JP2007326574A - Vehicle driving state evaluation system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving state evaluation system capable of providing information useful for enhancing the driving technique of a driver, in a vehicle having an automatic control device. <P>SOLUTION: A driving state display device 1 detects the operating state of an automatic control device mounted on a vehicle based on the driving state, and when it is detected that the drive for degrading the fuel economy is performed, the actually consumed fuel amount and the fuel consumption when the vehicle travels without any drive of degrading the fuel economy are respectively calculated. Then, the amount of the fuel excessively consumed by the drive for degrading the fuel economy is calculated by subtracting the fuel consumption when the vehicle travels without any drive for degrading the fuel economy from the actually consumed fuel amount, and the calculated excessive fuel consumption is displayed on a display unit 4. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a system for evaluating a driving state of a vehicle such as fuel efficiency.

  As an apparatus for evaluating a vehicle driving state such as fuel efficiency, there is a fuel efficiency display apparatus disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-205925. This device calculates the fuel consumption based on the fuel injection pulse signal output from the engine control unit, calculates the travel distance based on the vehicle speed pulse signal output from the vehicle speed sensor, and calculates the calculated travel distance as the fuel consumption. The fuel consumption is calculated and displayed by dividing by.

  However, by simply displaying the fuel consumption as in the above-described conventional example, the driver can specifically improve the driving operation to improve the fuel consumption, and to what extent by improving the driving operation. I don't know if fuel economy will improve, and it's not enough to help improve driving skills.

Therefore, as in Japanese Patent Application No. 2001-168964 proposed by the applicant of the present application, in a vehicle equipped with a manual transmission, when an operation that deteriorates fuel efficiency such as sudden acceleration is performed, the amount of extra fuel consumed ( The excess fuel consumption) is calculated, displayed to the driver, and if driving is performed that deteriorates fuel consumption, this immediately appears as an increase in excess fuel consumption, causing the driver to deteriorate fuel consumption. There is something that informs the driving operation and uses it as a reference when improving the driving operation.
JP 2000-205925 A

  However, in the latter conventional example, the amount of depression of the accelerator pedal operated by the driver, the shift speed (gear ratio) selected by the manual transmission and the driving state such as the vehicle speed are detected to calculate the excess fuel consumption amount and Although the determination is made, if an attempt is made to apply the latter conventional example to a vehicle equipped with a constant speed traveling device (auto cruise controller), the accelerator pedal is not depressed during operation of the constant speed traveling device. The engine output cannot be obtained from the amount of depression of the accelerator pedal and the engine rotation speed, and as a result, there has been a problem that the calculation of excess fuel consumption cannot be performed.

  In addition, when the latter conventional example is applied to a vehicle equipped with an automatic transmission including a torque converter, slippage occurs in the pump and turbine in the converter range of the torque converter. Since the work performed is affected by the transmission efficiency of the torque converter, there has been a problem that the excess fuel consumption cannot be calculated accurately.

  Furthermore, in a vehicle equipped with an automatic control device such as a constant speed traveling device or an automatic transmission, the driver's intention to drive does not directly correspond to the engine rotational speed or the gear ratio (speed stage). In the applied vehicle, the driver's driving intention appears as a command to a constant speed traveling device such as maintaining the vehicle speed or acceleration / deceleration, and in the vehicle to which the automatic transmission is applied, the driver's driving intention appears as the amount of depression of the accelerator pedal. As in the latter conventional example, there is a problem that it is impossible to teach an ideal driving operation so as to use a higher speed gear as much as possible for both acceleration and steady state.

  Therefore, the present invention has been made paying attention to such points, and in a vehicle equipped with an automatic control device such as a constant speed traveling device or an automatic transmission with a torque converter, it is useful for the driver to improve driving technology. The purpose is to present information and improve fuel efficiency by improving driving operations, and in turn reduce pollution.

  According to a first aspect of the present invention, there is provided an automatic control device comprising: means for setting a target driving state; and control means for controlling the driving force so as to achieve the set driving state; and driving for detecting the driving state. State detection means, automatic control device operation state detection means for detecting or estimating the operation state of the automatic control device based on the operation state, and fuel actually consumed based on the operation state and the operation state of the automatic control device A vehicle operating state evaluation system comprising: a fuel amount calculating means for calculating an amount, an excessively consumed fuel amount; and a display means for displaying the calculated excess fuel consumption amount to a driver.

The second aspect of the invention is actually consumed when it is detected that the fuel consumption deterioration detecting means for detecting that the driving for worsening the fuel consumption is performed and the driving for deteriorating the fuel consumption is performed. Fuel amount calculation means for calculating the amount of fuel and the amount of fuel consumed when the vehicle is driven without driving to deteriorate the fuel consumption, and the fuel consumption is deteriorated from the actually consumed fuel amount Excess fuel amount calculating means for calculating an excess fuel amount excessively consumed by the operation that reduces the amount of fuel consumed when driving without being performed and deteriorates the fuel efficiency; and the calculated excess fuel In a vehicle driving state evaluation system comprising display means for displaying consumption to a driver,
The fuel amount calculation means includes automatic control device operation state detection means for detecting an operation state of an automatic control device that is mounted on a vehicle and performs control relating to driving force, based on an operation state, and the automatic operation in which the operation is detected is detected. The fuel amount is calculated according to the characteristics of the control device.

  In a third aspect based on the second aspect, the automatic control device is a constant speed traveling device, and the automatic control device operating state detection is a driving state in which the driving state of the vehicle is set in advance. Sometimes it is estimated that the constant speed travel device is in operation.

  In a fourth aspect based on the third aspect, the fuel amount calculation means includes output adjustment state detection means for detecting an operation state of an output adjustment portion provided in the constant speed traveling device, The engine torque and the fuel consumption rate are calculated based on preset engine characteristics from the operating state of the output adjusting unit and the engine speed.

  In a fifth aspect based on the fourth aspect, the fuel amount calculation means obtains an engine output from the engine torque and the engine speed, and is consumed from a product of the engine output and the fuel consumption rate. Calculate the amount of fuel.

  In a sixth aspect based on the fourth aspect, the output adjusting unit has fuel injection amount control means for controlling a fuel injection amount by an injection pulse by electronic control, and includes an engine speed, an injection pulse width, To calculate the engine torque and the fuel consumption rate based on engine characteristics set in advance.

  According to a seventh aspect of the present invention, in the second aspect of the present invention, the automatic control device is an automatic transmission provided with a torque converter, and the automatic control device operating state detection is indirectly detected from an engine speed. The operating state is detected from the output side rotational speed of the torque converter based on the speed ratio.

  In an eighth aspect based on the seventh aspect, the fuel amount calculation means calculates a torque ratio and transmission efficiency of the torque converter from the speed ratio and a preset characteristic of the torque converter, and uses the torque converter. The amount of fuel consumed in vain is calculated.

  In a ninth aspect based on the eighth aspect, the fuel amount calculation means calculates the engine torque and the fuel from a predetermined engine characteristic based on an engine speed and an accelerator operation amount or an accelerator operation amount equivalent value. The consumption rate is obtained, the engine output is calculated from the engine torque and the engine rotational speed, the fuel consumption is obtained from the fuel consumption rate and the engine output, and the fuel consumption and the work that the vehicle has run against resistance. The amount of fuel consumed unnecessarily is calculated from the required fuel amount obtained by multiplying the rate by the fuel consumption rate.

  In a tenth aspect of the present invention based on any one of the seventh to ninth aspects, the fuel amount calculation means includes an engine rotational speed calculated from a rotational speed of a drive wheel or a drive shaft and a gear ratio, an actual speed. When the engine rotation speeds are equal, it is determined that the engine is locked up, and both the speed ratio and the transmission efficiency of the torque converter are set to 1.

  Therefore, the first or second invention detects or estimates the operating state of the automatic control device mounted on the vehicle based on the driving state, and when driving that deteriorates fuel consumption such as sudden acceleration is performed, the extra operation is thereby performed. The amount of fuel consumed (excess fuel consumption) is calculated according to the characteristics of the automatic control device and displayed to the driver. If you perform a driving that deteriorates fuel consumption, it immediately appears as an increase in excess fuel consumption, so the driver can know the driving operation that caused the fuel consumption to deteriorate, and reference when improving driving operation Can be. In addition, since the driver can recognize how much the fuel consumption has been deteriorated by his / her driving operation, the driver can be urged to improve the driving technique. In particular, in a vehicle equipped with a constant speed traveling device or an automatic transmission with a torque converter as an automatic control device, it is difficult for the driver to directly command the gear position, but the vehicle speed and automatic transmission set for the constant speed traveling device are difficult. It is possible to teach excessive fuel consumption with respect to the accelerator operation amount in the mode, and it is possible to improve the driving technique according to the characteristics of an automatic control device such as a constant speed traveling device or an automatic transmission. .

