JPS6093581A - Operation managing equipment for automobile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automobile operation control system, and in particular, detects the gear in use of the transmission from the ratio of the engine rotational speed to the output rotational speed of the transmission, and detects the vehicle or This invention relates to an automobile operation control device that obtains data regarding the operating status of an engine.

As the price of fuel refined from petroleum resources rises, the proportion of fuel costs in the operating costs of commercial vehicles equipped with diesel engines is increasing.For example, in the case of route trucks, the proportion of fuel costs is increasing. It has reached about 80%. Under these circumstances, automobile manufacturers are making various improvements to engines and vehicles to improve fuel efficiency. However, if the operation manager does not perform appropriate maintenance, or if the driver does not take care to drive in a way that improves fuel efficiency, fuel efficiency will deteriorate and costs will increase.

In view of these problems, traffic control devices have been proposed especially for commercial vehicles. The purpose of this device is to provide the driver with data to enable economical driving, and to provide the operation manager with data to manage economical driving. Furthermore, information regarding the timing of maintenance can also be provided. This device uses a microcomputer, and the microcomputer processes various detected values such as the engine rotational speed detected by the sensor 1, and outputs the data using a printer or the like. And with this kind of operation management device, fuel consumption and
It becomes possible to determine the frequency of use in each rotational speed range of the engine, or the distribution of the frequency of use in each stage of the transmission.

In particular, when obtaining the frequency of use of each stage of the transmission, the number of revolutions of the engine is detected by a rotation detection sensor, and the number of revolutions on the output J side of the transmission is detected by, for example, a vehicle speed sensor, and the number of revolutions obtained by these sensors is detected. The used gear of the transmission is detected from the ratio of the engine rotation speed and the output rotation speed of the transmission. However, according to the conventional method of detecting and detecting the used gear of a 1-transmission transmission, it is difficult to detect whether the clutch is in a partially engaged state when starting or changing gears of the transmission, or when the clutch is slipping due to wear. The disadvantage of this method is that it is not possible to accurately detect the gears of the transmission used. Furthermore, if the above calculation result is processed as information using the gear used corresponding to the nearest gear ratio of the transmission, there is a drawback that accurate data cannot be obtained.

The present invention was made in view of these problems, and it is possible to prevent data from being recorded when the clutch is partially engaged or when the clutch is slipping, thereby obtaining more accurate data. It is an object of the present invention to provide an automobile operation management device as described above.

The present invention will be explained below with reference to an illustrated embodiment.

FIG. 1 shows a traffic control device according to an embodiment of the present invention, and this traffic control device is connected to, for example, a diesel engine 1 for a truck. The diesel engine 1 is equipped with a fuel injection pump 2 on its side, and the fuel injection pump 2 is driven by a gear 3 attached to the crank shirt 1- of the engine 1.
and a timer 4.

The timer 4 adjusts the timing at which the fuel injection pump 2 injects fuel. Further, this fuel injection pump 2 is provided with a mechanical governor 5.
The amount of fuel supplied is controlled by Furthermore, a load lever 6 is attached to the outside of the casing of the mechanical governor 5, and this lever 6 is connected to an accelerator pedal 8 via a wire cable 7.

Further, a flywheel housing 9 is provided on the rear side of the diesel engine 1, and a flywheel fixed to the end of the crankshaft of the engine 1 is housed within the housing 9. Furthermore, housing 9
A transmission 10 is provided on the rear side of the engine 1.
The rotational speed of the engine is changed to an appropriate value, and the information is transmitted to the drive wheels via the propeller shaft.

A rotation detection sensor 11 for measuring the rotation speed of the engine 1 is attached, for example, to the front side of the engine 1. Further, a load sensor 12 for detecting the rotational position of the load lever 6 of the mechanical governor 5 is attached to the casing of the governor 5. Note that this load sensor 12 is composed of, for example, a potentiometer. Further, the rotation speed on the output side of the transmission 10 is detected by a vehicle speed detection sensor 13. Further, an accelerator sensor 14 for detecting the amount of depression of the accelerator pedal 8 is attached to the lower side of the accelerator pedal 8.

