time. Without providing the display unit 21, it is not necessary for the driver to recognize the current driving evaluation. In this case, the detection data detected by various sensors and the evaluation point La acquired by the fuel efficiency evaluation unit 32 are stored in a removable storage medium or the like (memory card or the like), and the driver is evaluated for driving afterwards. Also good.

  Further, the engine rotation at the time when the clutch sensor 16 detects the clutch disengagement state is acquired as the shift rotation speed at the time of the shift up. However, the present invention is not limited to this. For example, the clutch sensor 16 indicates the clutch disengagement state. After the detection, the engine speed when the accelerator opening detected by the accelerator opening sensor 13 becomes smaller than the predetermined opening, and before the upshift determination unit 31 determines that the gear stage has been shifted up. You may acquire the maximum engine speed etc. in a predetermined period as a shift speed at the time of upshifting.

  Moreover, although the fuel efficiency evaluation part 32 acquired the evaluation score La based on the fuel efficiency evaluation value N with reference to the evaluation table, any threshold value (for example, 0, 0.5, or 1) is obtained without referring to the evaluation table. Etc.) and the fuel efficiency evaluation value N may be obtained by obtaining the evaluation point La. Alternatively, first, it is determined whether or not the shift rotation speed is included in the reference rotation speed range. When the shift rotation speed is included in the reference rotation speed range, the fuel efficiency evaluation value N is generated by the above equation (5). Then, the evaluation point La may be acquired by comparing the arbitrary threshold value (0 to 1) with the fuel efficiency evaluation value N.

  Further, in the present embodiment, the evaluation points La of the evaluation table are distributed to the four evaluation points La1 to La4 according to the fuel efficiency evaluation value N, but may be further divided and distributed.

  Moreover, in this embodiment, although the reference | standard rotation speed difference of horsepower limitation mode pM1-pM4 was increased / decreased according to the reference horsepower, it is not limited to this, You may unify each reference | standard rotation speed difference. . In this case, a rotational speed difference (detected rotational speed difference) between the shift rotational speed and the lower limit value may be generated as evaluation information indicating the position of the shift rotational speed within the reference rotational speed range, and the detected rotational speed difference is zero. It may be evaluated that the case close to is more efficient than the case away from zero. That is, it may be evaluated that the case where the position indicated by the evaluation information (shift rotation speed) is closer to the lower limit value is more efficient than the case where the position is far from the lower limit value.

  Moreover, in this embodiment, although four reference | standard rotation speed ranges were provided, it is not limited to this. In addition, although the upper limit value of the reference rotation speed range is set to the respective governing start rotation speeds of the respective horsepower restriction modes pM1 to pM4, it is not limited to this. Moreover, you may set the maximum torque rotation speed which generate | occur | produces each maximum torque of each horsepower limitation mode pM1-pM4 to the lower limit of a reference | standard rotation speed range.

  Further, in this embodiment, the evaluation standard setting unit 30 refers to the reference rotational speed range setting table and increases or decreases the upper limit value and lower limit value of the reference rotational speed range according to the increase or decrease of the reference horsepower. Instead, the evaluation criterion setting unit 30 may increase or decrease at least one of the upper limit value and the lower limit value according to the increase or decrease of the reference horsepower (RL horsepower, surplus horsepower). When the upper limit value is increased or decreased according to the increase or decrease of the reference horsepower, even if the reference horsepower is increased, a high shift rotation speed is easily included in the standard rotation speed range. It becomes possible. On the other hand, when the lower limit value is increased or decreased in accordance with the increase or decrease of the reference horsepower, the lower limit value that is evaluated as the most efficient use of fuel by the engine rises even if the reference horsepower increases. The number of rotations can be easily evaluated, and an evaluation reflecting the use conditions of the vehicle is possible.

  Further, it is not necessary to calculate the surplus horsepower (W) from the total weight m (kg) of the vehicle. For example, a predetermined value may be calculated from the RL horsepower and the total weight m of the vehicle by a predetermined arithmetic expression or the like, and the evaluation reference setting unit 30 may determine the reference rotation speed range based on the predetermined value.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to the content of the said embodiment, Of course, it can change suitably in the range which does not deviate from this invention. That is, it is needless to say that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

  For example, in the above-described embodiment, the fuel-saving driving evaluation device 1 mounted on the vehicle has been described. However, the present invention is not limited to this, and the fuel-saving driving evaluation device may be provided outside the vehicle. In this case, each detection data detected by each sensor of the vehicle is acquired from the vehicle via a removable storage medium or wireless communication, and the fuel-saving driving evaluation device performs the fuel-saving driving evaluation process based on the acquired detection data. May be performed. Further, the detection data of the various sensors and the evaluation point La may not be acquired in real time but may be acquired after the fact. For example, the detection data of various sensors at the time of shifting up of the transmission gear during acceleration running afterwards is read from a storage medium or the like, and the reference horsepower (RL horsepower, surplus horsepower) at the time of shifting up and the reference rotation speed are read from the detected data A range may be obtained, and the shift rotational speed determination and evaluation information generation may be performed based on the reference rotational speed range and the shift rotational speed.

  In addition, in the fuel-saving driving evaluation system for performing fuel-saving driving evaluation in all driving states of the vehicle (including during acceleration driving, idling, deceleration, cruising, etc.), fuel-saving driving during acceleration driving You may apply as a fuel-saving driving | operation evaluation apparatus for evaluating.

