CN102673564B - Fuel consumption conservation driving evaluation method, system - Google Patents
Fuel consumption conservation driving evaluation method, system Download PDFInfo
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- CN102673564B CN102673564B CN201210044446.5A CN201210044446A CN102673564B CN 102673564 B CN102673564 B CN 102673564B CN 201210044446 A CN201210044446 A CN 201210044446A CN 102673564 B CN102673564 B CN 102673564B
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Abstract
The invention provides a kind of fuel consumption conservation driving evaluation method, system and storage medium.Whether be suitable for the fuel consumption conservation driving evaluation system that deceleration that fuel consumption conservation drives drives there is index computation device (3A) for evaluating, the distance of the kinetic energy that this index computation device (3A) reduces when starting from slowing down according to vehicle within the deceleration period at the end of slowing down, the kinetic energy change amount produced there is the section travel of difference of height within the described deceleration period due to vehicle and vehicle actual travel within described deceleration period, calculates the critical for the evaluation for evaluating driving of slowing down.
Description
Technical field
Whether the present invention relates to for evaluating is be suitable for the fuel consumption conservation driving evaluation system of the deceleration driving that fuel consumption conservation is driven, the storage medium storing fuel consumption conservation driving evaluation system program and fuel consumption conservation driving evaluation method.
Background technology
Whether the index being suitable for the driving that fuel consumption conservation is driven as evaluating, such as in the invention described in patent documentation 1, after the closed throttle of employing, the operating range (below this operating range being called free travel distance) of inertia traveling is relative to the ratio shared by whole operating range.
[patent documentation 1] Japanese Unexamined Patent Publication 2005-3372290 publication
But, when free travel distance is set to critical for the evaluation relative to the ratio shared by whole operating range, when repeatedly carrying out the on-off action of throttle continually, whether be difficult to suitably evaluate is the driving being suitable for fuel consumption conservation driving, so, applicant has applied for following invention: by calculating the distance of Reduced Speed Now under the state that closes at throttle, and whether evaluate is be suitable for the deceleration that fuel consumption conservation drives to drive (No. 2009-058108, the Japanese Patent Application of Heisei application on March 11st, 21).
But whether in above-mentioned application (No. 2009-058108, Japanese Patent Application), when the interval Reduced Speed Now that there is difference of height, possibly cannot suitably evaluate is that the deceleration being suitable for fuel consumption conservation driving is driven.
Summary of the invention
Whether in view of the foregoing, the object of the invention is to, can suitably evaluate is that the deceleration being suitable for fuel consumption conservation driving is driven.
According to a mode of the present invention, whether be suitable for the fuel consumption conservation driving evaluation system that deceleration that fuel consumption conservation drives drives there is index computation device for evaluating, this index computation device according to vehicle when starting from deceleration to during at the end of slowing down (hereinafter referred to as deceleration period.) in reduce kinetic energy, because vehicle produces the distance of " kinetic energy change amount " and vehicle actual travel within described deceleration period within the described deceleration period at the section travel that there is difference of height, calculate for evaluating the critical for the evaluation slowing down and drive.
From the detailed description that following reference accompanying drawing is made, above and other objects of the present invention, feature and advantage will become more obvious.Wherein:
Accompanying drawing explanation
Fig. 1 is the figure of the fuel consumption conservation driving evaluation system that the 1st embodiment of the present invention is shown.
Fig. 2 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 3 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 4 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 5 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 6 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 7 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 8 is the figure of the concept for illustration of the mean deceleration D as critical for the evaluation.
Fig. 9 be for illustration of deceleration period between the figure of concept.
Figure 10 is the diagram of circuit that driving/braking condition judgement is shown.
Figure 11 illustrates the diagram of circuit starting between deceleration period to judge.
Figure 12 illustrates the diagram of circuit terminating between deceleration period to judge.
Figure 13 is the diagram of circuit of the calculating that difference of height between cut section and distance are shown.
Figure 14 is the instruction diagram for the difference of height and deceleration distance calculating reality.
Figure 15 is the diagram of circuit of the done that fuel consumption conservation driving evaluation system is shown.
Figure 16 illustrates to slow down to evaluate the figure of mapping graph.
Figure 17 is the figure of the fuel consumption conservation driving evaluation system that the 2nd embodiment of the present invention is shown.
Figure 18 is the figure that driving/braking condition judgement method is shown.
Figure 19 be for illustration of deceleration period between the figure of concept.
Detailed description of the invention
The program of fuel consumption conservation driving evaluation system of the present invention and this system is applied to ordinary passenger car by present embodiment, whether this fuel consumption conservation driving evaluation system evaluation is that the deceleration being suitable for fuel consumption conservation driving is driven, and utilizes sound or image to notify this evaluation result to driver etc.Below, together with accompanying drawing, embodiments of the present invention are described.
(the 1st embodiment)
1. the structure of fuel consumption conservation evaluation system
As shown in Figure 1, fuel consumption conservation evaluation system 1 is made up of the loud speaker 5 of vehicle-mounted machine main body 3, voice output, the read out instrument 7 of displays image information and the acceleration pick-up (being designated as G sensor below) 9 etc. that detects the acceleration/accel of vehicle direct of travel, is provided with control part 3A and draw-in groove portion 3B in vehicle-mounted machine main body 3.