  Furthermore, when a vehicle operating state evaluation system is added to a vehicle equipped with an automatic control device, the operating state can be determined from the signal of the automatic control device, but the operating state of the automatic control device is detected from the driving state of the vehicle. Thus, it is possible to easily attach, and it is possible to prevent malfunction of the automatic control device due to processing of the signal line or the like.

  According to the third invention, in a vehicle equipped with a constant speed traveling device as an automatic control device, the constant speed traveling control is being performed by the constant speed traveling device when the driving state of the vehicle becomes a preset driving state. It is possible to easily add a vehicle operating state evaluation system without using a signal from a constant speed traveling device, and during a constant speed traveling control period in which the accelerator operation amount is zero The amount of fuel can be accurately calculated.

  Further, according to the fourth or fifth invention, the engine torque and the fuel consumption rate are calculated based on the preset engine characteristics from the operating state of the output adjusting unit provided in the constant speed traveling device and the engine speed. Thus, the consumed fuel amount and the wasted fuel amount can be obtained respectively.

  According to the sixth aspect of the present invention, when the output adjusting unit controls the fuel injection amount by the electronically controlled injection pulse, the engine torque and the fuel based on the engine characteristics set in advance from the engine speed and the injection pulse width. The consumption rate can be calculated accurately.

  According to the seventh aspect of the invention, when the automatic transmission device having the torque converter is provided as the automatic control device, the automatic operation device is operated based on the speed ratio from the engine rotation speed and the indirectly detected output side rotation speed of the torque converter. By detecting the condition, the converter range can be distinguished from the lockup state or coupling range with good transmission efficiency, the fuel amount can be accurately calculated, and the gear position cannot be determined at the driver's will In such a case, a desired driving operation can be taught by displaying the relationship between the operation state such as the accelerator operation amount and the amount of fuel consumed in vain.

  Further, according to the eighth or ninth invention, by calculating the torque ratio and the transmission efficiency of the torque converter from the speed ratio and the preset characteristics of the torque converter, the amount of fuel wasted in the converter range can be reduced. Can be calculated accurately.

  According to the tenth invention, when the engine rotational speed calculated from the rotational speed of the drive wheel or the drive shaft and the gear ratio is equal to the actual engine rotational speed, the lock ratio is determined and the speed ratio is determined. Since the transmission efficiency of the torque converter and the torque converter are both 1, it is not necessary to receive a signal relating to the operation of the lockup mechanism from the automatic control device, and therefore it is possible to easily add a vehicle operating state evaluation system.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a configuration in which a vehicle operating state evaluation system according to the present invention is applied to a vehicle equipped with a constant speed traveling device (auto cruise controller) and an automatic transmission with a torque converter. This system includes a driving state display device 1 mounted on a vehicle to be evaluated and a manager personal computer 2 that manages the vehicle.

  The driving state display device 1 includes a driving state calculation unit 3, a display unit 4, a memory card read / write unit 5, and an acceleration sensor 6, so that at least the display device 4 is easily visible to the driver. Mounted on the vehicle to be evaluated.

  The driving state calculation unit 3 includes a vehicle speed (drive wheel or drive shaft rotation speed) signal, an engine rotation speed signal (not shown), a coolant temperature signal, an accelerator operation amount signal, a fuel temperature signal, a shift position signal, and the like. The vehicle output signal and the acceleration signal from the built-in acceleration sensor 6 are input. Although the vehicle output signal can be obtained from an engine control unit (not shown), it can also be obtained directly from a sensor that detects these signals without going through the engine control unit. The shift position signal is a gear position signal output from an automatic transmission (or a shift control device), and the gear ratio of each gear stage is known. Therefore, the gear ratio is determined according to the shift position signal.

  The automatic transmission has an overdrive switch (hereinafter referred to as an OD switch) for setting whether or not to perform a shift at the highest gear position (for example, the fourth speed in the case of the fourth forward speed) according to the operation of the driver, L range for mainly shifting only the first speed to increase power, 2 range for shifting up to 2nd speed, 3 range for shifting up to 3rd speed, D range as automatic shift mode used for normal driving, It includes an R range as a reverse position, an N range as a neutral position, a P range used when parking, and the like.

  The constant speed traveling device 10 controls the engine output and the shift stage of an automatic transmission with a torque converter, which will be described later, so as to realize the vehicle speed set by the driver.

  Here, during a period during which the constant speed traveling device 10 is operating (during constant speed traveling control), since the operation signal is turned on to the engine control unit, as shown by the wavy line in FIG. If the operation signal line from the constant speed traveling device 10 is connected to 1, it is possible to easily determine whether or not the constant speed traveling control is being performed based on ON and OFF of the operation signal.

  The constant speed traveling device 10 includes a set switch (not shown) that starts constant speed traveling control by a driver's operation, an acceleration switch that commands acceleration (increase in vehicle speed), and a deceleration that commands deceleration (decrease in vehicle speed). A switch, a resume switch for returning to constant speed traveling control, and the like are provided, and the vehicle speed can be set according to the driver's driving intention. Note that the release of the constant speed traveling control is performed when a predetermined release condition is satisfied, such as operation of the brake pedal or vehicle speed falling below a predetermined lower limit value.

  The constant speed traveling device 10 is composed of an output adjusting unit that commands the throttle opening (or fuel injection amount) so that the actual vehicle speed matches the set vehicle speed.

  An example of the engine output adjustment unit is shown in FIG. In FIG. 2, the movement of the accelerator pedal is transmitted to the output adjusting lever 17 of the output adjusting unit (for example, a diesel engine train pump or a gasoline engine throttle valve) by a wire 18 or a linkage. Detected. According to this, in order to reduce the smoke at the initial stage of acceleration immediately after the accelerator pedal 7 is depressed, the true position of the output adjustment unit is detected even when a damper (dashpot) is inserted between the accelerator and the output adjustment unit. be able to.

  On the other hand, when the constant speed traveling device 10 is turned on and the vehicle speed is set, the actuator 14 operates to rotate the drum 13 so as to maintain the vehicle speed. 13 is coaxial with the output adjustment lever 17 and can freely rotate around its axis. When the actuator 14 rotates the drum 13 rightward (counterclockwise) in the figure via a wire or link, the output adjustment lever 17 is pushed by the pickup portion 15 at the tip of the drum 13 and rotated in the same direction to increase the output. .

  When the vehicle speed becomes higher than the set value, the actuator 14 slightly rotates the output adjustment lever 17 in the left direction (clockwise) in the drawing to reduce the engine output. Thus, when the constant speed traveling device 10 is operating, the output adjusting lever 17 maintains an appropriate position even if the foot is lifted from the accelerator pedal 7.

  At this time, even if the accelerator pedal 7 is not depressed, a substantial accelerator operation amount can be detected by the output adjustment unit operation amount detection sensor 16 based on the movement of the output adjustment lever 17.

  The engine output adjustment unit is not limited to the one using the mechanical actuator 14 as shown in FIG. 2, but controls the width of the fuel injection pulse sent to the fuel injection valve as shown in FIG. Thus, the speed may be kept constant. In the engine output adjustment unit of FIG. 3, when the target vehicle speed is set, the target value is compared with the current speed (actual vehicle speed) by the computer 19, and when the actual vehicle speed becomes slower than the allowable range of the target value, the fuel injection pulse The engine rotation speed is controlled so as to maintain the speed within the range of the target value by increasing the width and conversely decreasing the actual vehicle speed when it becomes faster than the target value. This is constant speed running control possible with a diesel engine equipped with a fuel injection means such as a common rail type. In addition, you may apply to the constant speed running control using the gasoline engine provided with the fuel injection valve.

  In this case, as shown in FIG. 4, a map (engine characteristics) is prepared with the engine speed and pulse width as both axes (vertical axis, horizontal axis) and torque and fuel consumption rate as parameters. The torque and the fuel consumption rate are read out, the engine output is obtained from the engine speed and the torque as will be described later, and the actual fuel consumption is calculated from the engine output and the fuel consumption rate. Then, the required fuel obtained by multiplying the work rate of the vehicle against the running resistance by the fuel consumption rate is obtained, and the amount of fuel consumed wasted from the difference between the required fuel and the actual fuel consumption. it can.

  In some cases, as shown by a broken line A in FIG. 4, the pulse width is set to be small in a low speed or high speed region so that excessive smoke is not generated.

  Moreover, what is necessary is just to use the operation amount of an accelerator pedal as an operation state of an output adjustment part during the period when the constant speed traveling apparatus 10 has stopped. Alternatively, during operation of the constant speed traveling device 10, the output of the opening sensor 16 may be used as the accelerator operation amount equivalent value.