Furthermore, a brake switch 15 is provided below the brake pedal of a vehicle equipped with this engine 1, and a clutch switch 16 is provided below the clutch pedal. Further, a fuel meter 1 for counting the amount of fuel supplied to the fuel injection pump 2 of the engine 1
7 is provided. The fuel meter 17 includes a fuel meter that counts the amount of fuel supplied to the fuel injection pump 2, and a fuel 81 that counts the amount of fuel returned from the fuel an 13J pump 2 by the number g1.

The above-mentioned rotation detection lens number 11, load sensor 12, vehicle speed detection hinge 13, accelerator sensor 14, brake switch'
15, clutch switch 16, and fuel 5117 are connected to input port 19 of microcomputer 18, as shown in FIG.

On the other hand, Microcombi l-18's output cap-h
A display device 21 and a printer 22 are connected to the display device 20, respectively. Furthermore, the combination coater 18 is equipped with a keyboard 23, and this keyboard 2
3 is connected to the computer 18 via the connector 1-19. Then, on this keyboard 23, the gear ratio of the transmission of the vehicle type to be measured is entered by pressing J2.

Next, the operation of the vehicle operation control system having the above configuration will be explained. When the operation control device comprising the microcomputer 18 detects the used stage of the transmission 10, it is performed based on the flowchart shown in FIG. To explain this operation, the microcomputer 18 first reads the detection output of the clutch switch 16 through the input port 19. This switch 16 is configured to be turned off when the clutch pedal is depressed, and turned on when the clutch pedal is not depressed.

Therefore, the half-clutch state can be determined from the open/closed state of the clutch switch 16. When the clutch switch is OFF, that is, when the clutch is in a disengaged state or a half-clutch state, the used stage of the clutch is not detected. In response, the clutch switch is turned on
In this case, the microcomputer 18 reads the rotation speed of the engine 1 using the rotation detection sensor 11. Furthermore, the microcomputer 18 reads the rotation speed on the output side of the transmission 10 using the vehicle speed sensor 13. Then, the gear ratio of the transmission 10 is calculated from the detected values of these two sensors 11 and 13.

Next, the microcomputer 18
The amount of depression of the accelerator pedal 8 is read by the accelerator sensor 14 through the accelerator sensor 14. If the detection output of the accelerator sensor 14 is less than a predetermined value, and if the accelerator pedal 8 is almost released, it means that the engine 1 is being driven by the vehicle. On the other hand, if the amount of depression of the accelerator pedal 8 exceeds a predetermined value,
This means that engine 1 is driving the vehicle.

Therefore, by reading the amount of depression of the accelerator pedal 8 through the sensor 14, it can be determined whether the vehicle is being driven by the engine 1 or not.

When the depression of the accelerator pedal 8 exceeds a predetermined value, that is, when the vehicle is being driven by the engine 1, it is determined whether the gear register A' obtained by the above calculation is tilted higher. make a judgment. This judgment is to detect whether the clutch slippage exceeds a predetermined value when the vehicle is being driven by engine 1, and if the gear ratio is higher than the predetermined value. That is, if there is slippage in the clutch, no data is recorded. On the other hand, if the gear ratio is lower than a predetermined value and the clutch is not slipping, data on the gear ratio of the transmission 10 is recorded.

Next, if the sensor 14 detects that the amount of depression of the accelerator pedal 8 is less than a predetermined value, it means that the engine 1 is being driven by the vehicle, so the Transmission 1
It is determined whether the 0 gear A7 ratio is tilted low. If the clutch is slipping and the gear A7 ratio is tilted low, data will not be recorded; on the other hand, if the gear ratio is not tilted low to a predetermined value, data of the gear ratio of transmission 10 will not be recorded. will be recorded.

The above judgment is made on the assumption that even if there is slippage in the clutch, the gear i=register A calculated at the time of slippage does not overlap with any of the adjacent gears of the transmission 1o. Therefore, in this case, the criterion 1n for determining whether gear register A is high or low is the gear ratio of each stage stored in the RAM of the microcomputer 18 through the keyboard 23. Therefore, if the calculated gear V ratio when the clutch slips overlaps with that of the transmission 10 adjacent to H, the computer 18 will not be able to determine which comparative level reference value is. Therefore, in such a case, a reference gear ratio value can be specified by setting a switch that detects the position of the shift lever of the transmission 1o at the installation number and supplying the output of this switch to the microcomputer 18. You will be able to do this.

