JP2002362185A - Vehicle driving state evaluation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption by improving a driving technique of a driver and improving the driving operation. SOLUTION: This evaluation system detects that driving deteriorating fuel economy is performed, and when detecting that the driving deteriorating fuel economy is performed, the actually consumed fuel quantity and a fuel consumption in case where driving without deteriorating the fuel consumption are calculated respectively. A fuel quantity excessively consumed by the driving deteriorating the fuel consumption is calculated by reducing the fuel consumption where driving without deteriorating the fuel consumption from the actually consumed fuel quantity and the calculated excessive fuel consumption is displayed on a display part 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for evaluating a driving condition of a vehicle such as fuel efficiency.

[0002]

2. Description of the Related Art As a device for evaluating a vehicle operating condition such as fuel efficiency, there is a fuel efficiency display device disclosed in Japanese Patent Application Laid-Open No. 2000-205925, for example. This device calculates the fuel consumption based on the fuel injection pulse signal output from the engine control unit, calculates the mileage based on the vehicle speed pulse signal output from the vehicle speed sensor, and calculates the calculated mileage as the fuel consumption. Is calculated and displayed by dividing by.

[0003]

According to the above fuel consumption display device, the driver can know the fuel consumption during traveling.
However, simply displaying the fuel consumption simply indicates how the driver can improve the driving efficiency to improve the fuel consumption and how much the fuel efficiency can be improved by improving the driving operation. I don't know and it's not enough to help improve driving skills.

In order to encourage drivers to improve their driving skills,
It is considered necessary to present the driver with an ideal driving operation and to let the driver know how much the driving of the driver actually affects the fuel efficiency. It is desirable that such information be provided without giving the driver a sense of resistance.

Here, the ideal driving operation for improving fuel efficiency refers to driving operation such as running at an appropriate gear position without increasing the engine rotational speed so much, and accelerating without greatly depressing an accelerator pedal. It is as follows if it is specified stipulated.

The solid line in FIG. 17 shows the relationship between the vehicle speed and fuel consumption in a steady state (zero acceleration), and the numbers beside the solid line show the gear positions of the transmission. The reason why the fuel efficiency deteriorates when the vehicle speed increases at each gear position is that the friction in the engine increases due to the increase in the engine rotation speed, and the air resistance acting on the vehicle body also increases. The maximum speed in each gear position is the rotation speed immediately before the engine rotation speed reaches the maximum rotation speed or the dangerous speed at which the engine is destroyed.

When the vehicle can run at a constant speed at a plurality of gear positions, the use of a high-speed gear improves fuel efficiency. For example, when the vehicle runs at the vehicle speed V, the vehicle speed V at both the point S and the point R
However, the fuel efficiency is better when traveling at the point R than at the point S, so that the fuel efficiency can be improved by shifting up as shown by the arrow A. If the accelerator is depressed little by little from R, the vehicle speed increases along arrow B, and the vehicle travels at a constant speed when the driving force and the traveling resistance are balanced. If the excess driving force is extremely small, the fuel efficiency gradually decreases as indicated by arrow B, but the actual fuel efficiency is lower than this due to slight acceleration resistance.

Further, if a large acceleration is to be obtained,
Although it is necessary to depress the accelerator greatly at the same gear position or to accelerate at a lower gear position, the fuel efficiency in this case becomes extremely poor as shown in FIG. In FIG. 18, when the acceleration is zero, it corresponds to the steady running in FIG.

If the same acceleration can be obtained at a plurality of gear positions, the higher the gear position, the better the fuel economy. For example, when the acceleration a is realized in FIG. 18, the fuel efficiency can be improved from C to D by traveling in the second gear instead of the first gear. This is because the engine is operated in or near the region where the fuel consumption rate is good as indicated by the hatched portion in FIG.

A thick arrow P in FIGS. 17 to 19 indicates a direction in which the fuel consumption rate deteriorates, and this direction generally coincides with a direction in which NOx and smoke increase. this is,
As shown in FIG. 20, the diesel engine has a stoichiometric air-fuel ratio (1
The engine is operated at an air / fuel ratio (excess air ratio λ> 1, equivalent ratio φ <1) that is thinner than 4.9). This is because the fuel economy deteriorates and the NOx and smoke also increase.

Therefore, the ideal driving operation is a "quiet operation" in which the gears on the higher speed side are used as much as possible in both the acceleration and the steady state, and the accelerator is depressed so that the engine speed becomes a medium speed. Executing "soft driving" improves not only fuel efficiency but also NOx and smoke.

The present invention has been made in view of such a point, and presents information useful for improving a driving technique to a driver, thereby realizing an improvement in fuel consumption by an improvement in driving operation and a reduction in pollution. It is intended to do so.

[0013]

According to a first aspect of the present invention, there is provided a vehicle operating condition evaluation system, comprising: means for detecting that a driving that deteriorates fuel efficiency has been performed; Means for calculating the actually consumed fuel amount and the fuel amount consumed when the vehicle is driven without performing the driving that deteriorates the fuel efficiency, and Means for calculating the amount of fuel excessively consumed by the operation that deteriorates the fuel efficiency by reducing the amount of fuel consumed when the vehicle travels without performing the operation that deteriorates the fuel efficiency from the fuel amount that has been reduced, and the calculation Means for displaying the excess fuel consumption to the driver.

According to a second aspect of the present invention, the means for detecting that the operation for deteriorating fuel consumption in the first aspect of the present invention has been performed detects that acceleration has been performed at an acceleration greater than a predetermined sudden acceleration determination value. Means.

According to a third aspect of the present invention, the means for detecting that the operation for deteriorating fuel consumption in the first aspect of the invention is performed detects that the vehicle has been decelerated at a deceleration greater than a predetermined sudden deceleration determination value. It is characterized in that it is a means for performing.

A fourth aspect of the present invention is characterized in that the means for detecting that the driving which deteriorates fuel efficiency in the first aspect of the invention is performed is a means for detecting that the vehicle has traveled at a specified vehicle speed or higher. is there.

According to a fifth aspect of the present invention, in the first aspect, there is provided means for determining whether or not upshifting is possible based on current and upshifted operating conditions, and detects that the operation that deteriorates fuel efficiency has been performed. It is a means for detecting that the vehicle has traveled without upshifting in a situation where upshifting is possible.

According to a sixth aspect of the present invention, in the fifth aspect, the means for determining whether the upshift is possible is performed when the engine speed after the upshift is equal to or higher than a specified speed and the driving force at full load after the upshift is the current drive force. It is characterized in that it is determined that upshifting is possible when the running resistance is equal to or higher than the running resistance.

According to a seventh aspect of the present invention, in the first aspect, the means for detecting that the operation for deteriorating fuel consumption has been performed is a means for detecting that the vehicle has been idle when the vehicle is stopped. It is a feature.

In an eighth aspect based on the first to seventh aspects, the means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the fuel efficiency is performed, and the rank of the driving skill is determined by the driver. Alternatively, a means for displaying the information to the manager is provided.

According to a ninth aspect, in the second aspect, there is provided means for ranking a driver's driving technique based on the frequency of driving that deteriorates fuel efficiency, and the higher the rank of the driving technique is, the more abrupt the driving technique is. It is characterized in that the acceleration determination value is reduced.

According to a tenth aspect, in the third aspect, there is provided means for ranking a driving skill of the driver based on a frequency of driving that deteriorates fuel efficiency, and the higher the rank of the driving skill, the more the sharpness of the driving skill. The deceleration determination value is reduced.

According to an eleventh aspect, in the first to tenth aspects, means for calculating the driving force of the vehicle based on the driving conditions, and means for calculating the excess driving force by subtracting the running resistance from the calculated driving force. Means for calculating the excess drive power factor by dividing the excess drive power by the drive force at full load; and means for displaying the calculated excess drive power factor to the driver. It is a feature.

According to a twelfth aspect, in the eleventh aspect,
Means for determining whether the vehicle is running at or above the prescribed vehicle speed, means for calculating the air resistance actually received by the vehicle based on the current vehicle speed, and means for calculating the air resistance received by the vehicle when traveling at the prescribed vehicle speed And further comprising means for calculating the excess air resistance by subtracting the air resistance received when the vehicle is traveling at the specified vehicle speed from the actually received air resistance, and when it is determined that the vehicle is traveling at or above the specified vehicle speed, The means for calculating the excess driving force calculates a value obtained by adding the excess air resistance to a value obtained by subtracting the running resistance from the calculated driving force as the excess driving force.

According to a thirteenth aspect, in the eleventh aspect,
Means for determining whether or not upshifting is possible based on current and upshifted operating conditions, means for calculating fuel consumption when shifting up is performed based on the upshifted operating conditions, and current fuel consumption Means for calculating the fuel consumption that is reduced when the shift up is performed by reducing the fuel consumption after the shift up, and means for converting the fuel consumption reduced by the shift up into driving force. When the shift-up is possible, the means for calculating the excess driving force calculates a value obtained by converting the fuel consumption reduced by the shift-up into a driving force as the excess driving force.

According to a fourteenth aspect, in the eleventh aspect,
Means for ranking the driving skills of the driver based on the frequency of the driving that deteriorates the fuel efficiency; and means for displaying the excess driving power factor to the driver. Is to change the display format of the overdrive power factor so that the target overdrive power factor becomes small.

According to a fifteenth aspect, in the eleventh aspect, the means for displaying the overdrive power factor to the driver displays the overdrive power factor in a bar graph format. The higher the rank, the longer the displayed bar length is.

According to a sixteenth aspect, in the first to fifteenth aspects, there is provided means for issuing a warning to a driver when it is detected that a driving that deteriorates fuel efficiency is performed. It is.

According to a seventeenth aspect, in the first to sixteenth aspects, means for recording the calculated excess fuel consumption on a recording medium, and operating the excess fuel consumption recorded on the recording medium after the operation is completed. Means for displaying to a user or an administrator thereof.

An eighteenth invention is characterized in that the means for displaying the recorded excess fuel consumption after the end of operation according to the seventeenth invention displays the excess fuel consumption separately for each cause. It is.

According to a nineteenth aspect, in the first to eighteenth aspects, means for recording on the recording medium the frequency at which the fuel-efficient operation is performed, and the operation for reducing the fuel efficiency recorded on the recording medium are performed. Means for displaying the frequency of the operation performed to the driver or his / her manager after the operation is completed.

According to a twentieth aspect, in the nineteenth aspect, the means for displaying the recorded frequency of the driving that deteriorates the fuel efficiency is performed after the driving is completed, displays the frequency for each type of the driving that deteriorates the fuel efficiency. It is characterized by the following.

[0033]

Therefore, according to the first aspect of the present invention, when an operation that deteriorates fuel efficiency such as rapid acceleration is performed, the amount of excess fuel consumed by the operation (excess fuel consumption) is calculated. Is displayed. When driving that worsens fuel efficiency, it immediately appears as an increase in excess fuel consumption, so that the driver can know the driving operation that caused the fuel efficiency to deteriorate, and is used as a reference when improving driving operation. Can be In addition, the driver can be made aware of how much the fuel efficiency has been deteriorated by his / her own driving operation, so that the driver can be encouraged to improve driving skills.

The driving that deteriorates the fuel efficiency includes rapid acceleration, sudden deceleration, running exceeding the prescribed vehicle speed, a situation where the upshift is possible but the upshift is not possible, and an overrun. It is determined whether the operation of
The fuel excessively consumed by these operations is calculated as excess fuel consumption (second to seventh inventions).

If the driving skills of the driver are ranked according to the frequency at which the driving that deteriorates the fuel efficiency is performed, and this is displayed to the driver or the manager, the driver aims at a higher rank. Therefore, further improvement of the driving technique can be expected (the eighth invention).

Further, as the rank rises, the above-mentioned rapid acceleration,
By updating the judgment thresholds (sudden acceleration judgment value, sudden deceleration judgment value) for judging sudden deceleration to smaller values, more careful acceleration / deceleration operation (pedal operation) in response to the improvement of driving technique Operation) is required, and further improvement in driving technique can be expected even if the driving level of the driver rises (ninth and tenth inventions).

According to the eleventh aspect, the ratio of the excessive driving force to the driving force at full load (excessive driving force ratio) is displayed to the driver. If the excessive driving power factor is large, the fuel efficiency is also deteriorated. Therefore, the driver can recognize the driving that deteriorates the fuel efficiency from the change in the excessive driving power factor. In addition,
The excess driving force is the driving force of the vehicle that exceeds the driving force necessary for steady running.

The excess driving force can be obtained by subtracting the running resistance excluding the acceleration resistance from the driving force. However, when the vehicle is running at a speed higher than the specified vehicle speed, the air resistance increases correspondingly, and this air resistance is countered. Therefore, it can be said that excessive driving force is used, so that when driving at a speed equal to or higher than the specified vehicle speed, the excess driving force is calculated in consideration of the increase in air resistance (first driving force).
2).

If the vehicle is traveling in a low gear even though it is possible to upshift, even if the difference between the driving force and the traveling resistance is small, the upshift is not performed, so that the fuel efficiency is deteriorated and the fuel is unnecessarily increased. Because it will consume
In this case, the extra amount of fuel consumed is converted into a driving force, which is set as an excessive driving force, and the driver is made aware that a driving operation that deteriorates fuel efficiency is being performed (a thirteenth invention).

If the display format of the excess driving power factor is changed in accordance with the improvement of the driving skill of the driver, the driver can have a target suitable for the driving level of the driver, and the driver's driving level can be improved. Regardless of the level, improvement of driving technique can be expected (the fourteenth method). As a method of changing the display format, for example, a method of displaying the overdrive power factor in a bar graph format and increasing the length of the displayed bar as the rank of the driving technique increases even at the same overdrive power factor is used. Yes (No. 15
Invention).

Further, if a warning is issued to the driver when the above-described driving that deteriorates fuel efficiency is performed, the driver can be more directly recognized as the driving that deteriorates fuel efficiency (No. 16). Invention). The warning method may be a method of displaying a warning message to the driver, or a method of emitting a warning sound or outputting a warning message by voice.

Further, if the calculated excess fuel consumption and the frequency of driving that deteriorates fuel efficiency are displayed to the driver or his manager (the seventeenth and nineteenth inventions),
Drivers and managers can objectively evaluate driving conditions. At this time, if the excess fuel consumption is displayed separately according to the cause of the occurrence, or the frequency of driving that deteriorates the fuel efficiency is displayed separately according to the type of the driving, the driver and the manager can determine the cause of the deterioration in the fuel consumption. The changed driving operation, that is, the driving operation to be improved can be known in detail (the 18th and 20th driving operations).
Invention).

[0043]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the configuration of the vehicle driving state evaluation system according to the present invention. This system includes a driving state display device 1 mounted on a vehicle to be evaluated, and a personal computer 2 for an administrator who manages the vehicle.

The operation state display device 1 includes an operation state calculation unit 3
, Display unit 4 and memory card read / write unit 5
And an acceleration sensor 6, and is mounted on the vehicle to be evaluated so that at least the display device 4 is at a position that is easy for the driver to see.

The operating state calculation unit 3 includes vehicle output signals such as a vehicle speed signal, a rotation speed signal of an engine of a vehicle to be evaluated (not shown), a coolant temperature signal, an accelerator operation amount signal, a fuel temperature signal, a shift lever position signal, and the like. An acceleration signal or the like from the acceleration sensor 6 is input. The vehicle output signal can be obtained from an engine control unit (not shown), but can also be obtained directly from a sensor that detects these signals without passing through the engine control unit.

The operating state calculation unit 3 calculates an operating state such as fuel efficiency based on the various signals input, the vehicle specification data read from the memory card 7, the entire engine performance map, and the like. Then, the calculated operation state is displayed on the display unit 4 and is recorded on the memory card 7 by the memory card read / write unit 5.

Here, the full engine performance map is usually
As shown in FIG. 2A, a map showing the relationship between the engine speed and the engine consumption and the fuel consumption rate (BSFC) with respect to the engine torque (each mesh stores the fuel consumption rate at the engine speed and the engine torque). ), But it is inconvenient to handle the fuel consumption rate because it is necessary to calculate the engine torque. Therefore, here, this is rewritten so that the vertical axis represents the accelerator operation amount (or throttle opening) and the horizontal axis represents the engine rotation speed as shown in FIG. And the fuel consumption rate are stored as an engine full performance map.

The manager's personal computer 2 includes a vehicle database, management software, and the like. The manager's personal computer 2 performs an operation state calculation with the operation state display device 1 via a memory card 7 which is a readable / writable recording medium. Necessary various data and calculation results of the driving state recorded during traveling are exchanged.

The administrator's personal computer 2 automatically generates an engine full performance map of the vehicle to be evaluated, records data necessary for calculating the operation state and the engine full performance map on the memory card 7, and records the operation state. The display device 1 is used for analyzing and displaying data recorded on the memory card 7.

Hereinafter, the specific contents of the present system will be described.

1. Setting of evaluation target vehicle data When evaluating the driving state of the vehicle by this system,
First, a vehicle to be evaluated is selected from the vehicle database on the administrator's personal computer 2. Items selected here include manufacturer name, model, year, engine type,
There are idling rotation speed, gross vehicle weight, reduction ratio of final reduction gear, transmission gear ratio at each gear position, type of wind deflector, body shape, tire size, etc. select.

When these selections are completed, data specific to the selected vehicle, such as the maximum engine torque, the engine speed at the maximum engine torque, the maximum driving force,
Engine performance data such as minimum fuel consumption rate, engine speed at minimum fuel consumption rate, vehicle body characteristic data such as front projection area, air resistance coefficient, etc., engine rotation pulse number (relationship between engine rotation speed and engine rotation pulse number) , The number of vehicle speed pulses (the relationship between the vehicle speed and the number of vehicle speed pulses) and the like are 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 from each automobile manufacturer. To collect these data.
Further, the number of engine rotation pulses and the number of vehicle speed pulses can be obtained from output signals of an engine control unit mounted on each vehicle.

Further, the administrator's personal computer 2 uses several kinds of representative torque patterns prepared in advance based on the torque of the vehicle to be evaluated stored in the vehicle database in order to create a full performance map of the engine. At this time, the torque pattern of the vehicle to be evaluated is collated.

Since it is known that the fuel consumption rate of an engine having a similar torque pattern has almost the same characteristics regardless of the type of engine (displacement amount, etc.), it corresponds to a representative torque pattern prepared in advance. Fuel consumption rate data corresponding to the torque pattern of the target vehicle is selected from the fuel consumption rate characteristic data, and the characteristics of the fuel consumption rate are obtained. Then, by combining the selected fuel consumption rate characteristic data with the actual value of the minimum fuel consumption rate, the fuel consumption rate under the remaining operating conditions is calculated, and the fuel consumption rate data of the engine full performance map is generated. You.

When all the engines of the vehicle to be evaluated have the same torque pattern, only one fuel consumption rate characteristic data needs to be prepared, and the above-mentioned torque pattern collation is unnecessary.

FIG. 3 shows how the fuel consumption rate data of the full engine performance map is automatically generated. As described above, if the torque pattern is known, the fuel consumption characteristics of the engine can be known. Therefore, if one of the actual values, the best fuel consumption ratio, is given, then the ratio is multiplied by that to obtain the fuel consumption under all operating conditions. The consumption rate can be determined. In addition, the torque data of the full engine performance map can be obtained from the engine output characteristics stored in the database.

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

After writing various data necessary for calculating the operating state to the memory card 7, the memory card 7
Is inserted into the memory card read / write unit 5 of the operation state display device 1 and the operation state display device 1 reads various data necessary for calculating the operation state.

[0061] 2. Initial adjustment of the sensor and correction of the entire engine performance map After 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 a sensor output value when the accelerator pedal is fully closed and fully opened, and the initial adjustment of the built-in acceleration sensor 6 is, for example, performed by a device. This is performed using an attached level.

When the initial adjustment of the sensor is completed, the vehicle is actually driven, and the torque data of the engine full performance map is corrected based on the data measured at that time. Such 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 running after the driving state display device 1 is mounted on the vehicle.

Specifically, the vehicle is driven under the first tracing condition (accelerator operation amount of 70% or more) to calculate the torque data at the time of full-open running, and the second tracing condition (accelerator operation amount of 30 to 70%) is calculated. ), The accelerator operation amount and the engine rotation speed at the specified torque by running the vehicle are measured. In addition, in all trace conditions, the road surface gradient is zero,
The water temperature regulation value, acceleration state, and empty state are set, and the engine torque is calculated by the following equation (1).

[0064]

(Equation 1) Is calculated by R is the running resistance [N] calculated using equation (2) to equation (7) described later, and r is the tire dynamic load radius.
[m], it is the gear ratio at the current gear position, i
f is the reduction ratio, and η is the transmission efficiency.

Then, based on a comparison between the measured data and the full engine performance map, the torque data of the full engine performance map is corrected. As described above, by performing the correction based on the running data at the time of full load running and at the time of partial load, the torque data of the engine full performance map can be corrected to an almost accurate value.

3. Calculation of driving conditions based on driving data
Judgment As described above, when an engine full performance map having accurate torque data is obtained, calculation / judgment of the operating state used for evaluation is started. Specifically, first, the calculation of the basic data is performed, 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 operation state, a rolling resistance coefficient μr, a running resistance R, and a driving force F are calculated.

The rolling resistance coefficient μr is equal to the rolling resistance R described later.
This data is used to calculate r, and varies depending on the road surface conditions (dry, rainy, dew, snow, etc.), tire type, degree of wear, etc. The measurement of the data used for calculating the rolling resistance coefficient μr is performed in a state where the accelerator operation amount is 0% and the clutch is disengaged. For example, the data measurement is performed at the moment of the shift change (for a short time, the above condition is satisfied). Is satisfied), it is possible to measure the data necessary for calculating the rolling resistance coefficient μr without requiring the driver to perform a special operation for data measurement. The rolling resistance coefficient μr is, specifically, a speed v1 [m / s] at the start of deceleration and a speed v2 [m / s] after a predetermined time Δt seconds.
Based on the following equation (2),

[0069]

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

Next, the running resistance R [N] is calculated as a gradient resistance Rs [N],
The acceleration resistance Ra [N], the air resistance Rl [N], and the rolling resistance Rr [N] are obtained, and the following equation (3) is obtained.

[0071]

(Equation 3) Is calculated by

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

[0073]

(Equation 4) Is calculated by W [kg] is the gross vehicle weight.

The acceleration resistance Ra refers to the resistance due to the inertial force acting when the vehicle is accelerated or decelerated, and the vehicle longitudinal acceleration [m / s ² ] calculated based on the vehicle speed signal and the vehicle gross weight W [kg].
Based on the following equation (5),

[0075]

(Equation 5) Is calculated by

The air resistance Rl refers to a resistance generated due to an impact between the vehicle body and air during traveling, and an air density ρ [kg /
m ³ ], air resistance coefficient Cd, front projected area A [m ² ] and vehicle speed V [m /
s], the following equation (6),

[0077]

(Equation 6) Is calculated by

The rolling resistance Rr refers to the resistance generated between the tire and the road surface. Based on the rolling resistance coefficient μr and the gross vehicle weight W [kg], the following equation (7):

[0079]

(Equation 7) Is calculated by

The driving force F [N] refers to the force that moves the vehicle by the output from the engine, and the engine torque Te [N · m] obtained by referring to the full engine performance map.
Gear ratio it, gear ratio of currently selected gear position
Based on if, transmission efficiency η, and tire dynamic load radius r [m], the following equation (8)

[0081]

(Equation 8) Is calculated by

3.2. Calculation / Determination of Operating State Calculation / determination of the operating state is performed using the basic data calculated as described above. The calculation and determination of the operating state includes calculation of fuel consumption and fuel consumption, calculation of excess driving force and excess driving power factor, calculation of excess fuel consumption, idling determination, determination of rapid acceleration / deceleration, determination of excessive speed. , A shift-up possible determination, a constant-speed traveling determination, and an idle determination are performed.

Hereinafter, the calculation / determination processing will be described.

(1) Calculation of Fuel Consumption and Fuel Efficiency The fuel consumption is calculated by referring to the engine speed N [rpm] and the engine torque Te [obtained by referring to the full engine performance map from the engine speed and the accelerator operation amount. N · m], and the following equation (9):

[0085]

(Equation 9) To obtain the engine output [kW], and this engine output and
Based on the fuel consumption rate, the fuel specific gravity, and the running time obtained by referring to the engine full performance map based on the engine speed and the accelerator operation amount, the following equation (10) is obtained.

[0086]

(Equation 10) Is calculated by The fuel efficiency is calculated based on the travel distance obtained by integrating the vehicle speed obtained based on the vehicle speed signal and the fuel consumption, and the following equation (11):

[0087]

[Equation 11] Is calculated by Here, as the fuel efficiency, for example, the average fuel efficiency in the past predetermined time and the current instantaneous fuel efficiency are calculated. When the average fuel efficiency takes the best value as compared with the past fuel efficiency data, that value is stored as the highest fuel efficiency.

(2) Calculation of Excessive Driving Force, Excessive Driving Power Factor, etc. “Excessive driving force” refers to the driving force F transmitted from the engine.
, The value obtained by subtracting the acceleration resistance Ra from the running resistance R (= Rs + Rl + Rr)
When the value of the excess driving force is negative, the vehicle is in a deceleration state, and when the value is positive, the vehicle is in an acceleration state. When the excessive driving force is extremely large, it can be estimated that a useless driving force is acting, and it can be determined that an operation for promptly shifting up or returning to an appropriate accelerator operation amount is necessary.

FIG. 4 shows the contents of the processing for calculating the overdriving power factor, the overdriving power factor, etc., and the processing for displaying the calculated overdriving power factor, etc., on the display unit 4. This process is repeatedly executed at predetermined time intervals in the operation state calculation unit 3.

The process will be described. First, in steps S1 to S3, it is determined whether the engine speed, the accelerator operation amount, and the vehicle speed are all zero. If any one of the engine speed, the accelerator operation amount, and the vehicle speed is zero, the process proceeds to steps S14 and S15, and the excess driving force is set to zero. In this case, nothing is displayed on the display unit 4.

In step S4, it is determined whether the gear is currently being shifted, that is, whether the clutch is disengaged. If it is determined that the gear is being shifted, the process proceeds to steps S14 and S15. In this case, too, the excessive driving force is set to zero. Nothing is displayed on the display unit 4.

If it is determined that the shift is not being performed, the process proceeds to step S5, and 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 speed (5th speed in the case of a five forward speed transmission). You. The specified vehicle speed is, for example, 50 [km /
h], and 80 [km / h] while driving on highways. If the vehicle speed is equal to or higher than the specified vehicle speed and the gear position is at the maximum gear position, step S
Proceeding to 12, the excess driving force due to excessive speed is calculated.

In order to calculate the excess driving force due to excessive speed, 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 surplus air resistance. Then, a value obtained by adding the surplus air resistance to the excess driving force obtained by subtracting the running resistance excluding the acceleration resistance from the driving force is calculated as the excess driving force due to the excessive speed.
When the excess driving force is calculated, the process proceeds to step S13, where

[0094]

(Equation 12) 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 above-mentioned excessive driving power factor, this ratio is displayed instead of the above-mentioned excessive driving power factor. Will be displayed.

If the vehicle speed is not lower than the specified vehicle speed or is not the maximum gear position, the process proceeds to step S6, and the gear position is determined to be a definite gear position (if the gear position cannot be up-shifted, and if the transmission has five forward speeds, the gear position is 5;
Speed or reverse). If it is determined that the vehicle is in the definite gear stage, the process proceeds to step S8, and the excess driving force is calculated by subtracting the running resistance excluding the acceleration resistance from the current driving force. Then, in step S9, the excess driving power factor is calculated by the above equation (12) and displayed on the display unit 4.

If it is determined in step S6 that the gear position is not at the final gear position, the process proceeds to step S7 to determine whether the upshift is possible. The determination as to whether shift up is possible is made as follows. First, the engine rotational speed in the case where the gear is shifted up by one stage is obtained, and the engine torque at the time of full load is obtained from the engine rotational speed at the time of this one-stage shift up by referring to the full performance map. Then, based on the full load engine torque, 1
Driving force (maximum driving force) at full load at the time of step shift up is calculated. If the engine speed at the time of one-step shift-up is equal to or higher than the specified speed and the maximum driving force at the time of one-step shift-up is equal to or more than the running resistance (= Rs + Rl + Rr), it is determined that the shift-up is possible. If not, it is determined that upshifting is not possible.

If shift-up is not possible, step S
8, the process proceeds to S9 to calculate the excess driving force by subtracting the running resistance from the current driving force. The excess driving force factor is calculated by the equation (12) and displayed on the display unit 4.

If it is determined that the upshift is possible, the process proceeds to step S10 to calculate the excess driving force when the upshift is possible. Excessive driving force when upshifting is possible is calculated by calculating the excess fuel consumption due to upshift omission, which is the difference between the fuel consumption predicted by upshifting (the calculation method will be described later) and the current fuel consumption. The value is converted to the driving force (loss driving force). The converted value into the driving force is obtained by converting the excess fuel consumption into torque using the relational expression between the fuel consumption and the engine torque derived from Expressions (9) and (10), and further converting this into Expression (8). Can be obtained by substituting into

In step S 11, the excess driving force and the maximum driving force at the time of one-step-up shift are substituted into the equation (12) to calculate the excess driving force factor, and the result is displayed on the display unit 4. However, if the ratio [%] of the loss driving force to the current driving force is larger than the excess driving force ratio when the vehicle is running at a constant speed, this ratio is displayed on the display unit 4 instead of the excess driving force. I do.

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

Excess fuel consumption includes excess fuel consumption due to use of excessive driving force, excess fuel consumption due to excessive speed, fuel consumption due to shift-up inaction, excess fuel consumption due to idling, and excess fuel consumption due to idling. It is calculated as the sum of the quantities.