  The driving state calculation unit 3 calculates the driving state such as fuel consumption based on the various signals input above, the vehicle specification data read from the memory card 7, the engine overall performance map, and the like. Then, the calculated operation state is displayed on the display unit 4 and recorded in the memory card 7 by the memory card reading / writing unit 5.

  Here, the engine overall performance map is usually a map showing the relationship between the engine speed and the fuel consumption rate (BSFC) with respect to the engine torque as shown in FIG. 5 (a). The fuel consumption rate in the torque is stored.) However, it is inconvenient to handle because it is necessary to calculate the engine torque every time to obtain the fuel consumption rate. Therefore, here, as shown in FIG. 5 (b), this is rewritten so that the vertical axis represents the accelerator operation amount (output of the opening sensor 16 or the throttle opening) and the horizontal axis represents the engine rotation speed. The engine torque and the fuel consumption rate in the operating state are stored as the engine total performance map.

  Here, an example applied to the constant speed traveling device 10 using the engine overall performance map as shown in FIG. 5B will be described. First, the engine torque is obtained and the traveling resistance (air resistance Rl [N] It is necessary to obtain the rolling resistance Rr [N], the acceleration resistance Ra [N], and the gradient resistance Ra [N]).

  The administrator personal computer 2 includes a vehicle database, management software, and the like, and various kinds of information necessary for the operation state calculation with the operation state display device 1 via the memory card 7 that is a readable / writable recording medium. Exchange of data and calculation results of driving conditions recorded during driving.

  The administrator personal computer 2 automatically generates an engine total performance map of a vehicle to be evaluated, records data necessary for calculating the driving state, and records the engine total performance map in the memory card 7, and the driving state display device 1. And used for analysis and display of data recorded in the memory card 7.

  Next, an automatic transmission with a torque converter is shown in FIG.

  In FIG. 6, the torque converter 20 is composed of three elements: a pump impeller 23, a turbine runner 22, and a stator 24. The pump impeller 23 rotates integrally with the crankshaft 31 of the engine 30, but the turbine runner 22 is transmitted with force from the pump impeller 23 via fluid.

  Here, when the rotation of the turbine runner 22 is low relative to the pump impeller 23, the stator 24 changes the direction of the fluid flow and increases the torque. Here, the ratio of the rotational speed (nt) of the turbine runner 22 and the rotational speed (np = N) of the pump impeller 23 is the speed ratio e.

  However, when the rotational speed nt of the turbine runner 22 becomes about 0.8 times the rotational speed np of the pump impeller 23 (the speed ratio e is about 0.8), the stator 24 is disengaged due to the one-way clutch 25 being disengaged. Yes. In a region where the speed ratio e is larger than this, there is no torque expansion by the torque converter. The turbine runner 22 is splined to the input shaft 29 of the automatic transmission 27 via the output shaft 26, so that the rotational speed of the input shaft 29 is the same as that of the turbine runner 22.

  The speed ratio e is obtained from the engine rotational speed and the rotational speed of the turbine runner 22 obtained indirectly, and the transmission efficiency η is obtained from the characteristic diagram of the torque converter prepared in advance as shown in FIG. At 20, the amount of fuel consumed in vain is calculated.

  First, the torque and fuel consumption rate are obtained from the map based on the engine speed and the position of the output control unit, and then the engine output is calculated from the engine speed and the obtained torque. Calculate the fuel consumption per hit. Here, the rotational speed of the turbine runner 22 is the rotational speed of the wheel or drive shaft and the gear position signal from the control unit in the case of an electronically controlled automatic transmission, or the control unit line in the case of a mechanical automatic transmission. The gear ratio being used can be determined from the hydraulic pressure. On the other hand, by multiplying the speed at that time and the running resistance, the work rate of the vehicle against the resistance is calculated. By dividing this by the transmission efficiency after the transmission (for example, 0.97), the work rate inputted to the input shaft 29 can be obtained.

  Incidentally, the ratio between the power ratio and the power ratio of the engine corresponds to the transmission efficiency η of the torque converter 20.

  This means that (1-η) times the amount of fuel consumed by the engine has been wasted. Here, η may be obtained directly from FIG. 7, but the values in this figure are design values or values in an ideal state. Therefore, the transmission efficiency η of the torque converter 20 slightly changes depending on the change in properties of the working fluid (torque oil), the temperature, and the performance deterioration of the torque converter 20. For this reason, it is more realistic to use a value obtained by calculation. Further, when the vehicle speed is increased and the engine rotation speed N and the turbine runner 22 rotation speed (nt) are equal, it is determined that the lockup clutch 21 is turned on (= engaged, lockup state), and the speed ratio Both transmission efficiency is 1.

  The specific contents of this system will be described below.

1. Setting of Evaluation Target Vehicle Data When evaluating the driving state of the vehicle using this system, first, the administrator personal computer 2 selects a vehicle to be evaluated from the vehicle database. Items selected here include manufacturer name, vehicle type, model year, engine type, idling speed, total vehicle weight, final reduction gear reduction ratio, transmission gear ratio at each gear position, wind deflector type, There are body shapes, tire sizes, etc., and items corresponding to the vehicle to be evaluated are selected.

  When these selections are completed, the data specific to the selected vehicle, for example, the maximum engine torque, the engine speed at the maximum engine torque, the maximum driving force, the minimum fuel consumption rate, the engine rotation speed at the minimum fuel consumption rate, etc. Engine performance data, body projection data such as front projection area, air resistance coefficient, engine rotation pulse number (relationship between engine rotation speed and engine rotation pulse number), vehicle speed pulse number (relation between vehicle speed and vehicle speed pulse number), etc. Is automatically selected, and the selected data is written to the memory card 7.

  Of the data selected here, engine performance data and vehicle body characteristic data can be extracted from catalogs and maintenance manuals distributed by each automobile manufacturer, so an actual running test was conducted before creating the database. There is no need to collect these data. Further, the number of engine rotation pulses and the number of vehicle speed pulses can be obtained from the output signal of the engine control unit mounted on each vehicle.

  In addition, the administrator personal computer 2 evaluates based on several types of typical torque patterns prepared in advance based on the torque of the vehicle to be evaluated stored in the vehicle database in order to create an overall performance map of the engine. Torque pattern matching of the target vehicle is performed.

  The fuel consumption rate of engines with similar torque patterns is known to have almost the same characteristics regardless of the engine type (displacement, etc.), so the fuel consumption rates corresponding to typical torque patterns prepared in advance Fuel consumption rate data corresponding to the torque pattern of the target vehicle is selected from the characteristic data, and the fuel consumption rate characteristic is obtained. Then, by combining the selected fuel consumption rate characteristic data and the actual minimum fuel consumption rate, the fuel consumption rate under the remaining operating conditions is calculated, and the fuel consumption rate data of the overall engine performance map is generated. The

  When all the engines of the vehicles to be evaluated have the same torque pattern, only one fuel consumption rate characteristic data needs to be prepared, and the above torque pattern verification is not necessary.

  FIG. 8 shows how the fuel consumption rate data of the engine overall performance map is automatically generated. If the torque pattern is known as described above, the fuel consumption rate characteristic of the engine can be understood. Therefore, if one minimum fuel consumption rate, which is an actual value, is given, then the fuel under all operating conditions is multiplied by that ratio. The consumption rate can be determined. The torque data of the engine total performance map can be obtained from the engine output characteristics stored in the database.

  In this way, an engine total performance map composed of the fuel consumption rate data and the engine torque data is automatically generated, and the generated map is recorded in the memory card 7.

  After writing various data necessary for calculating the operation state to the memory card 7, the memory card 7 is inserted into the memory card reading / writing unit 5 of the operation state display device 1, and various data necessary for calculating the operation state are stored. The operating state display device 1 is made to read.

2. Initial adjustment of the sensor and correction of the entire engine performance map When reading of necessary data is completed, initial adjustment of the accelerator operation amount sensor and the built-in acceleration sensor 6 is performed. The initial adjustment of the accelerator operation amount sensor is performed, for example, by detecting the sensor output value when the accelerator pedal is in the fully closed state or the fully opened state. The initial adjustment of the built-in acceleration sensor 6 is performed, for example, on the device. This is done using the attached spirit level.

  When the initial adjustment of the sensor is completed, the vehicle is actually run, and the torque data of the entire engine performance map is corrected based on the data measured at that time. Such a correction is performed because there is a difference between the catalog performance of the engine and the actual performance, and it is necessary to correct this difference in order to calculate an accurate operating state. This correction is performed based on data measured during the first run after the driving state display device 1 is attached to the vehicle.

  Specifically, the vehicle is run under the first trace condition (accelerator operation amount 70% or more), the torque data is calculated when the vehicle is fully opened, and the vehicle is operated under the second trace condition (accelerator operation amount 30 to 70%). To measure the accelerator operation amount and the engine speed at the specified torque. All trace conditions are set to road surface gradient zero, water temperature regulation value, acceleration state, empty vehicle state, and engine torque Te is expressed by the following equation (1),

Is calculated by R is a running resistance [N] calculated using the following equations (8) to (13), r is a tire dynamic load radius [m], it is a gear ratio at the gear position at that time, and if is a reduction ratio. Η ₁ is the transmission efficiency after the automatic transmission 27.

  The torque data of the engine overall performance map is corrected based on the comparison between the measured data and the engine overall performance map. Thus, by performing correction based on the travel data during full load and partial load, the torque data of the engine full performance map can be corrected to an almost accurate value.

  Here, the torque converter 20 is interposed between the engine 30 and the automatic transmission 27. When the lock-up clutch is released, the torque converter slips, and the work performed by the engine and the actual driving are performed. Since the transmission efficiency η of the torque converter affects the work performed by the wheel, the engine torque Te in the above equation (1) is corrected as follows.

  First, the engine torque Te and the torque Te 'transmitted to the output shaft 29 of the torque converter 20 have the following relationship from the torque ratio t of the torque converter.

Te ′ = Te · t (2)
Further, from the characteristic diagram of FIG. 7, the transmission efficiency η of the torque converter is
η = e · t
Therefore, when the stall torque ratio is t1, the torque ratio t can be obtained from the following equation.

  When e <0.8, the converter range causes slippage between the pump impeller and the turbine runner, and when e ≧ 0.8, the coupling range matches the rotational speeds of the pump impeller and the turbine runner.

  Next, from the work Le performed by the engine and the work Le ′ transmitted to the output shaft 29 of the torque converter 20, a work ΔLe wasted by the engine is obtained. First, the work Le ′ [N · m / s] transmitted to the output shaft 29 of the torque converter 20 is

Can be calculated. However, nt is the rotational speed of the turbine runner 22.

  Next, since the work Le ′ transmitted to the output shaft 29 of the torque converter 20 is Le ′ = η · Le, the engine output is expressed by the following equation from η that can be calculated from the known Le ′ and t · e. Is done.

  Therefore, the wasted work ΔLe is

And again
Therefore, if the wasted torque (surplus torque) is ΔTe,

It can be obtained more. Here, np is the rotational speed of the pump impeller 23.

  From the above equations (3) to (7), when the torque converter 20 is in the converter range, the torque Le 'input to the output shaft 29 of the torque converter 20, that is, the automatic transmission 27 can be obtained.

  Whether the operating state of the torque converter 20 is in the converter range or in the coupling range (including the lockup state) is determined based on the gear position signal obtained from the automatic transmission 27. The engine speed when the coupling range is assumed is obtained by using a gear ratio according to the engine speed and compared with the actual engine speed. If the comparison results match, the converter range (or lockup state) is obtained. .

3. Calculation / determination of driving state based on running data If an engine overall performance map having accurate torque data is obtained as described above, calculation / determination of the driving state used for evaluation is started. Specifically, first, the basic data is calculated, and the calculation / determination of the operating state is performed using the calculation result of the basic data.

3.1. Calculation of basic data As basic data used for calculation of the driving state, a rolling resistance coefficient μr, a running resistance R, and a driving force F are calculated.

  The rolling resistance coefficient μr is data used when calculating a rolling resistance Rr, which will be described later, and varies depending on the road surface condition (dry, rainy weather, condensation, snow cover, etc.), the tire type, the degree of wear, and the like. The measurement of the data used for calculating the rolling resistance coefficient μr is performed with the accelerator operation amount being 0% and the shift position is in the neutral (N range), and the data necessary for calculating the rolling resistance coefficient μr is measured. can do. Specifically, the rolling resistance coefficient μr is based on the speed v1 [m / s] at the start of deceleration and the speed v2 [m / s] after a predetermined time Δt seconds,

Is calculated by Note that g in the equation is gravitational acceleration (= 9.8 [m / s ² ]) (the same applies to other equations).

  Next, for the running resistance R [N], the gradient resistance Rs [N], the acceleration resistance Ra [N], the air resistance Rl [N], and the rolling resistance Rr [N] are obtained, respectively,

Is calculated by

  Here, the gradient resistance Rs obtains the gradient angle θ from the difference between the acceleration including the vertical direction detected by the built-in acceleration sensor 6 and the vehicle longitudinal acceleration calculated based on the vehicle speed signal.

Is calculated by W [kg] is the total weight of the vehicle.

The acceleration resistance Ra is a resistance due to an inertial force that acts when accelerating or decelerating the vehicle. The vehicle longitudinal acceleration [m / s ² ], the vehicle gross weight W [kg], and the rotating part calculated based on the vehicle speed signal Based on the equivalent weight Wr [kg], the following formula (11),

Is calculated by

The air resistance Rl is a resistance generated due to an impact between the vehicle body and air during traveling. The air density ρ [kg / m ³ ], the air resistance coefficient Cd, the front projection area A [m ² ], and the vehicle speed V Based on [m / s], the following equation (12),

Is calculated by

  Further, the rolling resistance Rr means a resistance generated between the tire and the road surface. Based on the rolling resistance coefficient μr and the total vehicle weight W [kg], the following equation (13),

Is calculated by

The driving force F [N] is the force that moves the vehicle by the output from the engine. The engine torque Te [N · m] obtained by referring to the engine performance map and the currently selected gear position Based on the gear ratio it, the reduction ratio if, the transmission efficiency η ₁ , and the tire dynamic load radius r [m],

Is calculated by

3.2. Calculation / judgment of driving state Calculation / judgment of driving state is performed using the basic data computed as described above. The calculation / judgment of the driving state includes calculation of fuel consumption / fuel consumption, calculation of excess driving force / excess driving power factor, calculation of excess fuel consumption, idling determination, determination of sudden acceleration / deceleration, excess speed determination Then, determination of whether or not upshifting is possible, determination of constant speed traveling, and determination of flying in the sky are performed.

  Hereinafter, these calculation / determination processes will be described.

(1) Calculation of fuel consumption and fuel consumption The fuel consumption is calculated as follows: engine rotational speed N [rpm] = rotational speed np of pump impeller 23, engine rotational speed and accelerator operation amount (or opening sensor of constant speed traveling device 10) The calculation is performed based on the engine torque Te [N · m] obtained by referring to the engine performance map from the 16 output signals).

  Here, calculation of engine torque and fuel consumption in a vehicle equipped with the torque converter 20 will be described with reference to the flowchart of FIG. The process of FIG. 11 may be performed in steps S11, S13, and S15 shown in FIG.

  First, in step S31, the detected engine rotation speed N is set as the rotation speed np of the pump impeller 23 of the torque converter 20.

In step S32, the vehicle speed V input to the driving state calculation unit, the gear ratio it based on the gear position, the reduction ratio if based on the specification data, the tire dynamic load radius r, the stall torque ratio t1, the automatic transmission 27 and the following read the transmission efficiency η _1.

  In step S33, the rotational speed nt of the turbine runner 22 is calculated by the following equation.

In step S34, the speed ratio e of the torque converter 20 is set to
e = nt / ne
Calculate from

  In step S35, it is determined whether or not the speed ratio e is in the converter range based on a predetermined value (for example, coupling point = 0.8). On the other hand, if the torque ratio is t = 1, if it is less than the predetermined value, the converter range is determined and the process proceeds to step S36, and from the above equation (3) based on the stall torque ratio t1,

Thus, the torque ratio t is calculated.

In step S38, the transmission efficiency η of the torque converter 20 is
η = t · e
Calculate from

  In step S39, it is determined whether or not the efficiency η = 1. If not 1, the process proceeds to step S40 and thereafter, and if it is 1, the process proceeds to step S50, and the same processing as that of the manual transmission is performed.

  On the other hand, when the transmission efficiency η of the torque converter 20 is less than 1, the processes after step S40 are performed.

  In step S40, engine torque Te [N · m] is calculated by the following equation.

  In step S41, the work Le [kW] performed by the engine per unit time is calculated by the following equation.

  In step S42, the fuel consumption rate BSFC [g / kW · h] is calculated from the engine torque Te and the pump impeller rotational speed np from the engine overall performance map shown in FIG.

  In step S43, the fuel consumption [cc] is calculated from the work Le and the specific gravity of the known fuel using the following equation.

  In step S44, the wasted work ΔLe is calculated from the equation (6), and in step S45, the surplus torque ΔTe is calculated from the equation (7).

  In step S46, a wasted fuel consumption amount is calculated from the wasted work ΔLe, the fuel consumption rate BSFC, and the time h by the following equation.

  From the above, useless fuel consumption resulting from slipping of the torque converter 20 can be calculated.

  When the constant speed traveling device 10 is in operation, the calculation in step S42 may be performed by obtaining the fuel consumption rate BSFC and the engine torque Te from the map shown in FIG. 5B. ), The vertical axis represents the accelerator operation amount. However, the output detected by the opening sensor 16 may be converted into the accelerator operation amount, or the vertical axis is the output of the opening sensor 16. An engine overall performance map may be provided separately, and the map to be used may be switched during constant speed traveling control.

  On the other hand, the fuel consumption amount of the vehicle equipped with the manual transmission performed in step S50 is referred to the engine overall performance map of FIG. 5A from the engine rotation speed N [rpm], the engine rotation speed, and the accelerator operation amount. Based on the engine torque Te [N · m] obtained by the following equation (19),

The engine output [kW] is obtained by the following, and based on the engine output, the engine speed and the amount of accelerator operation, the fuel consumption rate obtained by referring to the engine overall performance map, the fuel specific gravity, and the travel time, Formula (20),

Is calculated by The fuel consumption is calculated based on the travel distance obtained by integrating the vehicle speed obtained based on the vehicle speed signal and the fuel consumption amount as follows:

Is calculated by Here, as the fuel consumption, for example, the average fuel consumption of the past predetermined time and the current instantaneous fuel consumption are calculated. When the average fuel consumption is the best value compared with the past fuel consumption data, the value is stored as the maximum fuel consumption.

(2) Calculation of excess driving force, excess driving power factor, etc.The `` excess driving force '' is the value obtained by removing the acceleration resistance Ra from the running resistance R from the driving force F transmitted from the engine (= Rs + Rl + Rr ), The vehicle is in a decelerating state if the excess driving force is negative, and is in an accelerating state if positive. When this excessive driving force is extremely large, it can be estimated that a useless driving force is applied, and it can be determined that a quick shift-up or an operation for returning to an appropriate accelerator operation amount is necessary.

  FIG. 9 shows the contents of the calculation process for the excess driving force, the excess driving power factor, and the like, and the display process for the calculated excess driving power factor on the display unit 4. This process is repeatedly executed at predetermined time intervals in the operating state calculation unit 3.

  This process will be described. First, in step S1, it is determined whether the engine speed is 0. If the engine is in operation, the process proceeds to steps S2 and S3, and the constant speed traveling device is operating (constant speed traveling). Control). On the other hand, if the engine is stopped, the process proceeds to steps S16 and S17, the excessive driving force is set to 0, and the operation state is not displayed on the display unit 4.

  The constant speed traveling control detection process in step S2 is executed by the process shown in FIG.

  In this constant speed traveling control detection process, it is determined whether or not the constant speed traveling device 10 is operating from the traveling state of the vehicle. First, in step S101, the engine speed is within a predetermined range. If it is not within a certain range, the routine proceeds to step 110 where it is determined that the vehicle is traveling normally.

  If it is within a certain range, the process proceeds to step S102, where it is determined whether the difference in vehicle speed is within a certain range (for example, within 10 km / h). If this speed difference is not within the certain range, the process proceeds to step S110. While it is determined that the vehicle is traveling, if the speed difference is within a certain range, the process proceeds to step S103.

  Here, the speed difference indicates the difference between the current vehicle speed and the vehicle speed before a predetermined number of times. When the process of FIG. 9 is executed every 100 msec, for example, the vehicle speed before 20 samples (2 seconds before). And the current vehicle speed difference is determined, and it is determined whether or not the absolute value of this difference is within a predetermined range.

  In step S103, it is determined whether or not the current vehicle speed is within a predetermined speed range that can be set by the constant speed traveling device 10, and if it is within a predetermined speed range (for example, 35 km / h to 90 km / h), the process proceeds to step S104. On the other hand, if it is not, constant speed traveling control is not executed, so the routine proceeds to step S110 where it is determined that the vehicle is traveling normally.

  In step S104, it is determined whether or not the accelerator operation amount is 0 (released state). If the accelerator operation amount is not 0, the accelerator pedal is depressed, so the routine proceeds to step S110 and the normal speed traveling device 10 is not used. Judged as medium. If the accelerator operation amount is 0, the process proceeds to step S106.

  Step S106 is a position where this subroutine is started when the constant speed traveling control is being performed.

  In step S107, it is determined whether or not the accelerator operation amount is 0 (released state). If the accelerator operation amount is not 0, the accelerator pedal is depressed, so the process proceeds to step S110 and normal travel without using the constant speed traveling device 10 is performed. Judged as medium. On the other hand, if the accelerator operation amount is 0, the process proceeds to step S108 to determine whether or not the gear is fixed. If it is determined, the process proceeds to step S109 and it is determined that constant speed traveling control is being performed. If it is not confirmed, the process proceeds to step S110 and it is determined that the vehicle is traveling normally.

  From the steps S101 to S110, after the operation state of the constant speed traveling device 10 is indirectly detected and determined based on the driving state, the process returns to the flowchart of FIG.

  In step S3 in FIG. 9, it is determined whether or not constant speed traveling control is being performed. If constant speed traveling control is being performed, the process proceeds to step S9. If normal traveling is being performed, the process proceeds to step S4 and the accelerator operation amount is determined. It is determined whether or not it is zero.

  In steps S4 and S5, it is determined whether the accelerator operation amount and the vehicle speed are both zero. If any one of the accelerator operation amount and the vehicle speed is zero, the process proceeds to steps S22 and S23, and the excessive driving force is set to zero. In this case, nothing is displayed on the display unit 4.

  In step S6, it is determined whether the gear is being shifted, that is, whether the gear position signal from the automatic transmission 27 has changed since the previous control. If it is determined that the gear is being shifted, step S22, In this case, too, the excessive driving force is set to zero and nothing is displayed on the display unit 4.

  If it is determined that the gear is not being shifted, the process proceeds to step S7, where it is determined whether the current vehicle speed is equal to or higher than the specified vehicle speed and the gear position is at the maximum gear position (fifth gear for a forward five-speed transmission). For example, the specified vehicle speed is set to 50 [km / h] during traveling on a general road and 80 [km / h] during traveling on a highway. When the vehicle speed is equal to or higher than the specified vehicle speed and the gear position is at the maximum gear position, the process proceeds to step S18, and an excessive driving force due to excessive speed is calculated according to the presence or absence of useless torque due to slipping of the torque converter 20.

  That is, in step S18, the torque (excess torque) ΔTe wasted due to slipping of the torque converter 20 is obtained from the above equation (7), and if this excess torque ΔTe is 0, the process proceeds to step S19 and excessive driving at the time of overspeed Calculate force.

  In order to calculate the excess driving force due to the excessive speed performed in step S19, first, the air resistance at the current vehicle speed and the air resistance at the specified vehicle speed are calculated, and the difference between them is calculated as the excess air resistance. Then, the excess driving force obtained by subtracting the running resistance excluding the acceleration resistance from the driving force and the excess air resistance is calculated as the excess driving force due to excessive speed. When the excessive driving force is calculated, the process proceeds to step S21, and the following equation (22),

The excessive driving power factor calculated by the above is displayed on the display unit 4. However, when the vehicle is running at a constant speed and the ratio [%] of the excess air resistance to the current driving force is larger than the excessive driving power factor, this ratio is displayed on the display unit 4 instead of the excessive driving power factor. Is displayed.

  On the other hand, if it is determined in step S18 that the surplus torque ΔTe due to slipping of the torque converter 20 is not 0, the process proceeds to step S20, and the driving force corresponding to the surplus torque ΔTe is added to the excess driving force obtained in step S19. The added amount is used as the excess driving force at the time of overspeed including the waste of the torque converter 20, and the process proceeds to step S21 to calculate and display the excess driving power factor.

  If it is determined in step S7 that the speed is less than the specified vehicle speed or not the maximum gear position, the process proceeds to step S8, and the gear position is determined gear position (a gear position that cannot be shifted up, or in the case of a forward five-speed transmission, the fifth speed or reverse ).

  If it is determined that the speed is determined, the process proceeds to step S10, and the excess driving force is calculated according to the presence or absence of the torque ΔTe wasted by the torque converter 20.

  In step S10, the surplus torque ΔTe wasted due to slipping of the torque converter 20 is obtained in the same manner as in step S18, and when this surplus torque ΔTe is 0, the process proceeds to step S12 to remove the acceleration resistance from the current driving force. The excessive driving force is calculated by reducing the resistance.

  On the other hand, if the surplus torque ΔTe is not 0, the process proceeds to step S11, and the torque converter 20 is obtained by adding the driving force corresponding to the surplus torque ΔTe to the current driving force minus the running resistance excluding the acceleration resistance. It is calculated as an excessive driving force including waste due to. In step S13, the excess driving power factor is calculated by the above equation (22) and displayed on the display unit 4.

  On the other hand, if it is determined in step S8 that the gear position is not in the final shift speed, the process proceeds to step S9 where it is determined whether a shift up is possible. The determination as to whether or not upshifting is possible is performed as follows.

  First, the engine speed when it is assumed that the engine is upshifted is obtained, and the engine torque at the full load during the upshift is obtained from the engine speed at this time with reference to the entire performance map. Based on the engine torque at the full load, the driving force (maximum driving force) at the full load at the time of upshifting is calculated.

  If the engine speed at the time of upshifting is equal to or higher than the specified speed and the maximum driving force at the time of upshifting is greater than the running resistance (= Rs + Rl + Rr), it is determined that the upshifting is possible. Judgment is not possible.

  If it is not possible to shift up, the process proceeds to step S10, where the driving resistance is calculated by subtracting the running resistance from the current driving force, and the excess driving power factor is calculated by Expression (22) and displayed on the display unit 4.

  On the other hand, if it is determined that the upshifting is possible, the process proceeds to step S14, and the torque converter 20 calculates the excess driving force when the upshifting is possible according to the presence or absence of useless torque ΔTe.

  In step S14, the surplus torque ΔTe is obtained by slipping the torque converter 20 in the same manner as in steps S10 and S18. When the surplus torque ΔTe is 0, the process proceeds to step S15, and when the surplus torque ΔTe is not 0, the process proceeds to step S16.

  In step S15, the excess driving force at the time when the upshift is possible is calculated by calculating the excess fuel consumption due to the shift up omission, which is the difference between the fuel consumption predicted by shifting up (the calculation method will be described later) and the current fuel consumption. This is obtained and used as a value (loss driving force) converted into driving force. The converted value to the driving force is obtained by converting the excess fuel consumption into torque using the relational expression between the fuel consumption derived from the equations (19) and (20) and the engine torque, and further converting this into the equation (18). By substituting for. This makes it possible to clearly display the waste of driving force when the vehicle travels in the second speed range or the like while it can be shifted up.

  On the other hand, in step S16, as in step S15, the driving force due to the upshift error is obtained, and the driving force corresponding to the torque ΔTe wasted due to the slipping of the torque converter 20 is added to the slipping force of the torque converter 20. Find the excess driving force when upshifting is possible, including waste due to. Thereby, it is possible to calculate the excess driving force when the vehicle is traveling in the second speed range or the like while the upshifting is possible and the lockup is not performed.

  In step S17, the excessive driving force obtained in either step S15 or S16 and the maximum driving force at the time of upshifting are substituted into the above equation (22) to calculate the excessive driving power factor, which is displayed on the display unit 4. To do.

  However, when the vehicle is running at a constant speed and the ratio [%] of the loss driving force to the current driving force is larger than the excessive driving power factor, this ratio is displayed on the display unit 4 instead of the excessive driving power. To do.

(3) Calculation of excess fuel consumption “Excess fuel consumption” refers to the amount of fuel that is excessively consumed by operations that deteriorate fuel efficiency, including the above-mentioned excessive driving force, and operations that deteriorate fuel consumption are not performed. It is obtained as the difference between the amount of fuel consumed and the amount of fuel actually consumed. With this excess fuel consumption, it is possible to know how much fuel has been consumed, in other words, how much fuel can be saved by improving the driving operation.

  Excess fuel consumption is the sum of excess fuel consumption due to excessive driving force, excess fuel consumption due to excessive speed, fuel consumption due to shift-up failure, excess fuel consumption due to flying-up, and excess fuel consumption due to idling. Is calculated as

  The excess fuel consumption due to the use of excess driving force is the amount of fuel that is excessively consumed by using the above-described excess driving force, and is calculated based on the excess driving force. This excessive driving force is obtained by the above equation (7) when the torque ratio t <1 of the torque converter 20, and when the torque ratio t = 1 of the torque converter 20, the following equation (23):

Thus, the excessive torque is obtained from the excessive driving force. r is the tire dynamic load radius [m], it is the gear ratio it at the gear position at that time, if is the reduction ratio, and η ₁ is the transmission efficiency after the automatic transmission 27. And the following formula (24),

Thus, the excess output when the torque ratio t = 1 is obtained from the excess torque. The excess output when the torque ratio t <1 of the torque converter 20 is obtained from the above equation (6). Furthermore, from this excess output, the following equation (25),

Thus, the excessive fuel consumption due to the excessive driving force is calculated. The memory card 7 records the sum of excess fuel consumption due to the use of this excess driving force.

  Further, the excessive fuel consumption due to the excessive speed is the amount of fuel that is excessively consumed as a result of increasing the air resistance by traveling at a specified vehicle speed or higher. For example, the specified vehicle speed is set to 50 [km / h] on a general road and 80 [km / h] on a highway. The excess fuel consumption fuel amount due to the overspeed is calculated from the difference between the fuel consumption amount at the time of overspeed and the fuel consumption amount predicted at the specified vehicle speed. Specifically, first, the following equation (26),

Thus, the driving force is calculated by subtracting the increase in air resistance due to excessive speed (= current air resistance Rl−specified vehicle speed air resistance) from the current air resistance Rl under the same conditions as the running resistance Rr + Rs + Ra. The engine torque Te is obtained from the above equation (15) when the torque ratio t <1 of the torque converter 20 from the driving force at the specified vehicle speed, and the following equation (27) when the torque ratio t = 1 of the torque converter 20:

Thus, the engine torque at the specified vehicle speed is obtained. The engine speed at the specified vehicle speed is expressed by the following equation (28):

Is required. The fuel consumption rate [g / kW · h] corresponding to the engine speed and engine torque at the specified vehicle speed is obtained by referring to the engine overall performance map. Further, based on the engine torque at the specified vehicle speed, (29),

Therefore, the engine output at the specified vehicle speed is obtained. And following Formula (30),

Thus, the fuel consumption at the specified vehicle speed is obtained, and the excess fuel consumption due to the excessive speed is calculated by subtracting the fuel consumption at the specified vehicle speed from the current fuel consumption. The memory card 7 records the sum of the calculated excess fuel consumption when the speed is exceeded.

  In addition, excessive fuel consumption due to shift-up failure causes the engine operating point to deviate from the region where the fuel consumption rate is good due to the driver's neglect of gear shifting operation even under the driving conditions where the shift-up is possible. This is the amount of fuel that was consumed excessively.

  The excess fuel consumption due to this shift-up failure is calculated from the difference between the fuel consumption predicted by shifting up and the current fuel consumption. Specifically, the engine torque [N · m] after the upshift is expressed by the following equation (31),

The engine output after further upshifting is calculated by the following equation (32),

Ask for. Then, the fuel consumption rate [g / kW · h] corresponding to the engine speed and engine torque after the upshift is obtained with reference to the engine overall performance map, and the following equation (33):

To calculate the predicted fuel consumption after the upshift. Then, by subtracting this value from the current fuel consumption, the excess fuel consumption due to the shift-up failure is obtained, and the sum of these is recorded in the memory card 7.

  Further, the excessive fuel consumption amount due to emptying is the amount of fuel that is excessively consumed by emptying when the vehicle is stopped. Excess fuel consumption due to emptying is given by the following equation (34):

To obtain the output during idling. The indicated torque is a torque required for the rotation of the engine itself (friction such as main motion system, valve system, and auxiliary machinery). The output during idling is expressed by the following equation (35),

To calculate the fuel consumption during idling. Then, by subtracting the fuel consumption amount at the time of idling from the current fuel consumption amount, the fuel consumption amount due to the vacancy is calculated, and the sum of these is recorded in the memory card 7.

  Further, the excessive fuel consumption during idling is the amount of fuel consumed by idling for a predetermined time (for example, 20 seconds) or longer, and the fuel consumption when the idling condition is satisfied is directly used as the excessive fuel consumption. The memory card 7 records the sum of these values.

  Calculated as described above, excess fuel consumption due to excessive driving force consumption, excess fuel consumption due to excessive speed, fuel consumption due to shift-up failure, excess fuel consumption due to flying-over, excess fuel consumption due to idling The amount added is the excess fuel consumption, and the excess fuel consumption is displayed on the operation state display unit 43 of the display unit 4 described later.

  In addition, as shown below, the excess fuel consumption is calculated by calculating the amount of fuel consumed during ideal operation specified from the overall engine performance map and subtracting this from the actual amount of fuel consumed. Anyway.

  FIG. 12 shows an example of the overall engine performance map. Ideal operation is an operation in which the speed change operation is performed so that the operating point of the engine passes through the region indicated by the oblique line in the figure where the fuel consumption rate is high. . In FIG. 12, if the operating point of the engine shifts from C1 to D1 in each gear, a region where the fuel consumption rate is good can be used effectively, but the gear position to be used is inappropriate and C2 → D2, C3. → Driving like D3 consumes extra fuel when doing the same job. Here, C3 → D3 increases the rotation speed and increases the acceleration time by the amount of torque not generated. Therefore, the ideal operation is that the engine operating point is shifted from C1 to D1 at the third speed and shifted up, and the engine operating point is again driven from C1 to D1 at the fourth speed. The engine is shifted up so that the engine operating point becomes C1 → target vehicle speed.

  However, in a vehicle with an automatic transmission, the gear position is determined on the control device side of the automatic transmission according to the vehicle speed, the accelerator operation amount, etc., so the accelerator operation amount is set so that the operating point is as described above. Will be adjusted.

  In order to calculate the actual fuel consumption, what kind of engine speed and torque combination the vehicle has traveled in a certain section is stored, and the corresponding gear position used is also stored. Based on this, the actual fuel consumption per hour [l / h] is expressed by the following equation (32),

Is calculated by time integration. ρ is the fuel specific gravity [kg / l]. On the other hand, in order to calculate the ideal fuel consumption, it is only necessary to calculate that the shift operation is performed so that the vehicle travels at the operating point close to C1 → D1 in FIG.

(4) Judgment of acceleration and sudden acceleration Judgment of acceleration is made by the acceleration calculated by the speed detected by the vehicle speed signal, or the acceleration detected by the acceleration sensor 6 and the acceleration judgment value (for example, 0.2 [m / s ² ]) ), And it is determined that the acceleration is performed when the detected acceleration exceeds the specified acceleration.

Further, if it is determined that acceleration is present, it is also determined whether it is rapid acceleration. The sudden acceleration is determined by a sudden acceleration determination value (for example, 0.7 [m / s) set according to the detected acceleration and the rank of the driver's driving technique (eco graph meter rank or rank related to acceleration described later). ² ]), and if the detected acceleration exceeds the sudden acceleration judgment value, it is judged that sudden acceleration has been performed.

The rapid acceleration judgment value is set to a smaller value as the driving skill rank becomes higher. For example, when the driving skill rank is the lowest rank E, it is set to 0.7 [m / s ² ]. Automatically updated to a smaller value.

  The time when the acceleration is performed and the time when the rapid acceleration is performed are recorded in the memory card 7, respectively.

(5) Judgment of deceleration and sudden deceleration Judgment is made by the same processing as the above acceleration and sudden acceleration judgment, and if the detected deceleration is larger than the deceleration judgment value (eg 0.2 [m / s ² ]), it is judged as deceleration. Further, if the deceleration is larger than a sudden deceleration determination value (for example, 0.7 [m / s ² ]), it is determined that sudden deceleration has been performed. The sudden deceleration determination value is changed according to the rank of driving technology (an ecograph meter rank described later or a rank related to deceleration), and is set to a smaller value as the rank increases. The time when the deceleration is performed and the time when the rapid deceleration is performed are recorded in the memory card 7, respectively.

(6) Idling determination It is determined that the vehicle is idling when the vehicle is stopped for a predetermined time X (for example, 20 seconds) continuously and the engine speed is equal to or lower than the idling determination threshold value. The predetermined time X is set so that waiting for a signal is removed. Further, the idling determination threshold value is set to a value smaller than the rotational speed at the time of idling up so that idling up when driving a crane or the like for cargo handling work using engine output is excluded. If it is determined that the vehicle is idling, the time is measured and recorded in the memory card 7. The memory card 7 also records the number of stops, the stop time, the number of engine stops, the engine stop time, and the like.

(7) Overspeed determination The overspeed determination is performed by comparing the vehicle speed with the specified vehicle speed. When the vehicle speed exceeds the specified vehicle speed, it is determined that the vehicle is overspeeded. The specified vehicle speed is determined in advance, and is set to 60 [km / h] when traveling on a general road and 80 [km / h] when traveling on a highway. If it is determined that the speed has been exceeded, the time that the vehicle has traveled in excess of speed is recorded in the memory card 7. The memory card 7 also records the time spent traveling on a general road and the time traveling on a highway.

(8) Shift-up possible determination Similar to the process of step S9 in FIG. 9, the engine speed and the maximum driving force when upshifting are calculated, and the engine speed when upshifting is above a specified value and When the maximum driving force after the upshift is equal to or greater than the current running resistance (Rs + Rl + Rr), it is determined that the upshift is possible. When it is determined that the upshift is possible, the time is recorded in the memory card 7. The memory card 7 also records the gear position used during acceleration and the time traveled at a gear position other than the final gear position (second speed, third speed and fourth speed in the case of the fifth forward speed).

(9) Determination of constant speed running Whether or not the vehicle is running at a constant speed is determined based on the excessive driving force. The excessive driving force is small, and an ecograph meter 41 (to be described later) is not lit or only the green square is lit. It is determined that the vehicle travels at a constant speed when it continues for a certain period of time. The time determined to travel at a constant speed is recorded in the memory card 7. The memory card 7 also records the total travel time in order to check the frequency of constant speed travel with respect to the total travel time.

(10) Judgment of idling Judgment is made based on the vehicle speed, engine speed, and accelerator operation amount, and the engine speed and accelerator operation amount at zero vehicle speed. If is not zero, it is determined that an empty check has been performed. The memory card 7 records the number of times that the emptying has been performed. The memory card 7 also records the number of stops.

4). Operation State Display / Recording The operation state is calculated and determined as described above, and the result is displayed on the display unit 4 of the operation state display device 1 in real time.

  FIG. 13 shows a specific configuration of the display unit 4. The display unit 4 includes a meter (ecograph meter) 41 that displays an excess driving power factor and the like, a fuel consumption display unit 42 that displays current and past fuel consumption, and an operation state display unit 43 that displays an operation state such as excess fuel consumption. A warning display unit 44 that displays a warning message when a sudden acceleration is performed, a remaining memory display unit 45 that displays the free space of the memory card 7, and a current time and operation duration are selectively displayed. The time display unit 46 is configured. The ecograph meter 41 can also display values other than the excessive driving power factor (the ratio calculated in steps S11, S12, S15, S16, S19, and S20 in FIG. 9). The description will focus on the case where the rate is displayed.

  The ecograph meter 41 displays the magnitude of the excess driving power factor in a bar graph format, and is composed of twelve squares arranged in one line. As the excess driving power factor increases, the cells turn on sequentially from the left cell in the figure. The lighting color of each cell and the number of cells that light up according to the excess driving power factor are determined according to the rank of the driving technique (eco It is changed according to the rank of the graph meter.

  FIG. 14 shows how the display format of the ecograph meter 41 is changed according to the rank of the driving technique. The ecograph meter 41 is composed of twelve divided squares that are color-coded green, yellow, and red. The lowest rank E is set to correspond to the state where the excessive driving power factor is 0% when the meter is not lit and the excessive driving power factor is 100% when the meter is fully lit. The power factor is reduced, the lighting is gradually set to a small value with the excessive driving power factor of 80% in rank D, and the excessive driving power factor of 60% in rank C. Is set as follows.

  If the excess driving power factor is displayed from 0% to 40% in green, 40% to 60% in yellow, and 60% to 100% in red, the lowest rank E has 4 green, yellow, and red cells. Then, if the light is sequentially turned on from the left grid as the excess driving power factor increases, the driver is driven so that the red lamp (or yellow lamp) is not lit as much as possible. Accordingly, the driver's target excess driving power factor at this time is approximately 40% to 60%.

  When the driving skill rank increases and the green display area increases, the driver will now drive so that the yellow lamp is not lit as much as possible. Therefore, the driver's target excess driving power factor at this time is about 40%, and the driver's target is higher than that of rank E.

  When the rank is further increased to reach the highest rank A, when the lighting colors of the squares are all green, the driver now drives to reduce the number of green lights. Therefore, the driver's target excess driving power factor at this time decreases to 40% or less, and the driver's target is further increased.

  In this way, the driver changes the display format according to the rank of the driving skill, so that the driver can have a target suitable for the driving skill of the person. Improvement of driving skills can be expected regardless of skilled person.

  Returning to FIG. 13, the display unit 4 will be further described. The fuel consumption display unit 42 displays the current fuel consumption and how the fuel consumption has changed in the past 30 minutes, and how the fuel consumption changes according to the driver's own driving operation. It is possible to grasp what happened. When the fuel consumption is better than the standard fuel consumption (here, 5.0 [km / l]), the square above the center lights up according to the difference from the standard fuel consumption, which is worse than the standard fuel consumption. At times, the lower grid lights up in a number corresponding to the difference from the standard fuel efficiency.

  In addition, in addition to the excessive fuel consumption calculated by the above calculation process, the maximum fuel consumption, the amount of fuel consumed so far, and the like are selectively displayed on the operation state display unit 43.

  In the warning display unit 44, it is determined by the above-described determination process that a sudden acceleration has been performed, a rapid deceleration has been performed, a situation where shifting up is possible, idling is being performed, and an idling has been performed. If it is, a warning message for the driver is displayed according to the determination content. When the warning message is displayed, the excessive fuel consumption also increases, so that the driver can specifically know the driving operation that deteriorates the fuel consumption, and can reference the improvement of the driving operation of the driver. The warning method may be a method of generating a warning sound or a method of playing a warning message by voice.

  In a vehicle equipped with the constant speed traveling device 10 and the automatic transmission 27, it is difficult for the driver to directly command the gear position. However, the accelerator operation in the vehicle speed set in the constant speed traveling device 10 or in the automatic transmission mode is difficult. It is possible to teach excessive fuel consumption with respect to the amount, and it is possible to improve the driving technique according to the characteristics of the automatic control device such as the constant speed traveling device 10 and the automatic transmission 27.

  Further, since the constant speed traveling control by the constant speed traveling device 10 is estimated from the driving state of the vehicle and the excess fuel consumption is calculated, signals from the constant speed traveling device 10 such as an engine control unit (ECU) are obtained. It is not necessary to process the line, and the driving state display device 1 can be easily added to a vehicle equipped with the constant speed traveling device 10.

  Although the embodiment of the present invention has been described above, the above configuration shows an example of a system to which the present invention is applied, and does not limit the scope of the present invention. The present invention can be applied to a system having a configuration other than the configuration shown here. For example, a vehicle database is built in an in-vehicle device (the driving state display device 1 in the above embodiment), and the in-vehicle device is used. Alternatively, the vehicle may be selected or the entire performance map may be automatically generated. Furthermore, analysis and display of the recorded operation state may be performed on the in-vehicle device side.

  Further, in the above embodiment, the engine performance map is generated based on the fuel consumption rate characteristic data prepared in advance and the known actual fuel consumption rate under certain operating conditions of the engine to be evaluated. If a performance map is available, it may be used.

  Further, the exchange of data between the in-vehicle device and the administrator device may be other than a method of transferring a memory card, or may be transferred by a magnetic disk or transferred by wireless communication.

  Moreover, in the said embodiment, although the case where it applied to the vehicle provided with both the constant-speed traveling apparatus 10 and the automatic transmission 27 with the torque converter 20 was shown, it is applicable also to the vehicle which employ | adopted only one of them. .

  Moreover, in the said embodiment, although the case where it applied to the constant speed traveling apparatus 10 as one of the automatic control apparatuses was shown, the inter-vehicle distance maintenance apparatus which controls a vehicle speed so that the set inter-vehicle distance was maintained was provided. You may apply to a vehicle and can obtain the effect similar to the above.

It is a block diagram which shows the structure of the vehicle driving state evaluation system which concerns on this invention. It is the schematic which similarly shows the output adjustment part of a constant speed traveling apparatus. It is the schematic which shows the other form of the output adjustment part of a constant speed traveling apparatus. It is an engine whole performance map which shows an engine torque and a fuel consumption rate according to an engine speed and the injection pulse width. An engine performance map is shown, where (a) is a map of engine torque and fuel consumption rate with the engine speed as a parameter of throttle opening (accelerator operation amount), and (b) is the engine speed and accelerator operation amount or accelerator. It is a map of the engine torque and fuel consumption rate according to the operation amount equivalent value. It is the schematic which shows an example of the automatic transmission with a torque converter. The characteristic diagram of the torque converter shows the relationship between the speed ratio, torque ratio, and transmission efficiency. It is the figure which represented typically a mode that the fuel consumption rate data of an engine whole performance map were produced | generated automatically. It is the flowchart which showed the content of calculation processes, such as an excess drive force and an excess drive power factor, and display processes, such as the calculated excess drive power factor. It is a flowchart which shows the determination process of constant speed running control. It is a flowchart which shows the calculation process of the engine torque according to the operating state of a torque converter, a fuel consumption rate, and fuel amount. It is the characteristic view which showed the relationship between an engine speed, an engine torque, and a fuel consumption rate. It is the figure which showed the specific structure of the display part. It is a figure for demonstrating the change of the display format of an ecograph meter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Operation state display apparatus 2 Administrator's personal computer 3 Operation state calculation part 4 Display part 5 Memory card read / write part 6 Built-in acceleration sensor 7 Memory card 10 Constant speed traveling apparatus 20 Torque converter 27 Automatic transmission

Claims (10)

An automatic control device comprising: means for setting a target operating state; and control means for controlling the driving force so as to achieve the set operating state;
Driving state detecting means for detecting the driving state;
Automatic control device operating state detecting means for detecting or estimating the operating state of the automatic control device based on the operating state;
Fuel amount calculation means for calculating the amount of fuel actually consumed based on the operating state and the operating state of the automatic control device, and the amount of fuel consumed excessively;
A vehicle driving state evaluation system comprising display means for displaying the calculated excess fuel consumption amount to a driver. Fuel consumption deterioration detecting means for detecting that driving that deteriorates fuel consumption has been performed;
When it is detected that the driving that deteriorates the fuel consumption is performed, the amount of fuel that is actually consumed and the amount of fuel that is consumed when the vehicle travels without performing the driving that deteriorates the fuel consumption. Fuel amount calculating means for calculating each,
The amount of fuel consumed when driving without deteriorating the fuel consumption from the actual amount of fuel consumed is reduced to calculate the excess amount of fuel excessively consumed by the operation deteriorating the fuel consumption. Excess fuel amount calculating means to
Display means for displaying the calculated excess fuel consumption to the driver;
In a vehicle driving state evaluation system comprising:
The fuel amount calculating means includes
An automatic control device operating state detecting means for detecting the operating state of an automatic control device mounted on a vehicle for controlling the driving force based on the driving state, and corresponding to the characteristics of the automatic control device in which the operation is detected; A vehicle operating state evaluation system characterized by calculating a fuel amount.   The automatic control device is a constant speed traveling device, and the automatic control device operating state detection estimates that the constant speed traveling device is operating when the driving state of the vehicle becomes a preset driving state. The vehicle operating state evaluation system according to claim 2, wherein:   The fuel amount calculation means includes output adjustment state detection means for detecting an operation state of the output adjustment unit provided in the constant speed traveling device, and from the detected operation state of the output adjustment unit and the engine rotation speed, The vehicle operating state evaluation system according to claim 3, wherein the engine torque and the fuel consumption rate are calculated based on engine characteristics set in advance.   5. The fuel amount calculating means obtains an engine output from the engine torque and an engine speed, and calculates a consumed fuel amount from a product of the engine output and the fuel consumption rate. Vehicle operating state evaluation system.   The output adjusting unit has a fuel injection amount control means for controlling a fuel injection amount by an electronically controlled injection pulse, and engine torque and fuel consumption based on engine characteristics set in advance from an engine speed and an injection pulse width. The vehicle operating state evaluation system according to claim 4, wherein a rate is calculated.   The automatic control device is an automatic transmission provided with a torque converter, and the automatic control device operation state detection is performed based on a speed ratio from an engine rotation speed and an indirectly detected output side rotation speed of the torque converter. The vehicle operating state evaluation system according to claim 2, wherein the state is detected.   The fuel amount calculation means calculates the torque ratio and transmission efficiency of the torque converter from the speed ratio and preset characteristics of the torque converter, and calculates the amount of fuel wasted by the torque converter. The vehicle operating state evaluation system according to claim 7.   The fuel amount calculation means obtains an engine torque and a fuel consumption rate from preset engine characteristics based on an engine rotation speed and an accelerator operation amount or a value corresponding to an accelerator operation amount, and calculates an engine from the engine torque and the engine rotation speed. An output is calculated, a fuel consumption amount is obtained from the fuel consumption rate and the engine output, and the required fuel amount obtained by multiplying the fuel consumption amount and the work rate at which the vehicle has run against resistance is multiplied by the fuel consumption rate; The vehicle operating state evaluation system according to claim 8, wherein the amount of fuel consumed in vain is calculated.   The fuel amount calculation means determines that the engine speed calculated from the rotational speed of the drive wheel or drive shaft and the gear ratio and the actual engine speed are equal to each other, and determines that the engine is locked up. The vehicle operating state evaluation system according to any one of claims 7 to 9, wherein both transmission efficiencies are set to 1.