As described above, according to the vehicle operation control device according to the present embodiment, data recording of the gear registers A of 1 to 1o is not performed when the clutch is in a half-engaged state or when there is J slippage in the clutch. Therefore, it is possible to accurately detect the used gear of the transmission 10. Such a device therefore provides extremely reliable data. Furthermore, since the gear ratio of the transmission 10 can be input using the keyboard 23, it can be applied to all types of vehicles. Information obtained by recording data on the gear ratio of the transmission 10 includes, for example, the total number of times the transmission 10 is used, the average engine speed when the transmission 10 is shifted up, etc.
rotation speed, rotation speed distribution of engine 1 when shifting up transmission 10, transmission 1
0, frequency distribution of vehicle speed for each operating stage of transmission 10, transmission 10
This data includes the distribution of the frequency of use of each stage of the clutch, whether or not maintenance of the clutch is necessary, etc.

Next, as an example, we will explain the operation for measuring fuel consumption for each gear of the transmission 10. This operation is performed based on the flowchart shown in FIG. 1 to read the number of used stages of the transmis- sion 10 when there is no one.

This number of stages to be used is determined by detecting the rotation speed J3 of the engine 1 and the rotation speed of the output side of the transmission 1-10 by the rotation detection sensor 11 and the vehicle speed sensor 13, respectively, and processing these by the microcomputer 18, as described above. This is done by obtaining the gear ratio.

Next, this microcomputer 18 uses the fuel g117 to start the G1 number of fuel usage G by IJ11. Furthermore, a clock provided in the microphone computer 18 starts counting the time. Furthermore, by summing up the output from the vehicle speed sensor 13, the distance traveled can be calculated by Df.
l start. This counting operation is continued while the clutch switch 16 is idle, and when the clutch switch 16 is opened, the above-mentioned measurement is stopped. Then, the fuel consumption per unit time is calculated from the ni number (if) of the fuel gauge 17 and the four numerical values of time. Also, from the counted value of the fuel gauge 1 and the counted value of the mileage, the fuel consumption per unit mileage is calculated. Such data will be output by the microcomputer 18 and printed out by the printer 22. In this way, the Ministry of Operation or the operation manager will be able to perform more economical driving. It becomes possible to provide data for maintenance, or to provide information regarding maintenance to operation managers.

Although the present invention has been described above with reference to the illustrated embodiment, the present invention is not limited to the above-described embodiment, and various modifications can be made based on the technical idea of the present invention. For example, information regarding the gear ratios of the transmissions of various car models may be input in advance into the ROM of the microcomputer 18 of the above embodiment. In such a case, before measuring the gear ratios of the transmissions in S1, , only the type of transmission used by the keyboard needs to be entered.

As described above, the present invention is provided with detection means for detecting the half-clutch state d3 and the clutch slipping state. The present invention relates to an automobile operation control device that does not record data regarding the operating state of the vehicle or engine when the vehicle or engine is operating. Therefore, according to the present invention, it is possible to prevent errors from occurring in the performance results due to recording of JjL data not being performed when the clutch is in a partially engaged state or when the clutch is misaligned. Therefore, accurate data can be recorded, and data contributing to economical driving can be provided to the driver or the transportation manager.

[Brief explanation of the drawing]

FIG. 1 is a 10-dimensional diagram of an automobile operation control device according to an embodiment of the present invention, FIG. 2 is a flowchart showing the operation of detecting a half-clutch and clutch slippage by this operation control device, and FIG. The figure is a flowchart showing the operation for calculating the fuel consumption at each stage of use of the transmission. In the symbols used in the drawings, 1...Diesel engine 8...Accelerator pedal 10...Transmission 11...Rotation detection sensor 13...Vehicle speed detection sensor 14...Accelerator sensor 16...Clutch Switch 17...fuel gauge 18...microcomputer 22...printer 23...keyboard. Agent Osamu Matsu

Claims (1)

[Claims] A device that detects the used gear of the transmission from the ratio of the engine rotation speed and the output side rotation speed of the transmission, and also obtains data regarding the operating status of the vehicle or engine at each transmission stage. Means for detecting a state in which the clutch is slipping is provided, and when a half-clutch or a slipping clutch is detected by these detection means, data related to the operating state of the vehicle or engine is not recorded. An automobile operation control device with the following features: