JP2005337229A - Fuel consumption saving management system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately monitor deceleration driving by engine brake in a vehicle provided with an auxiliary brake. <P>SOLUTION: This system is constituted by providing information detection means 13 to 15 for detecting information related to fuel flow rate of the vehicle having the auxiliary brake and/or opening of an accelerator and use of the auxiliary brake in an on-vehicle analysis device 1. An information processing means 3 for calculating cumulative running distance for running in a condition in which opening of the accelerator is zero and in a condition in which the auxiliary brake is not used and an information storage means 4 for storing cumulative running distance calculated by the information processing means are provided in the on-vehicle analysis device and/or an office analysis device 32. Preferably, the condition in which opening of the accelerator is zero is when fuel flow rate is less than a predetermined set value and/or opening of the accelerator is substantially zero. This system is further provided with an information detection means 11 for detecting vehicle speed. Preferably, the information processing means calculates cumulative running distance based on vehicle speed and elapse time for running in the condition in which opening of the accelerator is zero and in the condition in which the auxiliary brake is not operated. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a fuel saving management system suitable for use in vehicles such as trucks.

  Conventionally, for example, fuel saving management systems used for vehicles such as trucks can be roughly divided into two types. One is that the vehicle-mounted analyzer accumulates data such as vehicle speed, engine speed, and fuel flow rate in a memory based on signals from various sensors. Various data stored in the memory are stored in a storage medium such as a memory card by a driver, an operation manager, or the like after the end of traveling. Then, the travel data stored in the memory card or the like is input to an office analysis device prepared by the office or vehicle manufacturer, and a detailed analysis of the driving state is performed based on the data.

  The operation manager can manage what kind of driving each driver is performing for a predetermined warning value such as a vehicle speed, an engine speed, and a fuel flow rate set in advance based on the detailed data. At the same time, the driver can know his / her driving condition from objective analysis data, and tries to make further safety and fuel-saving driving (see, for example, Patent Documents 1 and 2). However, this system has a problem in that it requires a cost to introduce an office analysis apparatus and is difficult for a small-scale business operator to adopt.

  Another fuel saving management system can be said to be a simple fuel saving management system. The in-vehicle analyzer monitors the vehicle speed, engine speed, etc., and if these exceed a predetermined warning value, a buzzer or A warning is given by pseudo sound (hereinafter also referred to as a buzzer). Therefore, the driver can know his / her driving condition on the spot in the form of a warning, and can immediately correct the driving.

In addition, the time and number of times exceeding this predetermined warning value are stored in the memory, and if necessary, the operation manager can know the excess time and number of times via the establishment analysis device of the establishment or vehicle manufacturer. Thus, fuel saving management and driver assistance can be performed (see, for example, Patent Documents 3 and 4). This simple fuel-saving management system can be configured with only an in-vehicle analysis device, and it is very easy for small businesses to adopt in terms of cost, and future development is highly expected.
JP-A-10-69555 (page 5-12, FIG. 1-3) Japanese Patent Laid-Open No. 2003-115065 (page 5-7, FIG. 1-2) Japanese Utility Model Laid-Open No. 4-110924 (first page, Fig. 1-3) Japanese Unexamined Patent Publication No. 2000-87776 (page 3-6, FIG. 1-5)

  When decelerating when the vehicle is traveling, the longer the distance of deceleration operation by the engine brake that returns the accelerator and travels in the lowest fuel injection state, can contribute to fuel saving. On the other hand, a vehicle equipped with an auxiliary brake represented by an exhaust brake, a retarder, etc., can easily obtain excellent braking characteristics by the operation of this auxiliary brake, and therefore tends to repeat rapid deceleration and accompanying rapid acceleration. It can be seen that it is a major factor in fuel consumption deterioration.

  However, in the conventional fuel saving management system described above, the logical setting for accurately monitoring the deceleration operation by the engine brake is not particularly made in a vehicle equipped with this auxiliary brake, and is the most important as a fuel saving management system. There is a problem that there is a lack of elements.

  The present invention has been made to solve such a problem, and in particular, it is possible to accurately monitor the deceleration operation by the engine brake in a vehicle equipped with an auxiliary brake, and to dramatically improve the accuracy of fuel consumption management. It is an object to provide a fuel-saving management system that can be used.