The excess fuel consumption due to the use of the 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. Specifically, first, the following equation (13):

[0103]

(Equation 13) As a result, an excessive torque is obtained from the excessive driving force. r is the tire dynamic load radius [m], it is the gear ratio at that gear position, if is the reduction ratio, and η is the transmission efficiency. Then, the following equation (14),

[0104]

[Equation 14] As a result, excessive output is obtained from excessive torque. Further, from the excess output, the following equation (15) is obtained.

[0105]

(Equation 15) Thus, the excess fuel consumption due to the use of the excess driving force is calculated. The memory card 7 records the integrated amount of excess fuel consumption due to the use of the excess driving force.

The excess fuel consumption due to the overspeed is:
This is the amount of fuel that is consumed excessively as a result of running at a speed equal to or higher than the specified vehicle speed, thereby increasing air resistance. The prescribed vehicle speed is set to, for example, 50 [km / h] on a general road and 80 [km / h] on a highway. Excess fuel consumption due to overspeed is calculated from the difference between the fuel consumption at overspeed and the predicted fuel consumption at the specified vehicle speed. Specifically, first, the following equation (1)
6),

[0107]

(Equation 16) The current air resistance Rl with the same conditions of running resistance Rr + Rs + Ra
From the increase in air resistance due to excess speed (= current air resistance
The driving force excluding (Rl-specific vehicle speed air resistance) is calculated.
Then, from the driving force at the specified vehicle speed, the following equation (17) is obtained.

[0108]

[Equation 17] Thus, the engine torque at the specified vehicle speed is obtained. The engine speed at the specified vehicle speed is given by the following equation (18).

[0109]

(Equation 18) Required by Then, the fuel consumption rate [g / kW ·
h] is obtained by referring to the full engine performance map, and based on the engine torque at the specified vehicle speed,

[0110]

[Equation 19] Thus, the engine output at the specified vehicle speed is obtained. Then, the following equation (20),

[0111]

(Equation 20) The fuel consumption at the specified vehicle speed is obtained by the following formula, and the excess fuel consumption due to excess speed is calculated by subtracting the fuel consumption at the specified vehicle speed from the current fuel consumption. The memory card 7 stores the integrated value of the calculated excess fuel consumption at the time of exceeding the speed.

The excess fuel consumption due to the omission of upshifting is determined by the fact that the operating point of the engine is shifted from the region where the fuel consumption rate is good due to the driver neglecting the shift operation despite the operating conditions that allow upshifting. This is the amount of fuel that has been removed and has been consumed excessively. The excess fuel consumption due to the upshift omission 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 calculated by the following equation (21):

[0113]

(Equation 21) And the engine output after upshift is calculated by the following equation (22):

[0114]

(Equation 22) Ask by Then, a fuel consumption rate [g / kW · h] corresponding to the engine speed and the engine torque after the upshift is obtained with reference to the engine full performance map, and the following equation (23) is obtained.

[0115]

(Equation 23) To calculate the fuel consumption predicted after the upshift. Then, by subtracting this value from the current fuel consumption, the excess fuel consumption due to the shift-up inaction is obtained, and the sum of these is recorded in the memory card 7.

The excess fuel consumption due to the idling is the amount of excess fuel consumed by idling the engine with the clutch disengaged when the vehicle is stopped.
First, the excess fuel consumption due to bleeding is calculated by the following equation (2)
4),

[0117]

(Equation 24) To obtain the output during idling. The torque shown is the torque required for rotation of the engine itself (main motion system, valve train,
Auxiliary equipment, etc.). The output at the time of idling is calculated by the following equation (25).

[0118]

(Equation 25) To calculate the fuel consumption during idling. Then, by subtracting the fuel consumption during idling from the current fuel consumption, the fuel consumption due to the emptying is calculated, and the sum of the calculated fuel consumption is recorded in the memory card 7.

The excess fuel consumption during idling is the amount of fuel consumed by idling for a predetermined time (for example, 20 seconds) or more, and the fuel consumption when the idling condition is satisfied is regarded as the excess fuel consumption. The sum of the values is recorded in the memory card 7.

The excess fuel consumption due to the use of excess driving force, the excess fuel consumption due to excessive speed, the fuel consumption due to shift-up inaction, the excess fuel consumption due to overdraft, and the idle fuel consumption calculated as described above. The sum of the excess fuel consumption is the excess fuel consumption, and the excess fuel consumption is displayed on an operation state display unit 43 of the display unit 4 described later.

The excess fuel consumption is determined by calculating the amount of fuel consumed when an ideal operation defined by the full engine performance map is performed as shown below, and subtracting this from the actually consumed fuel. You may ask for it.

FIG. 5 shows an example of the full engine performance map. In the ideal operation, the shifting operation is performed so that the operating point of the engine passes through the region indicated by the oblique lines in the figure where the fuel consumption rate is high. Driving. In FIG. 5, if the operating point of the engine shifts from C _{1 to} D ₁ in each gear, an area where the fuel consumption rate is good can be used effectively, but the gear position used is inappropriate and C ₂ → so that the extra consumption of fuel when the same work when the operation such as _{D 2, C 3 → D 3} . Here, C ₃ → D ₃ increases the rotation speed or increases the acceleration time because no torque is generated. Therefore, the ideal operation is that the operating point of the engine is C ₁ →
Upshifting in operation so that D _1, again operated so that the operating point of the engine is C ₁ → D _1, further upshifting to operating point C ₁ → target vehicle speed of the engine at the fourth speed It will be a kind of driving.

In order to calculate the actual fuel consumption, the combination of the engine speed and the torque that the vehicle traveled in a certain section is stored, and the corresponding gear position is also stored. Then, based on this, the actual fuel consumption per hour [l / h] is calculated by the following equation (26).

[0124]

(Equation 26) , And this is obtained by time integration. ρ is the fuel specific gravity [kg / l]. On the other hand, in order to calculate the ideal fuel consumption, the same traveling distance and the same time in FIG.
May be obtained as the shift operation is carried out so as to run at an operating point close to ₁ → D _1.

(4) Judgment of Acceleration and Sudden Acceleration Judgment of acceleration is made by the acceleration calculated based on 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 ] Is set, and if the detected acceleration exceeds the specified acceleration, it is determined that acceleration has been performed.

Further, when it is determined that the vehicle is accelerating, it is also determined whether the vehicle is suddenly accelerated. Judgment of sudden acceleration is made by a sudden acceleration judgment value (for example, 0.7 [m / m], which is set in accordance with the detected acceleration and the rank of the driver's driving technique (ecograph meter rank, or a rank related to acceleration).
s ² ]), and if the detected acceleration exceeds the sudden acceleration determination value, it is determined that rapid acceleration has been performed.

The rapid acceleration determination 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 ]. It is automatically updated to a smaller value.

The time at which the acceleration is performed and the time at which the rapid acceleration is performed are recorded on the memory card 7.

(5) Judgment of deceleration and sudden deceleration Judgment is made by the same processing as the above judgment of acceleration and sudden acceleration.
If the detected deceleration is larger than the deceleration judgment value (for example, 0.2 [m / s ² ]), it is determined that the vehicle is decelerating. If the deceleration is larger than the sudden deceleration judgment 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 the driving technique (the rank of an ecograph meter described later or the rank related to deceleration), and is set to a smaller value as the rank becomes higher. Then, the time at which the deceleration is performed and the time at which the rapid deceleration is performed are recorded on the memory card 7 respectively.

(6) Idling Judgment It is determined that the vehicle is idling when the vehicle has been 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 signal waiting is eliminated. In addition, the idling determination threshold value is set to a value smaller than the rotation speed at the time of idling up so that idling up when driving a crane or the like for cargo handling work using the engine output is excluded. When it is determined that the vehicle is idling, the time is measured and recorded on 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 made 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 overspeed. The prescribed vehicle speed is predetermined, and is set to 60 [km / h] when traveling on a general road and to 80 [km / h] when traveling on a highway.
When it is determined that the vehicle is traveling at an excessive speed, the time of traveling at the excessive speed is recorded on the memory card 7. The memory card 7 also records the time traveled on ordinary roads and the time traveled on expressways.

(8) Upshift possible determination As in the process of step S7 in FIG. 4, the engine rotational speed and the maximum driving force at the time of shifting up by one stage are calculated.
It is determined that the upshift can be performed when the engine rotation speed when the upshift is performed is equal to or higher than a specified value and the maximum driving force after the upshift is equal to or higher than the current running resistance (Rs + Rl + Rr). If it is determined that the shift up is possible, the time is recorded on the memory card 7. Also, the memory card 7
Is also recorded with the gear position used at the time of acceleration and the time traveled at a gear position other than the definite gear stage (second speed, third speed and fourth speed in the case of the fifth forward speed).

(9) Judgment at constant speed It is judged based on the excessive driving force whether the vehicle is traveling at the constant speed. The excessive driving force is small, and the ecograph meter 41, which will be described later, is not lit or only its green square is lit. In the case where the running state continues for a predetermined time or more, it is determined that the vehicle is traveling at a constant speed. The time determined to be running at a constant speed is recorded on the memory card 7. In addition, the total running time is also recorded on the memory card 7 in order to check the frequency of constant speed running with respect to the entire running time.

(10) Judgment of idling Whether the idling is performed is determined based on the vehicle speed, the engine speed, and the accelerator operation amount. When the accelerator operation amount is not zero, it is determined that the blanking has been performed. The memory card 7 records the number of times the blanking has been performed. The memory card 7 also records the number of stops.

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

FIG. 6 shows a specific configuration of the display unit 4. As shown in FIG. The display unit 4 includes a meter (ecograph meter) 41 for displaying an excess driving power factor or the like, a fuel consumption display unit 42 for displaying current and past fuel consumption, and an operation state display unit 43 for displaying an operation state such as excess fuel consumption. A warning display unit 44 for displaying a warning message when sudden acceleration is performed, a remaining memory display unit 45 for displaying the free space of the memory card 7,
It comprises a time display section 46 for selectively displaying the current time and the operation continuation time. It should be noted that values other than the excess driving power factor (steps S11 and S1 in FIG.
3 can also be displayed, but the following description focuses on the case where an excessive driving power factor 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 square cells. As the excess driving power factor increases, the cells are lit in order from the left cell in the figure, and the lighting color of each cell and the number of cells lit according to the excess driving power factor are ranked according to the driving technology rank (eco described later). (Rank of the graph meter).

FIG. 7 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 12 divisions divided into green, yellow, and red. In the lowest rank E, the setting is made such that when the meter is not lit, the excess driving power factor corresponds to 0%, and when the meter is fully lit, the condition corresponds to the excess driving power factor of 100%. The power factor is small, and the rank D has an excess driving power factor of 80.
%, The overdrive power factor is set to 60%, and all the lamps are gradually set to a small value. In the rank A, the overdrive power factor is 40%.
Is set to turn on all.

The excess driving power factor from 0% to 40% is green and 4%.
If 0% to 60% is displayed in yellow and 60% to 100% is displayed in red, the number of squares of green, yellow, and red becomes 4 at the lowest rank E, and the excess driving power factor increases. When the lights are turned on in order from the left cell, the driver drives the vehicle so that the red lamp (or the yellow lamp) is not turned on as much as possible. Therefore, the driver's target excessive driving power factor at this time is about 40% to 60%.

When the rank of the driving technique rises and the green display area becomes large, the driver starts driving as much as possible without turning on the yellow lamp. Therefore, the driver's target excess driving power factor at this time is 40
%, And the driver's target is higher than that of the rank E.

When the rank further rises and reaches the highest rank A, when the lighting color of each cell becomes green, the driver starts driving so as to reduce the number of green lighting. Therefore, the driver's target excess driving power factor at this time is reduced to 40% or less, and the driver's target is further increased.

As described above, 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 driver, and the skill can be improved. Improvements in driving skills can be expected for both skilled and unskilled people.

Returning to FIG. 6, the display unit 4 will be further described. The fuel consumption display unit 42 displays the current fuel consumption and the change of the fuel consumption in the past 30 minutes. It is possible to grasp how it has changed. Fuel efficiency is the standard fuel efficiency (here 5.0 [km / l])
When the fuel efficiency is better than the standard fuel efficiency, the cells above the center are lit by the number corresponding to the difference from the standard fuel efficiency, and when the fuel efficiency is lower than the standard fuel efficiency, the lower cell is the difference from the standard fuel efficiency. It lights up as many times as needed.

The operating state display section 43 selectively displays the maximum fuel consumption, the amount of fuel consumed so far, and the like, in addition to the excess fuel consumption calculated by the above calculation processing.

In the warning display section 44, the rapid acceleration and the rapid deceleration are performed by the above-described determination processing.
When it is determined that the vehicle can be shifted up, that the vehicle is idling, and that the vehicle has been idled, a warning message is displayed to the driver in accordance with the content of the determination. When the warning message is displayed, the excess fuel consumption also increases, so that the driver can specifically know the driving operation that deteriorates the fuel efficiency and can refer to the improvement of his own driving operation. Note that the warning method may be a method of generating a warning sound or a method of outputting a warning message by voice.

[0146] 5. Analysis of Operating State After the operation is completed, various data relating to the operating state recorded in the memory card 7 is read into the administrator's personal computer 2 after the operation is completed, and after various analysis processes are performed, the display of the administrator's personal computer 2 is performed. Displayed on the device.

FIG. 8 shows a screen displayed on the display device of the personal computer 2 for the manager. The driving state display section 51, the radar chart 52 by item, the fuel consumption graph 53 for a certain period, the excess fuel consumption by item. A graph 54 and an eco-graph meter rank fixed period graph 55 are displayed.

The operating state display section 51 displays the lighting ratio of each cell of the ecograph meter 41, the traveling distance in each cell,
The running time, the excess fuel consumption, and the excess fuel CO ₂ amount are displayed. Is the amount of CO ₂ which was to be extra discharged by the excess fuel amount of CO ₂ consumed excessive fuel consumption is calculated as the amount of CO ₂ generated by burning the excess fuel consumption .

The item-specific radar chart 52 includes:
"Ecograph", "Idling", "Escape",
For each item of "speed", "shift operation", "acceleration", "deceleration", and "constant speed traveling", the current and past ranks (A to E) of the driver regarding each item are displayed.

The rank displayed in the item "Ecograph" is a comprehensive rank (rank of the ecograph meter) determined by averaging the ranks of the respective items described later, and the display format of the ecograph meter 41. The threshold value for judging the acceleration or sudden acceleration / deceleration is changed in accordance with the rank of the ecograph meter.

When the cursor is placed on an item other than "Ecograph" and a button of an input device such as a mouse of the manager's personal computer 2 is clicked, a window for displaying details of each item is opened as shown in FIG.

FIG. 10 shows the contents of a window which is opened when the item "idling" is clicked. The screen shows "number of stops", "stop time", "number of engine stops", "engine stop". "Stop time", "idling time", and "ratio of idling time to stopping time" are displayed.

The "idling time" means that the vehicle is stopped with the engine running and the engine speed is below the idling determination threshold for a predetermined time X (for example,
20 seconds) or more, and the "stop time" is the time during which the vehicle has stopped for a predetermined time X or more. The “engine stop time” is the stop time minus the idling time.

The “idling time / stop time” is the ratio of the idling time to the stop time, and the smaller this value is, the more the driver pays attention to turning off the engine so as not to idle. . The rank of "idling" is determined according to this value, and the smaller this value is, the higher the rank of "idling" of the driver is set.

FIG. 11 shows the contents of the window which is opened when the item "acceleration" is clicked.
On the screen, in addition to "acceleration time", "rapid acceleration time", "rapid acceleration time / total acceleration time", a graph showing how much acceleration was performed in which gear and for how long is also displayed.

"Acceleration time" is an acceleration judgment value (for example, 0.2 [m /
s ^2]) is the sum of the time of performing the above acceleration, the "rapid acceleration time" rapid acceleration determination value rapid acceleration warning message (e.g., 0.7 [m / s ^2] or more) or more acceleration The time spent. “Sudden acceleration time / acceleration time” indicates the ratio of the rapid acceleration time to the acceleration time. The smaller this value is, the less frequently the rapid acceleration is performed, and the higher the driver's “acceleration” driving technique is. It can be said that. The “acceleration” rank is determined based on this value.

FIG. 12 shows the contents of the window that is opened when the item "deceleration" is clicked, and includes "deceleration time", "sudden deceleration time", "sudden deceleration time / deceleration time", A graph showing how much gear was decelerated and how long was performed is also displayed.

"Deceleration time" is a deceleration judgment value (for example, 0.2 [m /
s ² ]) The total time of deceleration more than this, and “sudden deceleration time” is the deceleration of more than the sudden deceleration judgment value (for example, 0.7 [m / s ² ]) at which the warning message of sudden deceleration is displayed. Time. The “sudden deceleration time / deceleration time” indicates the ratio of the sudden deceleration time to the deceleration time. The smaller this value is, the less frequently the rapid deceleration is performed, that is, the higher the driving technique related to the driver “deceleration” is. The rank of “deceleration” is determined based on this value. FIG. 13 shows the contents of a screen that is opened when the “speed” item is clicked. "Running time", "Overspeed running time", and "Overspeed running time / Total running time" are displayed. In addition, a graph indicating how long the vehicle has been running at what speed is also displayed.

The “total running time” is the total time during which the vehicle speed is greater than 0 [km / h] while driving on a general road or a highway. This is the time when the vehicle ran at or above the specified vehicle speed. "Overspeed traveling time / total traveling time" is the ratio of overspeed traveling time to the total traveling time, and it can be said that the smaller this value is, the more the driver has traveled with the specified speed. The “speed” rank is determined based on this value.

FIG. 14 shows the contents of the screen opened when the "Shift" item is clicked.
"2/3/4 speed running time", "shift up time", "shift up time / 2/3 4 running time"
Is displayed.

Also, a graph showing the running speed and the engine speed at each gear position is displayed together, and the running speed at the high engine speed while running at what speed. You can see visually if there are many.

"2/3/4 speed running time" is the total time of travel at the 2nd speed, 3rd speed or 4th speed in which shifting to the high speed is possible (in the case of a transmission with 5 forward speeds), The "shift-up possible time" is a time when the vehicle travels under conditions that allow a shift-up. The “shift-up possible time / 2.3 / 4-speed running time” is a ratio of the shift-up possible time to the 2.3.4-speed running time. The smaller this value is, the more the driver shifts up at an appropriate timing. It can be said that the shift-up was performed promptly when the shift-up was possible. The rank of the "shift operation" is determined based on this value.

FIG. 15 shows the contents of a window which is opened when the "constant speed traveling" item is clicked. "Constant speed time", "travel time", "constant speed time / travel time". Is displayed.

The “constant speed time” is a time corresponding to a constant speed condition for a certain time or more (the ecograph meter 41 is not lit or only its green square is lit), and the “running time”.
Is the time during which the vehicle speed meets the condition greater than 0 [km / h]. “Constant-speed time / running time” is the ratio of the constant-speed time to the running time. The smaller this value is, the higher the frequency of performing the constant-speed running is. The rank of “constant speed running” is determined based on this value.

FIG. 16 shows the contents of the window which is opened when the item "Empty" is clicked. The window includes "Empty", "Stop", and "Empty". The item of “number of times of flap / number of stops” is displayed.

The “number of times of idling” is the number of times corresponding to the condition of the idling (the engine speed and the accelerator operation amount are not zero when the vehicle speed is zero), and the “number of stops” is 0. Next vehicle speed 0 [km / h] after vehicle speed starts to increase from [km / h]
This is the total number of times measured from when the vehicle speed increases until the vehicle speed increases. The “number of times of bleeding / number of times of stopping” indicates the ratio of the number of times of bleeding to the number of times of stopping, and it can be said that the smaller this value is, the more the driver did not perform the time. "Empty"
Is determined based on this value.

Returning to FIG. 8, the screen displayed on the display device of the administrator personal computer 2 will be further described.
The fuel efficiency display unit 53 displays the fuel efficiency in a bar graph format together with the average fuel efficiency in the past on a weekly basis in the fuel efficiency display unit 53 for a certain period. The item-specific excess fuel consumption graph 54 is displayed separately for each cause so that the cause of the excessive fuel consumption can be understood.

The graph 55 of the eco-graph meter rank for a certain period of time displays the rank of the eco-graph meter within a certain period of time, such as one month, in a bar graph format, and also displays the average value of the rank of the period. .

As described above, since the operating state is displayed on the display device of the personal computer 2 for the administrator as it is, or in a form that is processed and arranged, the administrator can specify the operating state of the driver more specifically. It can be used as objective judgment data in evaluating the driving condition. Further, since the operating state is indicated by specific numerical values and rankings, it is also possible to specifically set a target value and a management standard for improving the operating state. The driver himself / herself can use the displayed analysis results to improve his / her own driving skills, or see the driving status of a skilled person to use the skilled person's driving skills to guide unskilled people. .

The data to be displayed on the display device of the personal computer for manager 2 is an example of data to be displayed, and data other than the data listed here may be replaced by the manager as necessary. It can also be displayed.

The embodiments of the present invention have been described above. However, the above configuration is 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), The selection of the vehicle and the automatic generation of the entire performance map may be performed on the side. Further, the analysis and display of the recorded driving state may be performed on the vehicle-mounted device side.

Further, in the above embodiment, the entire performance map of the engine 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. However, if a full performance map is available, it may be used.

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

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle driving state evaluation system according to the present invention.

FIG. 2 is a diagram for explaining an engine full performance map.

FIG. 3 is a diagram schematically illustrating a state in which fuel consumption rate data of an engine full performance map is automatically generated.

FIG. 4 is a flowchart showing the contents of a process for calculating an excessive driving power factor or the like and a process for displaying the calculated excess driving power factor or the like.

FIG. 5 is a characteristic diagram showing a relationship between an engine speed, an engine torque, and a fuel consumption rate.

FIG. 6 is a diagram showing a specific configuration of a display unit.

FIG. 7 is a diagram for explaining a change in the display format of the ecograph meter.

FIG. 8 is a screen displayed on a display device of a personal computer for a managed vehicle.

FIG. 9 is a diagram for explaining a radar chart for each item.

FIG. 10 "Idling" in the radar chart by item
It is a figure showing the screen opened when an item is clicked.

FIG. 11 is a diagram showing a screen that is opened when an “acceleration” item is clicked in the item-by-item radar chart.

FIG. 12 is a diagram showing a screen that is opened when a “deceleration” item is clicked in the item-by-item radar chart.

FIG. 13 is a diagram showing a screen that is opened when a “speed” item is clicked on the item-by-item radar chart.

FIG. 14 is a diagram illustrating a screen that is opened when a “shift operation” item is clicked in the item-by-item radar chart.

FIG. 15 is a diagram showing a screen that is opened when a “constant speed traveling” item is clicked on the item-by-item radar chart.

FIG. 16 is a diagram showing a screen that is opened when an “empty” item is clicked on the item-by-item radar chart.

FIG. 17 is a diagram for explaining ideal driving.

FIG. 18 is a diagram illustrating an ideal operation.

FIG. 19 is a diagram showing the relationship between the engine speed and torque and the fuel consumption rate.

FIG. 20 is a diagram showing a relationship between an engine torque and an air-fuel ratio and an equivalent ratio, and a relationship between an engine torque and NOx and a smoke level.

[Explanation of symbols]

 Reference Signs List 1 operation state display device 2 administrator's personal computer 3 operation state calculation unit 4 display unit 5 memory card read / write unit 6 built-in acceleration sensor 7 memory card

Continuing on the front page (72) Inventor Takao Hamuro 1-1-12 Tanbajima, Nagano City, Nagano Prefecture Inside Miyama Corporation (72) Inventor Hideki Nagahara 1-1-12 Tanbajima, Nagano City, Nagano Prefecture Miyama In-house F term (reference) 3D041 AA26 AA51 AB01 AC01 AC16 AC24 AD02 AD07 AD10 AD14 AD31 AE32 AE45 AF01 3D044 AA17 AA21 AA35 AB01 AC03 AC07 AC15 AC22 AC28 AD17 AE19 AE21 BA20 BA27 BB01 BD01 3G093 BA19 DB24 DB01 DA07 FA11

Claims (20)

[Claims] 1. A means for detecting that an operation that deteriorates fuel efficiency has been performed, and an amount of fuel actually consumed when the operation that deteriorates fuel efficiency has been performed has been detected. Means for calculating the amount of fuel consumed when the vehicle travels without performing the driving that worsens the fuel consumption, and that the vehicle travels without performing the operation that deteriorates the fuel efficiency from the amount of fuel actually consumed. Means for calculating the amount of fuel excessively consumed by the operation of reducing the amount of fuel consumed in the case and deteriorating the fuel economy; and means for displaying the calculated excess fuel consumption to the driver. A vehicle operation state evaluation system, comprising: 2. The method according to claim 1, wherein the means for detecting that the driving which deteriorates the fuel efficiency is performed is a means for detecting that the acceleration is performed at an acceleration larger than a predetermined sudden acceleration determination value. The vehicle operation state evaluation system according to claim 1. 3. The method according to claim 2, wherein the means for detecting that the operation for deteriorating fuel efficiency has been performed is means for detecting that deceleration has been performed at a deceleration greater than a predetermined sudden deceleration determination value. The vehicle operating state evaluation system according to claim 1. 4. The vehicle operating state evaluation according to claim 1, wherein the means for detecting that the driving which deteriorates the fuel efficiency is performed is a means for detecting that the vehicle has run at a speed higher than a specified vehicle speed. system. 5. A system according to claim 1, further comprising: means for judging whether or not an upshift is possible based on current and up-shift operating conditions; 2. The vehicle operating state evaluation system according to claim 1, wherein the system detects a driving without going up. 6. The means for determining whether the upshift is possible is performed when the engine speed after the upshift is equal to or higher than a specified rotation speed and the driving force at full load after the upshift is equal to or higher than the current running resistance. The vehicle operating state evaluation system according to claim 5, wherein it is determined that the upshift is possible. 7. The apparatus according to claim 1, wherein the means for detecting that the driving which deteriorates the fuel efficiency is performed is a means for detecting that the vehicle is idling when the vehicle is stopped. Vehicle driving condition evaluation system. 8. A means for ranking a driving skill of a driver based on a frequency of the driving that deteriorates fuel efficiency, and a means for displaying the rank of the driving skill to a driver or a manager thereof. The vehicle operation state evaluation system according to any one of claims 1 to 7, further comprising: 9. A method for ranking a driving skill of a driver based on a frequency of the driving that deteriorates fuel efficiency is performed, wherein the higher the rank of the driving skill, the smaller the rapid acceleration determination value. The vehicle operation state evaluation system according to claim 2. 10. A system for ranking a driving skill of a driver based on a frequency at which the driving that deteriorates fuel efficiency is performed, wherein the higher the rank of the driving skill, the smaller the rapid deceleration determination value. The vehicle operation state evaluation system according to claim 3. 11. A means for calculating a driving force of a vehicle based on driving conditions; a means for calculating an excess driving force by subtracting a running resistance from the calculated driving force; and a driving force at the time of full load. 11. A means for calculating an excess driving power factor by dividing by the following formula: and a means for displaying the calculated excess driving power factor to a driver. The vehicle operation state evaluation system according to any one of the first to third aspects. 12. A means for judging whether the vehicle is running at or above a prescribed vehicle speed, a means for calculating the air resistance actually received by the vehicle based on the current vehicle speed, and an air received by the vehicle when traveling at the prescribed vehicle speed. Means for calculating the resistance, and means for calculating the excess air resistance by subtracting the air resistance received when the vehicle travels at the specified vehicle speed from the actually received air resistance, and running at the specified vehicle speed or higher. When it is determined that the excess driving force is calculated, the excess driving force is calculated by adding the excess air resistance to a value obtained by subtracting the running resistance from the calculated driving force. A vehicle operating state evaluation system according to claim 11. 13. A means for determining whether shift-up is possible based on current and up-shift operating conditions, and means for calculating fuel consumption in the case of up-shift based on operating conditions after up-shift. Means for calculating the fuel consumption reduced when the shift-up is performed by subtracting the fuel consumption after the shift-up from the current fuel consumption; and converting the fuel consumption reduced by the shift-up into driving force. Means for calculating the excess driving force, when the upshift is possible, calculates a value obtained by converting the fuel consumption reduced by the upshift into driving force as the excess driving force. The vehicle operating state evaluation system according to claim 11, wherein 14. A means for ranking a driving skill of a driver based on a frequency of the driving that deteriorates fuel efficiency is performed, and a means for displaying the excess driving power factor to the driver comprises: 12. The vehicle driving state evaluation system according to claim 11, wherein the display format of the excess driving power factor is changed so that the driver's target excess driving power factor becomes smaller as the rank of the vehicle becomes higher. 15. The means for displaying the overdrive power factor to the driver displays the overdrive power factor in the form of a bar graph, and a bar that is displayed as the rank of the driving technique increases with the same overdrive power factor. The operating state evaluation system according to claim 11, wherein the length of the driving state is increased. 16. The driving according to claim 1, further comprising means for issuing a warning to a driver when it is detected that driving that deteriorates fuel efficiency has been performed. Condition evaluation system. 17. A means for recording the calculated excess fuel consumption on a recording medium, and a means for displaying the excess fuel consumption recorded on the recording medium to a driver or a manager thereof after the operation is completed. ,
The operating state evaluation system according to any one of claims 1 to 16, further comprising: 18. The operating state evaluation according to claim 17, wherein said means for displaying the recorded excess fuel consumption after the operation is completed displays the excess fuel consumption separately for each cause of occurrence. system. 19. A means for recording, on a recording medium, a frequency at which the driving that deteriorates the fuel efficiency is performed, and a driver or a manager thereof after the driving is completed. And means for displaying the information.
8. The operating state evaluation system according to any one of 8 above. 20. The means for displaying the recorded frequency of the operation that deteriorates the fuel efficiency after the operation is completed, displays the frequency for each type of operation that deteriorates the fuel efficiency. The operation state evaluation system according to 1.