Control part 3A is consisted of the microcomputer be made up of CPU, RAM and ROM etc., be transfused in this control part 3A and have from the output signal of G sensor 9 and the output etc. from car speed sensor 11, this car speed sensor 11 to be equipped in vehicle and for detecting the speed of a motor vehicle.
And control part 3A is according to these signals and be stored in advance in the Nonvolatile memory devices such as ROM (hereinafter referred to as ROM.) in program evaluate to slow down and drive, notify its result via loud speaker 5 or read out instrument 7 couples of drivers etc., and, in the storage card that write is assemblied in draw-in groove portion 3B.
In addition, storage card can carry out relative to vehicle-mounted machine main body 3 memory storage that loads and unloads, is usually built-in with the Nonvolatile memory devices be made up of quartz conductors such as flash memories.On the other hand, draw-in groove portion 3B is the writing station of the function at least with written information (evaluation result etc.) in storage card.Therefore, driver etc. can be taken into evaluation information etc. via in the computing machine of storage card in being arranged at oneself and waiting.
2. the evaluation method of deceleration driving
2.1. the outline of evaluation method
In the present embodiment, by vehicle from deceleration start time to slow down at the end of during (hereinafter referred to as deceleration period.) in travel distance (hereinafter referred to as deceleration distance.) the mean deceleration D of Ld as critical for the evaluation, thus evaluates to slow down and drive, as principle, mean deceleration D is less, carries out the evaluation of affirmative, and mean deceleration D is larger, carries out getting over the evaluation negating.In addition, when speed reduction changes, if mean deceleration D is just, when speed accelerates change, if mean deceleration D is negative.
That is, mean deceleration D refers to more greatly, and driver produces larger braking force, and thus, do not utilize the kinetic energy that driving vehicle has under steam, a large amount of kinetic energy is discharged into the atmosphere as heat energy, so mean deceleration D is larger, carries out the evaluation of more negative.
Therefore, when not trampling brake pedal such as, trampling Das Gaspedal (at the end of deceleration) to next time when reducing speed now when leaving Das Gaspedal from pin, mean deceleration D reduces, so carry out the evaluation of affirmative, when actively slowing down when trampling brake pedal, mean deceleration D increases, so carry out the evaluation negating.
But, when there is difference of height in when between deceleration period and when there is not difference of height, mean deceleration is certainly different, so, only according to the kinetic energy Ko of the vehicle slowed down when starting with slow down at the end of the difference delta K (=Ko-K1) of kinetic energy K1 of vehicle, the mass M of vehicle and vehicle deceleration period interior actual travel distance Ld to calculate mean deceleration D (=Δ K/M/Ld) be ill-considered.
That is, when set slow down start time the speed of a motor vehicle as Vo, slow down at the end of the speed of a motor vehicle be V1 time, Ko and K1 is as described below.
Ko＝M·Vo
2/2
K1＝M·V1
2/2
Now, the energy consumed because vehicle moves deceleration distance Ld with mean deceleration D is for MDLd, so, when the variable quantity setting this consumed energy (MDLd) as kinetic energy, mean deceleration D (with reference to Fig. 2) as described below, is difficult to reflect the mean deceleration D based on difference of height equitably.In addition, below deceleration distance Ld is called the miles of relative movement of horizontal direction.
MDLd=Δ K=MVo
2/ 2-MV1
2/ 2 formulas 1
D=Δ K/M/Ld=(Vo
2-V1
2)/2/Ld formula 2
Therefore, in the present embodiment, the kinetic energy reduced within the deceleration period according to (a) vehicle, (b) produce the distance of " kinetic energy change amount " and (c) vehicle actual travel within deceleration period due to vehicle within deceleration period at the section travel that there is difference of height, calculate mean deceleration D.Be described in detail below.
That is, when set slow down start time vehicle present position height above sea level as Ho, slow down at the end of the height above sea level of vehicle present position be H1 time, the energy Uo that when starting, vehicle has and energy U1 that at the end of slowing down, vehicle has that slows down is as described below.
Uo＝(M·Vo
2/2)+(M·g·Ho)
U1＝(M·V1
2/2)+(M·g·H1)
Therefore, mean deceleration D (with reference to Fig. 3) as described below.
MDLd=[M (Vo
2-V1
2)/2]+[Mg (Ho-H1)] formula 3
Here, when establish Hd ≡ Ho-H1, establish height above sea level to uprise direction be changed to positive dirction time, become D=(Vo
2-V1
2-2gHd)/(2Ld), below, the mean deceleration D calculated by levoform (formula 4) is called the 1st mean deceleration D.And about the 1st mean deceleration D, known according to this calculating formula (formula 4), the variable quantity of the potential energy uniquely determined by the difference of height by reality calculates/determines as " kinetic energy change amount ".
2.2. the correction of critical for the evaluation (difference of height Hd)
As mentioned above, when actively slowing down when trampling brake pedal, mean deceleration D increases, but, when the section travel larger at difference of height the speed of a motor vehicle increase, so, with do not exist difference of height smooth section travel situation compared with, at secure context, have to make drg produce larger braking force and slow down, when using the 1st mean deceleration D as critical for the evaluation time, become the evaluation of negative, so, be difficult to be referred to as appropriate evaluation.
Namely, have to produce larger braking force in the interval that difference of height is larger, so, as shown in Figure 4, difference of height all when between deceleration area is identical, when midway of slowing down exists larger difference of height and when there is not larger difference of height, the 1st mean deceleration Db when there is larger difference of height is greater than the 1st mean deceleration Da when there is not larger difference of height, and, deceleration distance Ldb when there is larger difference of height is less than deceleration distance Lda when there is not larger difference of height, is evaluated as negative.
And, at secure context, due at the larger section travel of difference of height and the speed of a motor vehicle increased not is the speed of a motor vehicle producing larger braking force, but, in the interval of the terminal in the interval from this difference of height of existence to the position at the end of slowing down in parking desired location etc., when having to increase braking force, when using the 1st mean deceleration D as critical for the evaluation time, become the evaluation of negative, so, be difficult to be referred to as appropriate evaluation.
Namely, in this case, as shown in Figure 5, had to produce larger braking force before parking desired location (position at the end of deceleration), so, difference of height all between deceleration area is identical, when there is larger difference of height in midway of slowing down and when there is not larger difference of height, the 1st mean deceleration Db when there is larger difference of height is greater than the 1st mean deceleration Da when there is not larger difference of height, and, deceleration distance Ldb when there is larger difference of height is less than deceleration distance Lda when there is not larger difference of height, be evaluated as negative.
Therefore, in the present embodiment, when being judged as needing the braking force making vehicle to be greater than the braking force preset owing to there is difference of height, to representing that the difference of height Hd of " kinetic energy change amount " corrects, will the mean deceleration D of the difference of height after correcting be used as critical for the evaluation.Now, as the mean deceleration D using the difference of height after correcting, following 2 kinds of mean deceleration D (the 2nd mean deceleration D2 and the 3rd mean deceleration D3) can be considered.
2.3. about the 2nd mean deceleration D2
2nd mean deceleration D2 is the mean deceleration D that (situation shown in Fig. 4) uses when being judged as that the acceleration A of the vehicle increased according to the variable quantity of potential energy uniquely determined by difference of height exceedes the regulation acceleration A h preset, the value obtained as follows: in the interval that there is this difference of height, be considered as travelling with the acceleration/accel of below regulation acceleration A h, and mean deceleration D is corrected.
Specifically, as shown in Figure 6, when the horizontal throw of setting the difference of height in the interval of the larger difference of height of existence as Hk, this interval be Lk, the average acceleration of vehicle in this interval be Ak time, the variable quantity of the potential energy uniquely determined by difference of height is the energy (merit) making car speed increase, so, MAkLk=-MgHk (formula 5), Ak=-gHk/Lk (formula 6).
And, when acceleration A does not exceed regulation acceleration A h, Ak < Ah (formula 7), so the difference of height large like this that acceleration A exceedes regulation acceleration A h becomes Hk >-AhLk/g (formula 8) sometimes.
Therefore, when being judged as that acceleration A exceedes regulation acceleration A h, as the difference of height Hd for calculating mean deceleration D, do not use the difference of height of reality (below the difference of height of this reality to be called the 1st difference of height.), but use-AhLk/g (below this value to be called the 2nd difference of height.) calculate, the mean deceleration D that use the 2nd difference of height calculates is called the 2nd mean deceleration D2.In addition, the mean deceleration D using the 1st difference of height to calculate is the 1st mean deceleration D1.
2.4. about the 3rd mean deceleration D3
3rd mean deceleration D3 be due to exist difference of height section travel, from exist this difference of height interval terminal to slow down at the end of position interval (below this interval is being called difference of height back zone.) in (situation shown in Fig. 5) uses when being judged as that the deceleration/decel of vehicle exceedes the regulation deceleration/decel DL preset mean deceleration D, be considered as the deceleration/decel section travel after difference of height with regulation below deceleration/decel DL, and mean deceleration D is corrected.
Specifically, as shown in Figure 6, when set the distance between difference of height back zone as the difference of height between Lt, difference of height back zone for-Ht time, the energy consumed due to the deceleration between difference of height back zone is the variable quantity of the potential energy uniquely determined by the difference of height in the interval that there is difference of height and the variable quantity sum of potential energy that uniquely determined by the difference of height between difference of height back zone, and, need to make the deceleration/decel between difference of height back zone be regulation below deceleration/decel DL, so following relation is set up.
MAkLk < MDLLt+MgHt formula 9
Ak < (DLLt+MgHt)/Lk formula 10
Here, when substituting into above-mentioned Ak=-gHk/Lk, following formula can be obtained.
Hk >-[(DLLt/g)+Ht] formula 11
And, in between difference of height back zone, when the deceleration/decel of vehicle does not exceed the regulation deceleration/decel DL preset, meet the important document of Hk >-[(DL/gLt)+Ht], so, when not meeting this important document, as the difference of height Hd for calculating mean deceleration D, do not use the difference of height (the 1st difference of height) of reality, but this value (is called the 3rd difference of height by use-[(DLLt/g)+Ht] below.) calculate, the mean deceleration D using the 3rd difference of height to calculate is called the 3rd mean deceleration D3.
2.4. the mean deceleration D when motoring condition of vehicle gradually changes
But, in the above description, will consider that the situation of a difference of height describes the definition of mean deceleration D within deceleration period, but, under the motoring condition of reality, as shown in Figure 7, from slow down start time to deceleration at the end of difference of height be not constant, the motoring condition of vehicle gradually changes, so, any one party in the 1st mean deceleration D1 ~ the 3rd mean deceleration D3 cannot be determined simply.
Therefore, in the present embodiment, interal separation from the position when position at the end of slowing down is to slowing down is become multiple interval, 3 kinds of differences of height (1st ~ 3 difference of height) of " the kinetic energy change amount " of vehicle are represented according to each interval computation, and, using the maximum difference of height in these 3 kinds of differences of height as the difference of height during this segmentation, then, using the summation of the difference of height in each interval as the difference of height Hd between deceleration period, calculate the mean deceleration D relevant with between this deceleration period.
That is, after terminating between deceleration period, (after at the end of deceleration) is by the calculating of control part 3A execution mean deceleration D.Now, if the deceleration distance in the kth interval when interal separation from the position at the end of slowing down to the position of slowing down when starting being become m in the mode of constant duration is Lk, real difference of height (the 1st difference of height) for Hkr time, the difference of height Hk in a kth interval is the maximum difference of height in following 3 kinds of differences of height (1st ~ 3 difference of height).
1st difference of height Hk1=Hkr
2nd difference of height Hk2=-AhLk/g
3rd difference of height Hk3=-[DL/g (L1+L2+ ... + Lk-1)+(H1+H2+ ... + Hk-1)]
In addition, L1, Lk-1 represent that the deceleration distance that the 1st interval deceleration distance, kth-1 are interval, H1, Hk-1 represent the difference of height that the 1st interval difference of height, kth-1 are interval respectively respectively.
Further, known according to its definition, the 2nd difference of height Hk2 is always negative value, but, the 3rd difference of height Hk3 be sometimes on the occasion of.But, 2nd difference of height Hk3 and the 3rd difference of height Hk3 assume that to make the speed of a motor vehicle increase due to difference of height thus the correction of the situation increasing braking force of having to, so, if the 3rd difference of height Hk3 is on the occasion of being ill-considered, therefore, when the 3rd difference of height Hk3 be on the occasion of and k=1 when, if the 3rd difference of height Hk3 is 0.
Then, if the summation of the difference of height in each interval is calculated mean deceleration D between deceleration period as the difference of height Hd between deceleration period, then (with reference to Fig. 8) as described below.
D=[(Vo
2-V1
2)/2/Ld]-[gHd/Ld] formula 13
Wherein, Hd=H1+H2+ ... + Hm, Ld=L1+L2+ ... + Lm formula 12
3. the action of fuel consumption conservation driving evaluation system
3.1. the outline of action
Program etc. for performing fuel consumption conservation driving evaluation system is stored in the ROM of control part 3A.And after the switch for vehicle such as ignition lock are switched on, fuel consumption conservation driving evaluation system starts, judge the state of vehicle, be namely whether between deceleration period in, after the end between deceleration period, slow down according to above-mentioned decision method evaluation and drive.
3.2. the detection (with reference to Fig. 9) between deceleration period
> when < deceleration starts
As mentioned above, refer between the deceleration period of present embodiment when starting from deceleration to during at the end of slowing down.Deceleration refers to when starting from vehicle and produces the state of propulsive effort (hereinafter referred to as driving condition.) move to the state of propulsive effort disappearance (hereinafter referred to as braking mode.) time and this migration time the speed of a motor vehicle exceed the situation of diagnosis commencing speed lower limit of slowing down.
Therefore, the speed of a motor vehicle when moving to braking mode from driving condition is below deceleration diagnosis commencing speed lower limit, not " when deceleration starts ".Further, braking mode refers to the state that propulsive effort disappears, so (only utilizing so-called Jake brake or energy brake to carry out the situation of slowing down) when drg does not produce braking force also becomes braking mode.
In addition, in the present embodiment, according to the detected value of G sensor 9, determined whether " driving condition " or " braking mode " by control part 3A.Specifically, as shown in Figure 10, according to G sensor 9 sense acceleration (S1), judge whether this acceleration/accel detected is less than the braking decision threshold (S2) preset.
Now, when being judged to be that sense acceleration is less than braking decision threshold (S2: yes), be judged to be it is braking mode, in RAM, setting represents the mark (S3) of this meaning, on the other hand, when being judged to be that sense acceleration is more than braking decision threshold (S2: no), judge whether sense acceleration is greater than the driving decision threshold (S4) preset.
Then, when being judged to be that sense acceleration is greater than driving decision threshold (S4: yes), be judged to be it is driving condition, in RAM, setting represents the mark (S5) of this meaning, on the other hand, when being judged to be that sense acceleration is below driving decision threshold (S4: no), maintain the result of determination (S6) of last time.
In addition, when judging for the first time, there is no the result of determination of last time, so, maintain the state do not judged, but as described later, this judgement controls repeatedly to carry out repeatedly after switch for vehicle is connected, so, even if first judge time become non-decision state, also no problem in practical.
And, whether also perform in control part 3A is the judgement of slowing down when starting, specifically, as shown in figure 11, the speed of a motor vehicle (S7) is read in from car speed sensor 11, then, to determine whether when moving to braking mode from driving condition and this migration time the speed of a motor vehicle exceed diagnosis commencing speed lower limit of slowing down, whether meet slow down important document (S8).Now, when being judged to meet deceleration beginning important document (S8: yes), in RAM, setting represents the mark (S9) detected between deceleration period.
In addition, control (hereinafter referred to as driving/braking condition judgement for performing the judgement shown in Figure 10.) and the deceleration period shown in Figure 11 between start judge program be stored in ROM.
> at the end of < slows down
After when referring at the end of deceleration in being detected between deceleration period by driving/braking condition judgement, become the speed of a motor vehicle be state below stopping/jogging state-detection speed of presetting and this state have passed through the stopping that presets/more than the jogging state-detection time time.In addition, when be not detect slow down start time after deceleration detected at the end of but move to driving condition from braking mode, remove between deceleration period when this migration, the deceleration do not become as evaluation object is driven.
And, by control part 3A perform be whether slow down at the end of judgement, specifically, as shown in figure 12, after driving/braking condition judgement terminates (S10), the speed of a motor vehicle (S11) is read in from car speed sensor 11, then, judge whether the state of vehicle moves to driving condition (S12) according to the result of determination of S10, when being judged to move to driving condition (S12: yes), remove between deceleration period, in RAM setting represent from the deceleration detected before time to current during be do not become evaluation object dynamic stage mark (S13).
On the other hand, when being judged to be not move to driving condition, when being namely still braking mode (S12: no), determine whether that becoming the speed of a motor vehicle is state below stopping/jogging state-detection speed of presetting and this state have passed through the stopping that presets/more than the jogging state-detection time, namely whether meets to slow down and terminate important document (S14).
Now, when being judged to meet deceleration end important document (S14: yes), determine between deceleration period at the end of deceleration being detected, when in RAM, setting represents from the deceleration detected before to current detection to deceleration at the end of during to become as deceleration period the mark (S15) of duration of validity.On the other hand, when be judged to not meet slow down terminate important document (S14: no), in RAM setting represent be between deceleration period in mark (S16).
In addition, control for performing the judgement shown in Figure 12 (hereinafter referred to as terminating between deceleration period to judge.) program be stored in ROM.
3.3. the process (with reference to Figure 13) between deceleration period
When calculating the mean deceleration D between deceleration period, as mentioned above, interal separation from the position when position at the end of slowing down is to slowing down is become multiple interval, need the 1st difference of height Hk1 and the deceleration distance Lk in each interval, so, when detecting between deceleration period when being started by deceleration to judge (Figure 11), control part 3A calculates the 1st difference of height Hk1 and deceleration distance Lk according to each specified time preset (being 1 second in the present embodiment), they is stored in RAM and storage card.
Specifically, as shown in figure 13, for being again set as initial value (S20) according to each specified time by being divided into the value of the timer conter in multiple interval between deceleration period, then, the speed of a motor vehicle (S21) is read in from car speed sensor 11, then, interim this value of storage (S22) in RAM.
Then, acceleration/accel (S23) is read in from G sensor 9, method of calculating described later is utilized to calculate the 1st difference of height Hk1 (S24), interim this value of storage (S25) in RAM, then, determine whether from the value of timer conter is set as initial value again, have passed through specified time (being 1 second in the present embodiment) (S26).
Then, when being judged to, without (S26: no) when specified time, again to perform S21, in RAM, the speed of a motor vehicle and the 1st difference of height Hk1 that store interim storage is added.
On the other hand, when being judged to have passed through specified time (S26: yes), calculate the interval split according to this specified time (hereinafter referred to as between cut section.) the 1st difference of height Hk1 and deceleration distance Lk (S27, S28), as the 1st difference of height Hk1 between this cut section and deceleration distance Lk, be stored in (S29) in RAM temporarily.
Namely, when being judged to have passed through specified time (S26: yes), the cosine of the gradient θ obtained when the vehicle obtained according to being multiplied to the speed of a motor vehicle terminated time point to time point between cut section is in the distance of segmentation section travel and at calculating the 1st difference of height Hk1, calculates the deceleration distance Lk (S27) between this cut section.
Then, time point between cut section is multiplied to the 1st difference of height Hk terminated time point, calculate the 1st difference of height Hk (S28) between this cut section, then, as the 1st difference of height Hk1 between this cut section and deceleration distance Lk, be stored in (S29) in RAM temporarily.
The calculating > of < the 1st difference of height Hk
As shown in figure 14, G sensor 9 detect acceleration/accel a1 be vehicle direct of travel acceleration/accel ao with for the direction composition gx sum parallel with vehicle direct of travel in the force of inertia of acceleration due to gravity, so, a1=ao+gx, gx=gsin θ.Further, when setting the operating range (operating range along direct of travel) of vehicle as L, the difference of height Hk of this distance L becomes Hk=Lsin θ.
And the acceleration/accel ao of vehicle direct of travel obtains by carrying out differential to the speed of a motor vehicle, so, by solving above-mentioned simultaneous equations, the 1st difference of height Hk and gradient θ can be obtained.
In addition, perform process shown in Figure 13 and Figure 14 (hereinafter referred to as the difference of height between cut section and distance calculating and store temporarily.) program be stored in ROM.
3.4. the calculating of mean deceleration D and evaluation
Figure 15 is the control flow of the done that fuel consumption conservation driving evaluation system is shown, is stored in RAM for the program performing this control flow.After switch for vehicle is connected, read in the program for performing this control, and utilize control part 3A to perform.
Namely, after this control is started, first, perform driving/braking condition judgement (Figure 10) (S30), then, perform between deceleration period and start to judge (Figure 11) (S31), determine whether to detect (when deceleration starts) (S32) between deceleration period.
Now, when being judged to not detect between deceleration period (S32: no), again perform S30, on the other hand, when being judged to detect between deceleration period (S32: yes), performing the calculating of difference of height between cut section and distance and storing (Figure 13, Figure 14) (S33) temporarily, then, perform between deceleration period and terminate to judge (Figure 12) (S34), judge whether terminate (S35) between deceleration period.
Now, when being judged to relieve between deceleration period (S35: remove between deceleration period), again perform S30, when being judged to be between deceleration period (S35: between deceleration period), again perform S33, when being judged to terminate between deceleration period (S35: terminate between deceleration period), the difference of height (S36) in each interval is corrected/determines by said method, then, the mean deceleration D (S37) between deceleration period is calculated by said method.
Then, mapping graph is evaluated in the deceleration according to mean deceleration D and Figure 16 calculated in S37, determines to slow down to evaluate (S38), then, waits notification evaluation result (S39) to driver.
Specifically, if be such as evaluated as 1, then sound or word (image) notification is utilized " to there is the tendency that deceleration distance is shorter.Unclamp throttle in advance with prolonged deceleration distance " such statement, if be evaluated as 5, then utilize sound or the such statement of word (image) notification " deceleration-operation of bunkerage saving can be carried out ".
In addition, now, in once running, evaluation result is averaged, deceleration-operation is evaluated according to operation each time, the evaluation result be stored in storage card is taken back business quarters or individual house, thus, after driving, also can check the passing of deceleration-operation or driving ability.
4. the feature of the fuel consumption conservation driving evaluation system of present embodiment
In the present embodiment, mean deceleration D=[(Vo is defined as
2-V1
2)/2/Ld]-[gHd/Ld], the kinetic energy reduced within the deceleration period according to vehicle, because vehicle produces the distance of " kinetic energy change amount " and vehicle actual travel within deceleration period within deceleration period at the section travel that there is difference of height, determine this mean deceleration D.
Namely, when interior when there is the section travel of difference of height in deceleration period, this difference of height (potential energy difference) is " kinetic energy change amount " by measurement, so, if consider to evaluate driving because vehicle produces " kinetic energy change amount " at the section travel that there is difference of height within deceleration period, even if then when the interval Reduced Speed Now that there is difference of height, the critical for the evaluation reflecting this situation also can be utilized to evaluate driving of slowing down, so, can more suitable evaluation be carried out.
Further, in the present embodiment, correct according to the variable quantity of motoring condition to the potential energy of vehicles produced due to difference of height, calculate the difference of height Hd with " kinetic energy change amount " with correlationship, so, can suitable evaluation be carried out.
That is, in the present embodiment, when being judged as needing the braking force making vehicle to be greater than the braking force preset owing to there is difference of height, the difference of height Hkr of reality is corrected to the 2nd difference of height Hk2 or the 3rd difference of height Hk3, so, can suitable evaluation be carried out.
Specifically, when being judged as that the acceleration/accel in the interval that there is difference of height exceedes the regulation acceleration A h preset, in the interval that there is this difference of height, be considered as travelling with the acceleration/accel of below regulation acceleration A h, the difference of height Hkr of reality is corrected to the 2nd difference of height Hk2.
And, owing to there is the section travel of difference of height, in the interval of terminal in the interval from this difference of height of existence to the position at the end of slowing down, when being judged as that the deceleration/decel of vehicle exceedes the regulation deceleration/decel DL preset, be considered as travelling with the deceleration/decel of regulation below deceleration/decel DL, difference of height Hkr be corrected to the 3rd difference of height Hk3.
Therefore, in the present embodiment, the difference of height Hd with " kinetic energy change amount " with correlationship is calculated according to motoring condition, so can suitably evaluate slows down drives.
(the 2nd embodiment)
In the 1st embodiment, use the acceleration/accel detected by G sensor 9 to judge driving condition or braking mode, but, in the present embodiment, as shown in figure 17, the device (accelerator open degree sensor 13) detected the operational ton of propulsive effort setting device is set, this propulsive effort setting device regulates the tread-on quantity of Das Gaspedal or the aperture of deceleration valve etc. for the aspirated volume of driving engine, and, as shown in figure 18, when the accelerator open degree detected by accelerator open degree sensor 13 exceedes the decision threshold preset, be judged to be driving condition, when accelerator open degree is below decision threshold, be judged to be braking mode.
In addition, in the present embodiment, there is the auto-navigation system using GPS, so, use map datum to calculate difference of height Hkr and deceleration distance Lk.
(the 3rd embodiment)
To during at the end of slowing down when being defined as between deceleration period starting from deceleration, so, in the present embodiment, except (being called between below by this deceleration period between the 1st kind of deceleration period between the deceleration period that defines in the 1st embodiment.) beyond, also will based on between undefined deceleration period (hereinafter referred to as between the 2nd kind of deceleration period.) between deceleration period as evaluation object.
That is, refer between the 2nd kind of deceleration period when starting from slowing down in during at the end of slowing down, the speed of slowing down when starting with slow down at the end of the velocity contrast Δ V of speed slow down to diagnose the situation of more than poor Δ Vs (such as 40km/h) of commencing speed.
Therefore, in the present embodiment, evaluation object is become between the 1st kind of deceleration period or between the 2nd kind of deceleration period.In addition, concrete evaluation method is identical with above-mentioned embodiment.
In addition, as shown in figure 19, when velocity contrast Δ V is less than deceleration diagnosis commencing speed difference Δ Vs, not between the 2nd kind of deceleration period.But, even if velocity contrast Δ V is less than the diagnosis commencing speed difference Δ Vs that slows down, when meeting between the 1st kind of deceleration period, also become evaluation object.
(other embodiments)
In the above-described embodiment, use real difference of height and the difference of height after correcting it to evaluate the variable quantity of kinetic energy, but the present invention is not limited thereto, according to the computation process of formula 13 and formula 13, such as also can (a) directly will correct " kinetic energy change amount " according to difference of height and the value obtained as critical for the evaluation, or (b) using the deceleration distance after correcting according to difference of height as critical for the evaluation.
Further, in general road, gradient θ is less, so, in the S27 of Figure 13, though directly using the operating range of vehicle as Lk, also no problem in practical.
Further, as long as the present invention is consistent with the inventive concept described in the scope of asking to protect, above-mentioned embodiment is not limited to.
According to above-described embodiment, whether be suitable for the fuel consumption conservation driving evaluation system that deceleration that fuel consumption conservation drives drives there is index computation device for evaluating, this index computation device according to vehicle when starting from deceleration to during at the end of slowing down (hereinafter referred to as deceleration period.) in reduce kinetic energy, because vehicle produces the distance of " kinetic energy change amount " and vehicle actual travel within deceleration period within the deceleration period at the section travel that there is difference of height, calculate for evaluating the critical for the evaluation slowing down and drive.
Thus, even if when the interval Reduced Speed Now that there is difference of height, the critical for the evaluation reflecting this situation also can be utilized to evaluate driving of slowing down, so, can more suitable evaluation be carried out.
In addition, driving of slowing down is evaluated, so the parameter with it with correlationship is also contained in critical for the evaluation certainly according to the summation of the kinetic energy change amount in deceleration period and the distance of vehicle actual travel within deceleration period.
The parameters such as the mean deceleration that the summation of such as, kinetic energy change amount that is, in deceleration period obtains divided by the distance of vehicle actual travel within deceleration period are also contained in above-mentioned critical for the evaluation.
Further, index computation device also can correct according to the variable quantity of motoring condition to the potential energy of vehicles produced due to difference of height, calculates " kinetic energy change amount ".
Thereby, it is possible to carry out suitable evaluation.In addition, carrying out timing, such as, the any one party in the method being converted into kinetic energy after the variable quantity of the potential energy uniquely determined by difference of height is corrected or the method after the variable quantity of the potential energy uniquely determined by difference of height is converted to kinetic energy, it corrected can be adopted, finally obtain the amount after correcting.
Further, index computation device also when being judged as needing owing to there is difference of height the braking force making vehicle to be greater than the braking force preset, can correcting/calculating " kinetic energy change amount ".
Thereby, it is possible to suitably evaluate the variable quantity of kinetic energy according to motoring condition.
Index computation device also can have following function: when the acceleration/accel of the vehicle increased at the variable quantity be judged as according to the potential energy uniquely determined by difference of height exceedes the regulation acceleration/accel preset, in the interval that there is this difference of height, the acceleration/accel be considered as below with regulation acceleration/accel travels, and corrects/calculates " kinetic energy change amount ".
Thereby, it is possible to suitably evaluate the variable quantity of kinetic energy according to motoring condition.
Index computation device also can have following function: owing to there is the section travel of difference of height, in the interval of terminal in the interval from this difference of height of existence to the position at the end of slowing down, when being judged as that the deceleration/decel of vehicle exceedes the regulation deceleration/decel preset, the deceleration/decel be considered as below with regulation deceleration/decel travels, and corrects/calculates " kinetic energy change amount ".
Thereby, it is possible to suitably evaluate the variable quantity of kinetic energy according to motoring condition.
In addition, interal separation from the position when position at the end of slowing down is to slowing down also can be become multiple interval by index computation device, according to each interval computation " kinetic energy change amount ", calculate " the kinetic energy change amount " in deceleration period according to their summation, then calculate the critical for the evaluation relevant with between deceleration period.
And, index computation device also can calculate (a) when the variable quantity of the potential energy uniquely determined by the difference of height by reality is calculated as " kinetic energy change amount ", (b) when the acceleration correction of vehicle being below regulation acceleration/accel and calculate " kinetic energy change amount " and (c) maxim when the acceleration correction of vehicle being below regulation deceleration/decel and calculate " kinetic energy change amount ", as " kinetic energy change amount " relevant with this interval.
For making computing machine as being whether be suitable for the program that fuel consumption conservation driving evaluation system that deceleration that fuel consumption conservation drives drives carries out action also to play function as index computation device for evaluating, this index computation device according to vehicle when starting from deceleration to during at the end of slowing down (hereinafter referred to as deceleration period.) in reduce kinetic energy, because vehicle produces the distance of " kinetic energy change amount " and vehicle actual travel within deceleration period within the deceleration period at the section travel that there is difference of height, calculate for evaluating the critical for the evaluation slowing down and drive.Further, also can be the medium storing this program.
Thus, even if when the interval Reduced Speed Now that there is difference of height, the critical for the evaluation reflecting this situation also can be utilized to evaluate driving of slowing down, so, can more suitable evaluation be carried out.
Above-mentioned computings etc. are not limited to be undertaken by control part 3A, can adopt various structure.
Above-mentioned process is such as calculated and judges to be performed by the one in software, circuit, mechanical equipment etc. or combination in any.Software can be stored in storage medium, and can transmit via the transmission equipment such as network equipment.Circuit can be integrated circuit, and can be the discrete circuitry such as hardware logic device being configured with electric or electronic component etc.The element producing above-mentioned process can be discrete component, and can be partly or entirely integrated.
Should be appreciated that, although the process being described herein the embodiment of the present invention comprises concrete sequence of steps, the further alternate embodiment comprising other orders various of these steps and/or other step of not describing herein also will drop within step scope of the present invention.
Under the prerequisite not departing from spirit of the present invention, various amendment and conversion can be made to above-described embodiment by different way.
Claims (6)
1. whether a fuel consumption conservation driving evaluation system is that the deceleration being suitable for fuel consumption conservation driving is driven for evaluating, wherein,
This fuel consumption conservation driving evaluation system has index computation device (3A), the kinetic energy that this index computation device (3A) reduces when starting from slowing down according to vehicle within the deceleration period at the end of slowing down, the kinetic energy change amount produced there is the section travel of difference of height within the described deceleration period due to vehicle and vehicle are in the distance of interior actual travel of described deceleration period, calculate for evaluating the critical for the evaluation slowing down and drive
Described index computation device (3A) corrects according to the variable quantity of motoring condition to the potential energy of vehicles produced due to difference of height, calculates described kinetic energy change amount,
Described index computation device (3A), when being judged as needing owing to there is difference of height the braking force making vehicle to be greater than the braking force preset, correcting and calculates described kinetic energy change amount.
2. fuel consumption conservation driving evaluation system as claimed in claim 1, wherein,
Described index computation device (3A) has following function: when the acceleration/accel of the vehicle increased at the variable quantity be judged as according to the potential energy uniquely determined by difference of height exceedes the regulation acceleration/accel preset, in the interval that there is this difference of height, the acceleration/accel be considered as below with described regulation acceleration/accel travels, and corrects and calculates described kinetic energy change amount.
3. fuel consumption conservation driving evaluation system as claimed in claim 2, wherein,
Described index computation device (3A) has following function: owing to there is the section travel of difference of height, in the interval of terminal in the interval from this difference of height of existence to the position at the end of described deceleration, when being judged as that the deceleration/decel of vehicle exceedes the regulation deceleration/decel preset, the deceleration/decel be considered as below with described regulation deceleration/decel travels, and corrects and calculates described kinetic energy change amount.
4. fuel consumption conservation driving evaluation system as claimed in claim 3, wherein,
Interal separation from the position when position at the end of described deceleration is to described deceleration is become multiple interval by described index computation device (3A), according to kinetic energy change amount described in each interval computation, calculate the described kinetic energy change amount in described deceleration period according to their summation, then calculate the described critical for the evaluation relevant with between described deceleration period.
5. fuel consumption conservation driving evaluation system as claimed in claim 4, wherein,
The variable quantity that described index computation device (3A) calculates the potential energy uniquely determined by the difference of height by reality be calculated as described kinetic energy change amount situation, according to claim 2 acceleration correction of vehicle be below described regulation acceleration/accel and calculate the situation of described kinetic energy change amount and according to claim 3 acceleration correction of vehicle be below described regulation deceleration/decel and calculate the maxim in the situation of described kinetic energy change amount, as the described kinetic energy change amount relevant with this interval.
6. whether a fuel consumption conservation driving evaluation method is that the deceleration being suitable for fuel consumption conservation driving is driven for evaluating, wherein,
This fuel consumption conservation driving evaluation method has index calculate step: the kinetic energy reduced within the deceleration period at the end of slowing down when starting from slowing down according to vehicle, the kinetic energy change amount produced there is the section travel of difference of height within the described deceleration period due to vehicle and vehicle are in the distance of interior actual travel of described deceleration period, calculate for evaluating the critical for the evaluation slowing down and drive
In described index calculate step, correct according to the variable quantity of motoring condition to the potential energy of vehicles produced due to difference of height, calculate described kinetic energy change amount,
In described index calculate step, when being judged as needing owing to there is difference of height the braking force making vehicle to be greater than the braking force preset, correcting and calculating described kinetic energy change amount.
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| JP037226/2011 | 2011-02-23 | ||
| JP2011037226 | 2011-02-23 | ||
| JP175028/2011 | 2011-08-10 | ||
| JP2011175028A JP5776431B2 (en) | 2011-02-23 | 2011-08-10 | Fuel saving driving evaluation system and program for fuel saving driving evaluation system |
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| JP4353475B2 (en) * | 2004-08-18 | 2009-10-28 | 日産ディーゼル工業株式会社 | Fuel consumption evaluation system |
| JP2008197076A (en) * | 2007-02-09 | 2008-08-28 | Masaji Sasaki | Method and device for displaying fuel consumption |
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