  In order to solve the above-mentioned problem, the means employed by the present invention is a fuel consumption management system including an in-vehicle analysis device and / or a business site analysis device for analyzing fuel consumption of a vehicle having an auxiliary brake. And / or an on-vehicle analyzer that includes information detecting means for detecting information on the accelerator opening and the use of the auxiliary brake, and the accelerator opening is zero based on the fuel flow rate and / or the accelerator opening and the information on the use of the auxiliary brake. The vehicle-mounted analysis device and / or the office analysis device include information processing means for calculating the cumulative travel distance traveled in a state where the auxiliary brake is not used, and information storage means for storing the cumulative travel distance calculated by the information processing means. That is.

  As described above, in a vehicle equipped with an auxiliary brake, the longer the distance of the deceleration operation by the engine brake that returns the accelerator and travels in the lowest fuel injection state, can contribute to fuel saving. However, if an auxiliary brake such as an exhaust brake is used during this time, it will result in useless deceleration, and it will be necessary to depress the accelerator again to accelerate it accordingly, which is a major factor in fuel consumption deterioration. Therefore, by returning the accelerator and calculating the cumulative mileage traveled without using the auxiliary brake, it is possible to accurately monitor the deceleration operation by the engine brake, and the analysis data for fuel-saving operation can be used for the driver and operation management. Can be optimally provided to the user.

  It is desirable that the accelerator opening zero state is when the fuel flow rate is less than a predetermined set value and / or when the accelerator opening is substantially zero. When the accelerator is returned and the vehicle is running in the engine brake state, for example, in a diesel engine, fuel zero injection is performed, but in reality, the fuel flow meter display is not often zero. In addition, a gasoline engine vehicle always has a constant fuel injection. Therefore, by setting the determination condition to be when the fuel flow is less than a predetermined set value that approximates the minimum fuel flow rate and / or when the accelerator opening is substantially zero, Can be captured almost accurately.

  The vehicle is provided with an auto-cruise system that can automatically adjust the vehicle speed to a predetermined vehicle speed, and the information processing means is in a state in which the accelerator opening is zero when the fuel flow rate is less than a predetermined set value when the auto-cruise system is operating. Is more desirable. Since the driver does not perform the accelerator operation when the auto-cruise system is activated, it is difficult to determine whether the accelerator opening is zero based on the accelerator opening. Accordingly, in this case, it is necessary to make the accelerator opening degree zero when the fuel flow rate is less than the predetermined set value.

  The information detection means further comprises an information detection means for detecting the vehicle speed of the vehicle, and the information processing means is based on the vehicle speed detected by the information detection means and the elapsed time traveled in a state where the accelerator opening is zero and the auxiliary brake is not used. It is desirable to calculate As information detection means for detecting the vehicle speed, the vehicle is generally provided with a vehicle speed sensor, and it is simplest and accurate to obtain the accumulated travel distance by this means.

  It is desirable to provide the in-vehicle analysis device with a printer that can output the accumulated travel distance stored by the information storage means. By doing so, the driver and the operation manager can quickly and accurately know the driving state at that time in comparison with the actual driving, and the driver's awareness of fuel efficiency improvement. Can be further enhanced.

  The fuel saving management system of the present invention includes an information detection means for detecting information on the use of the auxiliary brake and one or both of the fuel flow rate of the vehicle equipped with the auxiliary brake, the accelerator opening, and the on-vehicle analyzer. An in-vehicle analysis apparatus and / or a business establishment analysis apparatus comprising an information processing means for calculating a cumulative travel distance traveled in a state where the opening is zero and an auxiliary brake is not used, and an information storage means for storing the cumulative travel distance calculated by the information processing means Therefore, it is possible to accurately monitor the deceleration traveling by the engine brake particularly in a vehicle equipped with an auxiliary brake, and it is possible to achieve an excellent effect that the fuel efficiency management can be dramatically improved.

  A best mode for carrying out a fuel saving management system according to the present invention will be described in detail with reference to FIGS.

  As shown in FIG. 1, an in-vehicle analysis device 1 mounted on a vehicle such as a truck equipped with an auxiliary brake includes an analysis device body 2, various information detection means such as a vehicle speed sensor 11, and a setting device 21. The analysis apparatus main body 2 includes a CPU (information processing means) 3 for processing information, a memory (information storage means) 4 for storing processing information processed by the CPU, and a speaker for giving a warning by a buzzer or pseudo sound according to a command from the CPU. 5. An in-vehicle printer 6 for outputting information stored in the memory, and an accelerator display 7 for visually informing the driver of the accelerator opening A at that time. The in-vehicle printer 6 may be separated from the analysis apparatus main body 2 and provided separately. Further, the warning can be performed not by the speaker 5 but by lighting the lamp.

  An ECU 10 is mounted on the vehicle, and the ECU 10 is electrically connected to a vehicle speed sensor 11, an engine speed sensor 12, an accelerator opening sensor 13, a fuel flow sensor 14, and an auxiliary brake operating unit 15, all of which are information detection means. If there is, the ECU 10 and the analyzer main body 2 are electrically connected. On the other hand, when the vehicle is a vehicle not equipped with an ECU, as shown in FIG. 2, a vehicle speed sensor 16, an engine speed sensor 17, an accelerator opening sensor 18, and a fuel flow sensor 19 are provided as information detection means. These are electrically connected to the analyzer main body 2. Further, the auxiliary brake operating unit (information detecting means) 20 and the analysis device main body 2 are electrically connected.

  From the above-described auxiliary brake operation units 15 and 20, the use state of the auxiliary brake is input to the analyzer main body 2 via the ECU 10 or directly. The auxiliary brake is represented by, for example, an exhaust brake, a retarder, etc. in a truck or the like, but is not necessarily limited thereto.

  As shown in FIG. 1, the setter 21 uses a selector switch 22 to set, for example, a predetermined warning value A1 for an accelerator opening A and a predetermined setting time T11, a predetermined warning value dA2 for an accelerator opening variation dA, and a predetermined setting. Time T22, predetermined warning value E1 for engine speed E and predetermined set time T12, predetermined warning value S2 for vehicle speed S and predetermined set time T21, predetermined warning value dS2 for vehicle speed fluctuation dS and predetermined set time T23, top gear not used The predetermined warning time Tt2 and the predetermined setting time T24, the predetermined warning value B2 and the predetermined setting time T25 of the auxiliary brake usage rate B, the idling predetermined warning time Ti3, the predetermined setting time T31, and the like can be changed.

  As will be described later, a necessary report can be output from the in-vehicle printer 6 at regular intervals, but various other settings such as setting changes such as presence / absence of regular output can be performed. Various settings are sent to the analyzer main body 2 by pressing the setting change switch 23.

  Various reports can be output from the in-vehicle printer 6. Here, three typical examples will be described. FIG. 3 shows a warning setting report 41. The warning setting report 41 can be output at an arbitrary time if necessary. The warning setting report 41 includes, for example, an engine cylinder number 42, an engine rated output speed 43, a predetermined warning value (predetermined warning condition) S2 44 for the vehicle speed S, and a predetermined warning value (predetermined warning condition) for the engine speed E. E1 45, predetermined warning value for accelerator opening A (predetermined warning condition) A1 46, predetermined warning time for idling elapsed time Ti (predetermined warning condition) Ti3 47, predetermined set time T21 48 for vehicle speed S excess time Ts2, engine rotation A predetermined set time T12 49 for the excess time Te of the number E, an operation state display 50 of the in-vehicle printer 6 and an operation state display 51 of a warning are displayed.

  In addition, if necessary, a predetermined set time T11 for the excess time Ta of the accelerator opening A, a predetermined warning value (predetermined warning condition) dA2 for the accelerator opening variation dA, a predetermined set time T22 for the excess time Tda, and a predetermined vehicle speed variation dS. Warning value (predetermined warning condition) dS2 and predetermined set time T23 for the excess time Tds, predetermined warning time (predetermined warning condition) for top gear non-use elapsed time Tt (predetermined warning condition) Tt2 and predetermined set time T24 for the elapsed time Tt, use of auxiliary brake A predetermined warning value (predetermined warning condition) B2 of the rate B, a predetermined set time T25 for the excess time Tb, a predetermined set time T31 for the idling elapsed time Ti, or the like may be displayed.

  As described above, the predetermined setting time T11 and the like of the accelerator opening A changed by the setting device 21 can be output from the in-vehicle printer 6. Therefore, the predetermined setting time T11 and the like of the changed setting are immediately displayed on the vehicle. It can be confirmed accurately in the printed form.

  FIG. 4 shows a scheduled report 61. The scheduled report 61 is automatically output at regular intervals according to the setting, and is intended to allow the driver to repeatedly recognize the number of excesses regarding particularly important parameters. The scheduled report 61 includes a printing date and time 62, an excess number 63 for the vehicle speed S, which will be described later, an excess number 64 for the accelerator opening A, an excess number 65 for the engine speed E, and an excess number 66 for the idling elapsed time Ti. Is displayed.

  FIG. 5 shows the excess tabulation report 71. The excess tabulation report 71 can be output at an arbitrary time if necessary. The excess count report 71 includes a count start time 72, a count end time 73, an excess count 74 for the vehicle speed S, an excess count 75 for the accelerator opening A, an excess count 76 for the engine speed E, and an idling elapsed time Ti. Number of times 77, cumulative travel distance 78, fuel consumption 79, fuel consumption rate 80, travel ratio 81 with respect to the total cumulative travel distance of the cumulative travel distance TL when the accelerator opening is zero and the auxiliary brake is not used. Is displayed.

  For example, the CPU 3 calculates the cumulative travel distance 78 and the fuel consumption 79 based on the vehicle speed S detected by the vehicle speed sensor 11, the fuel flow rate F detected by the fuel flow sensor 14, and the like. From the fuel consumption 79, the above-described fuel consumption rate 80 is calculated. In addition, the excess number for the accelerator opening variation dA, the excess number for the vehicle speed variation dS, the excess number for the non-use of the top gear, the excess number for the auxiliary brake usage rate B, and the like may be displayed.

  The warning setting report 41 and the excess counting report 71 described above can be output from the in-vehicle printer 6 at any time by pressing the setting confirmation switch 8 and the printing switch 9 of the analyzer main body 2 respectively. Further, various processing information stored in the memory 4 of the analysis apparatus main body 2 can be sent via the memory card 31 to the establishment analysis apparatus 32 provided in the establishment or vehicle manufacturer. A detailed analysis can also be performed by the device 32.

  Next, warning monitoring by the fuel saving management system will be described with reference to FIGS.

  As shown in FIG. 6, the CPU 3 reads the engine speed E detected by the engine speed sensors 12 and 17 (step S2). It is determined whether the engine speed E exceeds zero (step S4). If the determination result in step S4 is negative (No), that is, if the engine is stopped, state recognition is initialized (step S6). If the determination result in step S4 is affirmative (Yes), that is, if the engine is operating, the vehicle speed S detected by the vehicle speed sensors 11 and 16 is read (step S8), and whether or not the vehicle speed S exceeds zero. Is determined (step S10). If the determination result of step S10 is affirmative, that is, if the vehicle is in a traveling state, the traveling process shown in FIG. 7 is executed (step S12).

  If the determination result of step S10 is negative, that is, if the vehicle is in a stopped state, the idling process shown in FIG. 13 is executed (step S14). After the state recognition initialization (step S6) or the running process (step S12) or the idling process (step S14) is executed, it is determined whether or not the power is OFF (step S16). If the determination result of step S16 is negative, step S2 and subsequent steps are repeated again. If the determination result of step S16 is affirmative, the warning monitoring is terminated.

  As shown in FIG. 7, the traveling process is executed as follows. The CPU 3 determines whether or not the vehicle speed S read in step S8 exceeds a predetermined set value So of the vehicle speed S set to determine whether or not the vehicle is traveling on an expressway (step S20). ). If the determination result in step S20 is negative, that is, if the vehicle speed S is equal to or less than the predetermined set value So, the general road process shown in FIGS. 8 and 9 is executed (step S22).

  If the determination result in step S20 is affirmative, an excess time Ts0 when the vehicle speed S exceeds a predetermined set value So is detected (step S24), and the excess time Ts0 is determined as to whether or not the vehicle is continuously running at high speed. It is determined whether or not a predetermined set time T01 set to determine whether or not has been exceeded (step S26). If the determination result of step S26 is affirmative, the expressway process shown in FIG. 10 is executed (step S28). If the determination result of step S26 is negative, it is determined that the vehicle is not continuously running at high speed, and the general road process of step S22 is executed. As a result, the traveling process ends.

  As shown in FIG. 8, the general road processing of FIG. 7 uses the vehicle speed S, engine speed E, accelerator opening A, and idling elapsed time Ti processed by the CPU 3 as general road processing information as follows. Executed. First, the CPU 3 reads the accelerator opening A detected by the accelerator opening sensors 13 and 18 (step S100), and is provided to determine whether or not the accelerator opening A is excessively depressed. It is determined whether or not the predetermined warning value A1 is exceeded (step S102). If the determination result in step S102 is affirmative, that is, if it is determined that the driver is depressing the accelerator excessively, a warning is given to the driver by a buzzer or the like from the speaker 5 (step S104).

  Further, the CPU 3 detects an excess time Ta when the accelerator opening A exceeds the predetermined warning value A1 (step S106), and determines whether or not the excess time Ta exceeds a predetermined set time T11 (step S108). ). If the determination result in step S108 is affirmative, that is, after the warning in step S104 is performed, if the driver continues to depress the accelerator further, an excess count value (occurrence of excess) is added to the memory 4. Then, the cumulative excess number and cumulative excess time are stored (step S110). In general road travel, the accelerator opening A greatly affects fuel consumption. Therefore, by storing the warning based on the accelerator opening A and the occurrence of excess, fuel saving management can be performed accurately.

  If the determination result in step S102 is negative, that is, if the accelerator opening A is equal to or less than the predetermined warning value A1 and it is determined that the driver does not depress the accelerator excessively, If the determination result is negative, that is, if the above-described excess time Ta is less than or equal to the predetermined set time T11 and the driver determines that the accelerator has been depressed excessively in response to the warning, and the memory 4 is stored in step S110. When the excess count value is added, as shown in FIG. 9, the CPU 3 is provided to determine whether or not the engine speed E read in step S2 is a speed that deteriorates fuel consumption. It is determined whether or not the predetermined warning value E1 is exceeded (step S112).

  If the determination result in step S112 is affirmative, that is, if it is determined that the driver is traveling at an engine speed E that deteriorates the fuel efficiency, as in steps S104 to S108 described above, Warning (step S114), detection of excess time Te when the engine speed exceeds a predetermined warning value E1 (step S116), determination of whether or not the excess time Te has exceeded a predetermined set time T12 (step S118), step S118 When the determination result is positive, the excess count value is added to the memory 4 (step S120). The accumulated excess number and accumulated excess time are stored in the memory 4.

  If the determination result in step S112 is negative, that is, if it is determined that the engine speed E is equal to or less than the predetermined warning value E1 and the engine speed is not deteriorating, the determination result in step S118 is negative. In other words, that is, when the excess time Te of the engine speed E described above is equal to or less than the predetermined set time T12 and the driver determines that the engine speed E is suppressed according to the warning, and exceeds the memory 4 in step S120. When the count value is added, the general road processing is terminated.

  As shown in FIG. 10, the highway processing of FIG. 7 is performed by the CPU 3 as the highway processing information, the vehicle speed S, the accelerator opening variation dA, the vehicle speed variation dS, the top gear non-use elapsed time Tt2, the auxiliary brake usage rate. Using B, it is executed as follows. First, the CPU 3 determines whether or not the vehicle speed S read in step S8 exceeds a predetermined warning value S2 provided for determining whether or not the vehicle is traveling at a vehicle speed that deteriorates fuel consumption (step S200). ). If the determination result in step S200 is affirmative, that is, if it is determined that the driver is traveling at a vehicle speed that deteriorates fuel consumption, a warning is given to the driver by a buzzer or the like from the speaker 5 (step S202). .

  Further, the CPU 3 detects the excess time Ts2 when the vehicle speed S exceeds the predetermined warning value S2 (step S204), and determines whether or not the excess time Ts2 exceeds the predetermined set time T21 (step S206). If the determination result in step S206 is affirmative, that is, if the driver continues to depress the accelerator excessively beyond the predetermined set time T21 even after giving the warning in step S202, an excess count value is stored in the memory 4. Addition is performed, and the cumulative excess number and cumulative excess time are stored (step S208).

  If the determination result in step S200 is negative, that is, if the vehicle speed S is equal to or less than the predetermined warning value S2, the driver determines that the vehicle is not traveling at a vehicle speed that deteriorates fuel consumption, and the determination result in step S206 is In the negative case, that is, when the above-described excess time Ts2 is equal to or less than the predetermined set time T21, and it is determined that the driver has stopped traveling at a vehicle speed that deteriorates fuel consumption in response to a warning, and in step S208, the memory 4 is stored. When the excess count value is added, the CPU 3 next reads the accelerator opening A detected by the accelerator opening sensors 13 and 18 (step S210), and changes in the accelerator opening from the accelerator opening A over a fixed minute time ΔT. The amount ΔA is obtained, and the accelerator opening variation dA is calculated by the following equation (1) (step S212).

dA = ΔA / ΔT (1)
The CPU 3 determines whether or not the accelerator opening variation dA exceeds a predetermined warning value dA2 provided for determining whether or not the accelerator is excessively varied (step S214). If the determination result in step S214 is affirmative, that is, if it is determined that the driver is excessively changing the accelerator, a warning to the driver (step S216), as in steps S202 to S208 described above, Detection of the excess time Tda when the accelerator opening fluctuation dA exceeds the predetermined warning value dA2 (step S218), determination of whether or not the excess time Tda exceeds the predetermined set time T22 (step S220), determination result of step S220 When the result is affirmative, addition of the excess count value to the memory 4 is executed (step S222). The accumulated excess number and accumulated excess time are stored in the memory 4.

  In highway driving, the accelerator opening fluctuation dA particularly has a great influence on the fuel consumption. Therefore, fuel saving management can be performed accurately by performing warning based on the accelerator opening variation dA and storing occurrence of excess.

  If the determination result in step S214 is negative, that is, if the accelerator opening variation dA is less than or equal to the predetermined warning value dA2 and it is determined that the driver is not making excessive accelerator variation, the determination result in step S220 is In the negative case, that is, when the above-described excess time Tda is equal to or less than the predetermined set time T22 and the driver determines that the excessive change of the accelerator is stopped in response to the warning, and the excess count value is stored in the memory 4 in step S222. Then, as shown in FIG. 11, the CPU 3 obtains the vehicle speed fluctuation amount ΔS in the constant minute time ΔT from the vehicle speed S read in step S8, and calculates the vehicle speed fluctuation dS by the following equation (2) ( Step S224).

dS = ΔS / ΔT (2)
The CPU 3 determines whether or not the vehicle speed variation dS exceeds a predetermined warning value dS2 provided for determining whether or not the vehicle speed variation is an excessive vehicle speed variation that deteriorates fuel consumption (step S226). If the determination result in step S226 is affirmative, that is, if it is determined that the driver is making excessive vehicle speed fluctuations that deteriorate the fuel efficiency, the driver is warned in the same manner as in steps S202 to S208 described above. (Step S228), detection of the excess time Tds when the vehicle speed fluctuation dS exceeds the predetermined warning value dS2 (Step S230), determination of whether or not the excess time Tds exceeds the predetermined set time T23 (Step S232), Step S230 When the determination result is affirmative, addition of the excess count value to the memory 4 is executed (step S234). The accumulated excess number and accumulated excess time are stored in the memory 4.

  If the determination result in step S226 is negative, that is, if the vehicle speed variation dS is equal to or less than the predetermined warning value dS2, and it is determined that the driver does not perform excessive vehicle speed variation that deteriorates fuel consumption, and the above-described step When the determination result of S232 is negative, that is, when the above-described excess time Tds is equal to or less than the predetermined set time T23 and the driver determines that the vehicle speed fluctuation dS is suppressed according to the warning, and the memory 4 is exceeded by step S232 When the count value is added, the CPU 3 next estimates and determines whether or not the top gear is used from the engine speed E read in step S2 and the vehicle speed S read in step S8 (step S236). ).

  If the determination result in step S236 is negative, that is, if the driver is not using the top gear, the top gear non-use elapsed time Tt is detected (step S238), and the top gear non-use elapsed time Tt is a predetermined warning. It is determined whether or not the time Tt2 has been exceeded (step S240). If the determination result in step S240 is affirmative, that is, if the driver does not use the top gear beyond the predetermined warning time Tt2, a warning to the driver (step S242) as in steps S202 to S208 described above. ), Determining whether or not the top gear non-use elapsed time Tt has exceeded the predetermined set time T24 (step S244), and adding the excess count value to the memory 4 when the determination result of step S244 is affirmative (step S246) Execute. The accumulated excess number and accumulated excess time are stored in the memory 4.

  When the determination result of step S236 is affirmative, that is, when the top gear is used and it is determined that the driver is not traveling so as to deteriorate the fuel consumption, and when the determination result of step S240 is negative, That is, when the elapsed time Tt is less than or equal to the predetermined set time T24 and it is determined that the driver has shifted up to the top gear in response to the warning, and when the excess count value is added to the memory 4 in step S246, As shown in FIG. 12, the CPU 3 detects the use of the auxiliary brake from the auxiliary brake actuating units 15 and 20 (step S248), and uses the auxiliary brake using the following formula (3) from the number N of times of use at a constant travel distance Lo. The rate B is calculated (step S250).

B = N / Lo (3)
The CPU 3 determines whether or not the auxiliary brake usage rate B exceeds a predetermined warning value B2 provided for determining whether or not the auxiliary brake usage rate has deteriorated fuel consumption (step S252). ). If the determination result in step S252 is affirmative, the driver is warned (step S254) and the auxiliary brake usage rate B exceeds the predetermined warning value B2 in the same manner as in steps S202 to S208 described above. Detection (step S256), determination of whether or not the excess time Tb has exceeded the predetermined set time T25 (step S258), and addition of the excess count value to the memory 4 when the determination result of step S258 is affirmative (step S260) Execute. The accumulated excess number and accumulated excess time are stored in the memory 4.

  If the determination result in step S252 is negative, that is, if the auxiliary brake usage rate B is equal to or less than the predetermined warning value B2 and it is determined that the driver is not traveling so as to deteriorate the fuel consumption, and the determination in step S256 When the result is negative, that is, when the above-described excess time Tb is equal to or shorter than the predetermined set time T25 and the driver determines that the excessive use of the auxiliary brake is stopped according to the warning, and the memory 4 is stored in step S258. When the excess count value is added, the expressway process is terminated.

  On the other hand, as shown in FIG. 13, the idling process shown in FIG. 6 is executed as follows. The CPU 3 detects the idling elapsed time Ti (step S300), and determines whether or not the idling elapsed time Ti has exceeded the predetermined warning time Ti3 (step S302). If the determination result in step S302 is affirmative, that is, if the driver has elapsed idling beyond the predetermined warning time Ti3, a warning is given to the driver by a buzzer or the like from the speaker 5 (step S304).

  Further, the CPU 3 determines whether or not the idling elapsed time Ti has exceeded a predetermined set time T31 (step S306). If the determination result in step S306 is affirmative, that is, even after the warning in step S304 is issued, if the driver passes idling beyond the predetermined set time T31, the excess count value is added to the memory 4 ( In step S308), the memory 4 stores the cumulative excess number and cumulative excess time.

  If the determination result in step S302 is negative, that is, if the idling elapsed time Ti is equal to or less than the warning set time Ti3 and it is determined that the driver has not stopped in the idling state, the determination result in step S306 is negative. In other words, when the idling elapsed time Ti is equal to or shorter than the predetermined set time T31 and it is determined that the driver has stopped the engine in response to the warning, and when the excess count value is added to the memory 4 in step S308. The idling process is terminated.

  Here, the predetermined set times T11 to T31 described above can be changed by the setting device 21 on the vehicle. Therefore, when changing the setting of the predetermined set time T11 or the like, the analysis apparatus main body 2 is once removed from the vehicle and changed at the vehicle base or by sending it to the vehicle manufacturer, or the predetermined set time T11 is previously set. It is no longer necessary to create a memory card that stores information and the like, and to change the setting of the analyzer main body 2 using the memory card. As described above, according to the fuel saving management system, the predetermined set time T11 and the like stored in the analysis apparatus main body 2 can be quickly and easily changed on the vehicle using the setting device 21 described above. Fuel consumption can be managed very smoothly.

  At the same time as the occurrence of the warning, the occurrence of the warning is not stored in the memory 4, but once the warning is given to the driver, the driving state satisfying the predetermined warning value etc. exceeds the predetermined set time T11 etc. In this case, the memory 4 is stored in the memory 4 for the first time, so that the driver can be given an opportunity to correct his / her driving without feeling a mental burden, and fuel economy management is extremely smooth. Can be done.

  Furthermore, for example, while driving on a highway, there may be a case where the distance between the vehicle and the vehicle in front is not appropriate, and the vehicle decelerates and accelerates again to catch up with the vehicle. Such wavy driving has a safety problem and is the biggest cause of deterioration of fuel consumption especially on highway driving. As described above, the viewpoints of fuel saving management differ between general road driving and highway driving, and information necessary for fuel consumption analysis is also different accordingly. According to this fuel saving management system, since information processing is performed separately for general road driving and highway driving, accurate fuel saving management can be performed.