  Further, in the above embodiment, the horsepower restriction control unit 29 is provided, and in the horsepower restriction modes pM1 to pM3, when the output horsepower reaches a predetermined restriction horsepower while the vehicle is running, the fuel injection valve 20 is reached until the governing start rotational speed is reached. Although the horsepower restriction control is performed to control the fuel injection amount and maintain the output horsepower at the predetermined restricted horsepower, the horsepower restriction control unit 29 may not be provided. That is, the fuel-saving driving evaluation device 1 may be applied to a vehicle that does not perform horsepower restriction control. In this case, the evaluation standard setting unit 30 calculates the reference horsepower, compares the reference horsepower with a plurality of preset threshold values, and assigns the current traveling state to a plurality of traveling modes having different reference rotational speed ranges. Also good. For example, as in the horsepower limit modes pM1 to pM4 of the reference rotation speed range setting table shown in FIG. 3, the reference rotation speed range is set to a higher rotation area as the reference horsepower is higher, and the reference rotation speed range is set to be lower as the reference horsepower is lower. You may distribute to four driving modes set to a low-speed area. Then, the evaluation criterion setting unit 30 may set the upper limit value and the lower limit value of the reference rotation speed range according to the traveling mode indicating the current traveling state.

  Moreover, in the said embodiment, although the fuel-saving driving | operation evaluation apparatus 1 was applied to the fuel-saving driving | operation evaluation system for evaluating the driving | running state of MT vehicle, the driving | running | working of an AMT (Automatic Manual Transmission) vehicle and AT (Automatic Transmission) vehicle. You may apply to the fuel-saving driving | operation evaluation system for evaluating a state. Even if the vehicle is an AMT vehicle or an AT vehicle, the shift rotational speed changes depending on the driver's operation (depression amount) of the accelerator pedal. For example, when the amount of depression of the accelerator pedal is large, the gear is shifted up at a high engine speed, and when the amount of depression of the accelerator pedal is small, the gear is shifted up at a low engine speed. As described above, even if the vehicle is an AMT vehicle or an AT vehicle, the shift rotational speed is changed by the driver's operation of the accelerator pedal and the fuel consumption rate (fuel consumption) by the engine is also changed. Driving can be evaluated from the viewpoint of fuel saving. In this case, the engine speed (shift speed) at the time of the shift up acquired by the fuel efficiency evaluation unit 32 may be the engine speed immediately before the transmission gear is changed from the low gear stage to the high gear stage. .

1: Fuel-saving driving evaluation device 11: Acceleration sensor 12: Vehicle speed sensor 13: Accelerator opening sensor 14: Displacement sensor 15: Engine speed sensor 16: Clutch sensor 17: Shift sensor 26: Vehicle weight calculation unit 27: Acceleration determination unit 28: RL horsepower calculation unit (running resistance horsepower calculation means)
29: Horsepower limit control unit (evaluation standard setting means)
30: Evaluation standard setting unit (evaluation standard setting means)
31: Upshift determination unit 32: Fuel consumption evaluation unit (shift rotation speed determination unit, evaluation information generation unit)
33: Margin horsepower calculator

Claims (4)

A fuel-saving driving evaluation device for performing fuel efficiency evaluation during acceleration traveling of a vehicle having a transmission gear,
Traveling resistance horsepower calculating means for calculating a traveling resistance horsepower using a traveling resistance and a vehicle speed at the time of upshifting of the transmission gear during acceleration traveling;
An evaluation reference setting means for setting a reference rotation speed range indicating a range of the engine rotation speed as a reference for fuel efficiency evaluation at the time of the upshift;
Shift rotational speed determination for comparing whether or not the shift rotational speed is included in the reference rotational speed range by comparing a shift rotational speed indicating the engine rotational speed of the vehicle at the time of the shift up and the reference rotational speed range Means, and
The evaluation reference setting means increases or decreases at least one of an upper limit value and a lower limit value of the reference rotation speed range according to an increase or decrease of the running resistance horsepower calculated by the running resistance horsepower calculating means,
The use of fuel by the engine is evaluated to be more efficient when the shift rotational speed is included in the reference rotational speed range than when the shift rotational speed is not included in the reference rotational speed range. Fuel efficiency driving evaluation device. The fuel-saving driving evaluation device according to claim 1,
Evaluation information generating means for generating evaluation information indicating the position of the shift rotation speed within the reference rotation speed range;
The fuel consumption by the engine is evaluated to be more efficient when the position indicated by the evaluation information is closer to the lower limit value than when the position is closer to the lower limit value. Evaluation device. The fuel-saving driving evaluation device according to claim 2,
The evaluation information generated by the evaluation information generating means is a fuel efficiency evaluation value indicating a ratio of a rotational speed difference between the shift rotational speed and the lower limit value with respect to a rotational speed difference between an upper limit value and a lower limit value of the reference rotational speed range. And
The fuel-saving operation evaluation apparatus characterized in that the use of fuel by the engine is evaluated to be more efficient when the fuel consumption evaluation value is close to zero than when the fuel consumption evaluation value is far from zero. The fuel-saving driving evaluation device according to any one of claims 1 to 3,
The fuel-saving driving evaluation device, wherein the evaluation reference setting means increases or decreases at least one of an upper limit value and a lower limit value of the reference rotation speed range by increasing or decreasing the weight of the vehicle.

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