JPS6091215A - Operation control device of automobile - Google Patents

Abstract

PURPOSE:To obtain accurate information with regard to fuel consumption, by providing fuel gages, which measure the amount of fuel consumption, a means, which judges whether an automobile is stopped or not, and a means, which computes the fuel consumption, and separately computing the fuel consumptions at the time of running and at the time of stop. CONSTITUTION:An operation control device, which is attached to an engine 1, is composed of a microcomputer 10, an input port 11, and an output port 12. The input port 11 is attached to the front side of the engine 1 and connected to a rotation detecting sensor 13, which detects the number of rotation of the engine, a load sensor 14, which detects the amount of turning of a load lever 6 of a mechanical governor 5, a vehicle speed sensor 15, a brake switch 16, a clutch switch 17, and fuel gages 18 and 19. The output port 12 is connected to a printer 20. Thus whether the automobile is stopped or not is judged, and the fuel consumptions at the time of running and at the time of stop can be separately computed. Therefore economical running can be performed and energy can be conserved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a traffic management device for obtaining information regarding the operating status of a motor vehicle.

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

In view of these problems, traffic control devices have been proposed especially for commercial vehicles. The purpose of this device is to provide the driver with data to enable economical driving, and also to provide data to manage economical driving for the traffic control system 41. Furthermore, information regarding the timing of maintenance can also be provided. This device uses a microcombicoater, and the microcomputer processes various detected values such as the engine rotation speed detected by the sensor, and outputs the data using an output device such as a printer. There is. Conventional operation control devices such as these control the flow of fuel, the frequency of use in each rotational speed range of the engine, or the distribution of the frequency of use of each stage of the transmission. There is.

Among the data obtained by such operation management services, the most important is data regarding fuel efficiency. Therefore, conventionally, the absolute amount of combustion 1 consumption and the average combustion 1 consumption rate,
At the same time, I calculated the number of miles covered per 111 shots and tried to do so. But what about the conventional service? According to Rikiki, 8 meters of fuel consumption is 1 mile per vehicle.
It is now measured without distinction between when the vehicle is running and when the vehicle is stopped. Therefore, out of the total fuel used, the proportion of fuel used while driving and fuel used when the vehicle is stopped is measured. could not be determined. Therefore, it is not possible to determine whether the cause of poor fuel efficiency is due to poor fuel efficiency while driving or due to idling while stopped for a long time. The drawback was that it was difficult to obtain correct information.

The present invention has been made in view of these problems, and in particular, it is an object of the present invention to provide an operation control system for automobiles that can obtain accurate information regarding fuel efficiency.

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

FIG. 1 shows a truck engine equipped with a traffic control device according to this embodiment. This engine 1 is composed of a diesel engine, and a fuel tank 1'8 [injection pump 2 is installed. The fuel injection pump 2 is driven by a gear 3 via a timer 4, and is configured to sequentially supply fuel '131 to each cylinder of the engine 1 at a predetermined timing. A mechanical governor 5 is installed in the fuel injection pump 2, and the control rack is moved via the governor 5 according to the amount of rotation of the load lever 6.
The fuel injection pump 2 controls the amount of fuel supplied at one time. The load lever 6 is connected to an accelerator pedal (not shown) via a wire cable 7. Further, a flywheel housing 8 is provided on the rear side of the engine 1, and a flywheel and a clutch are housed within the housing 8. And on the back side of the housing 8 are the lance transmissions 1 to 9.
It is designed to interrupt the transmission of torque from the engine 1 to the propeller shirt (-).

Next, the operation control device installed in the vehicle equipped with this engine 1 will be described. This operation control device is composed of a microcomputer 10, and this combination coater 10 is composed of input capos 1 to 11 and an output horn boat 12. They each have the following.

The input boat 11 is attached to the front side of the engine 1 and is connected to a rotation detection sensor 13 for detecting the rotation speed of the engine 1. Further, the input port 11 is connected to a load sensor 14 that detects the amount of rotation of the load lever 60 of the mechanical governor 5. Note that this load sensor 14 is made up of a potentiometer.

Furthermore, the output of a vehicle speed sensor 15 provided on the output side of the transmission 3 is supplied to a microphone 10 via input ports 1 to 11. The input port 11 also has a brake pedal 16.
A brake switch 16 and a clutch switch 17 are connected to detect each depression of the clutch pedal 17. A pair of fuel gauges 18.1 are connected to the input port 11, and the fuel gauge 18 measures the amount of fuel supplied to the fuel injection pump 2, and the fuel 91 meter 19 measures the amount of fuel supplied to the fuel injection pump 2. It is designed to measure the amount of fuel returned from 2. Further, the output port 12 of the microcomputer 10 constituting the operation management device is connected to a printer 20, and is configured to print out various data using the printer 20.

Next, the operation of the traffic management device having the above configuration will be explained. This traffic management device has a pair of fuel vI f
The amount of fuel used is measured using f+18.19, and the amount of fuel used is calculated by the micro combi coater 10 to calculate the fuel consumption, which is printed out by the printer 20. Further, according to this operation control device, the rotation speed of the engine 1 is controlled by the rotation detection sensor 13 provided on the front side of the engine 1, and this value is arithmetic processed by the computer 1°. We are trying to obtain various information regarding the rotation speed of the engine.

Furthermore, this operation control device reads the vehicle speed by the vehicle speed sensor 15 and processes the information obtained by the sensor 15 by the convenience store I-ta 1o to obtain various information regarding the vehicle speed. There is.

Among the data obtained by the above-mentioned traffic management device, the method of collecting data related to fuel consumption, particularly, will be explained based on the flowchart 1 shown in FIG. 2. This flowchart is specifically for calculating the fuel consumption separately when the vehicle is running and when the vehicle is stopped, and the micro combi coater 10 starts accumulating the operating time and the total amount of Fuel II used at the start of operation. Then, the output from the vehicle speed sensors 1 to 5 is read through the input ports 1 to 11, and it is determined whether the vehicle speed is zero or not. Note that a certain value, for example, 5 km/h or less, is also treated as zero vehicle speed here. Furthermore, this microcomputer 1o reads the detection information of the rotation detection sensor 13 and determines whether the rotation speed of the engine 1 is within a range of, for example, 300 to 800 rI)m, that is, whether the engine 1 is rotating at idle. make a judgment. In the case of idling rotation, the load sensor 14 further reads the accelerator opening degree, and if the accelerator opening degree is zero, it is determined whether or not this state continues for 2 seconds or more. If the duration is longer than 5 seconds, it is further determined whether the duration has continued for 5 minutes or more.

Whether this fixed period of time, ie, 5 minutes or more, is longer is a determination as to whether the vehicle is stopped or not.

That is, if it is less than 5 minutes, it is treated as a stop and the stop time is accumulated. On the other hand, if the time is 5 minutes or more, it is treated as stop time, and the amount of fuel consumed during the stop is accumulated, and the stop time is also accumulated. In addition, in determining whether or not the engine 1 is at idle speed, if it is determined that it is not at idle speed, it is further determined whether or not the engine 1 is in a stopped state, and if it is in a stopped state, The stop time is accumulated.

Based on the above operations, the parking time for this vehicle is determined. The parking time is obtained by accumulating the time between stops R and the time when the engine is stopped, and the driving time is the cumulative sum of the operating time minus the parking time. Also the second
Through the flowchart i shown in the figure, the total amount of fuel used and the amount of fuel used when the vehicle is stopped are obtained. Therefore, from these two values, the fuel usage σ when the vehicle is running can be obtained, and the fuel usage when the vehicle is running is the total usage amount minus the usage amount when the vehicle is stopped.

Therefore, with this kind of fit El, you can fully burn out! ′! l
Of the usage amount, the usage amount of fuel used during traveling and the usage amount of fuel 1 used when the vehicle is stopped are calculated separately. Therefore, when the amount of fuel used is large and the fuel efficiency is poor, it is easy to determine whether the cause is the fuel consumption while driving or the fuel consumption when stopped.
It is possible that f−, i <r. If fuel efficiency is poor while driving, it is possible to use other data to determine whether the problem is due to the driving method or the vehicle itself. In addition, if a large amount of fuel is being used due to fuel consumption when stopped, we will help prevent wasted fuel consumption by adjusting the rotation speed of engine 1 when idling and instructing people to stop idling for a long period of time. can be protected against mountains, and II costs can be reduced.

Furthermore, according to the traffic management device of this embodiment, it is possible to arbitrarily set the section fuel consumption based on the flowchart shown in FIG. To explain this operation, when a push-button switch (not shown) provided in the operation control device is turned on, the microcomputer 10 reads the output of this push-button switch, and from this point on, the cumulative mileage is calculated. At the same time, the fuel usage is accumulated.

When the travel for a predetermined section is completed, the above push button switch is turned off, and the microcomputer 10 accordingly calculates the fuel usage for that section, and also calculates the amount of fuel used for this section. Section running hole 1i
Sectional fuel efficiency is obtained by dividing JIF. Therefore, it is possible to reduce fuel consumption in any section in this way.

Further, according to this operation management device, although the explanation of flowchart 1- is omitted, it is possible to obtain the fuel efficiency for each gear ratio of the transmission and the overall average fuel efficiency rate. This overall average fuel efficiency rate can be determined by dividing the distance traveled by the amount of fuel used. Also, regarding time,
Data relating to the ratio of running time to running time, the ratio of engine stop time to 11-1 car time, and the distribution of vehicle stop or stopping time are stored. Further, by combining these data and the travel path -f, the printer 20 outputs 0 of the J: data shown in FIGS. 4 and 5.

Figure 4 is a graphical representation of changes in average fuel consumption relative to mileage. Figure 5 is a graph showing the cumulative operating time relative to mileage. From this graph, the operating status can be determined. You can understand it at a glance.

Although the present invention has been described above with reference to the illustrated embodiment, the present invention is not limited to the above-described embodiment, and various modifications can be made based on the technical idea of the present invention. For example, the data obtained by this operation management device is not limited to that described in the above embodiment, but various data can be obtained by combining time, mileage, and amount of fuel used. is possible. Further, in the embodiment described above, the opening degree of the Akvil is detected by the potentiometer 14 which detects the rotating pawl of the load lever 6 of the mechanical governor 2.
However, in place of the 2i sensor, a sensor that directly detects whether the accelerator pedal is depressed may be used. Further, in the above embodiment, a pair of fuels 5118.19 is used, but the returning fuel is returned to the outlet side of the fuel meter 18 on the supply side via bubble removal or bubble prevention AF4. For example, the fuel gauge 19 on the return side can be omitted.

As described above, the present invention includes a fuel meter that measures the amount of fuel consumed, a means for determining whether the vehicle is stopped or not, and a fuel consumption calculation based on the numerical value. The fuel efficiency is calculated separately for when the vehicle is running and when the vehicle is stopped. Therefore, according to the present invention, it is possible to reliably grasp the proportion of consumed fuel during running and when stopped, and it is possible to travel around the country by kneading. You will be able to get more accurate data for 1q.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a traffic management device according to an embodiment of the present invention, and 21st column 1 is this traffic pipe 1! ! FIG. 3 is a flowchart showing the operation of calculating fuel consumption by the device, FIG. 3 is a flowchart showing the calculation of section fuel consumption by this traffic management device, and FIGS. 4 and 5 are graphs printed by the printer of this traffic management device. The reference numbers used in the drawings are 1l-3, which means 1...Diesel engine 2...Fuel injection 0-1 pump 6...Load lever 10...Microcomputer 11...Input port 12... Output capo] ~ 13...Engine rotation detection sensor 1/l...Load sensor (potentiometer) 15.
...Vehicle speed sensor 18...Fuel gauge (supply side) 1...Fuel gauge (return side) 20...Printer. Agent Osamu Matsumura Figure 3 Figure 5 Nine strokes Natsume Noh

Claims (1)

[Claims] φ) In a traffic management device for obtaining information regarding the operating status of a vehicle, a fuel in T that measures the consumption of fuel 1 is used.
h+, a means for determining whether or not this car is stopped, and a means for calculating fuel efficiency from the h1 value of the fuel 81. 111', '7', etc. The fuel efficiency is calculated separately for each time the vehicle is stopped.