  In addition, the driver and the operation manager can immediately know the driving state at that time in the printed form on the vehicle and accurately from the in-vehicle printer 6, and further improve the driver's fuel saving awareness. Can do. In addition, a series of fuel economy management up to the analysis can be performed only by the in-vehicle analysis device 1, and in that case, the establishment analysis device 32 that requires a large cost for the installation and operation of the equipment is not particularly necessary, and the small-scale business. Introduction becomes easier.

  Next, deceleration operation monitoring by the fuel saving management system will be described with reference to FIGS. 14 and 15.

  When decelerating when the vehicle is traveling, the longer the distance of deceleration operation by the engine brake that returns the accelerator and travels in the lowest fuel injection state, can contribute to fuel saving. On the other hand, a vehicle equipped with an auxiliary brake represented by an exhaust brake, a retarder, etc., can easily obtain excellent braking characteristics by the operation of this auxiliary brake, and therefore tends to repeat rapid deceleration and accompanying rapid acceleration. It can be seen that it is a major factor in fuel consumption deterioration. Therefore, this deceleration operation monitoring accurately monitors the deceleration operation by the engine brake particularly in a vehicle equipped with this auxiliary brake.

  As shown in FIG. 14, the CPU 3 reads the fuel flow rate F detected by the fuel flow rate sensors 14 and 19 (step S50), and whether or not the fuel flow rate F is less than a predetermined set value Fo related to the lowest injection during vehicle travel. Is determined (step S52). In a diesel engine vehicle, the minimum fuel injection amount when the vehicle is running is zero when the accelerator is returned, so this predetermined set value Fo is set to a value very close to zero. Here, the reason why the predetermined set value Fo is not zero is that even if the actual fuel injection is zero, it often occurs that zero is not displayed in the measurement by the fuel flow sensors 14 and 19. In addition, in a gasoline engine vehicle, there is a certain amount of fuel injection even when the accelerator is returned when the vehicle is running, so the predetermined set value Fo is set at a value close to this fuel injection amount.

  Next, the CPU 3 reads the accelerator opening A detected by the accelerator opening sensors 13 and 18 (step S54), and determines whether or not the accelerator opening A is substantially zero (step S56). Since it is substantially zero, it is set to zero or a value close to zero in consideration of instrument error or the like.

  As described above, when the fuel flow rate F becomes less than the predetermined set value Fo that approximates the minimum fuel flow rate during vehicle travel and when the accelerator opening A becomes substantially zero, the accelerator opening zero state is set. By setting the determination condition, the minimum fuel injection travel of the diesel engine vehicle or the gasoline engine vehicle can be captured very accurately. In addition, you may determine this accelerator opening zero state only by either one of the fuel flow F or the accelerator opening A. FIG. This also makes it possible to capture the minimum fuel injection travel of the vehicle with considerably high accuracy.

  When the determination result of step S56 is affirmative, the use state of the auxiliary brake is detected from the auxiliary brake operation units 15 and 20 (step S58), and it is determined whether or not the auxiliary brake is not used (step S60). If the determination result in step S60 is affirmative, the CPU 3 reads the vehicle speed S detected by the vehicle speed sensors 11 and 16 (step S62), and based on the vehicle speed S and the elapsed time, the accelerator opening is zero and the auxiliary The travel distance L when the brake is not used is calculated (step S64), and the travel distance L is added to the memory 4 to store the cumulative travel distance TL (step S66).

  If the determination result in step S52 is negative, that is, if the fuel flow rate F is not in the lowest injection state during vehicle travel, and if the determination result in step S56 is negative, that is, the accelerator opening A is substantially zero. If the determination result in step S60 is negative, that is, if the auxiliary brake is used, and if the cumulative travel distance TL is stored in the memory 4 in step S66 described above, the power supply It is determined whether or not it is OFF (step S68). If the determination result of step S68 is negative, the above step S50 and subsequent steps are repeated. If the determination result of step S68 is affirmative, the deceleration operation monitoring is terminated.

  On the other hand, when the vehicle is equipped with an auto cruise system that can automatically adjust the vehicle speed S to a predetermined vehicle speed, deceleration operation monitoring shown in FIG. 15 is executed. Steps S70 and S72 in FIG. 15 are the same as steps S50 and S52 shown in FIG. If the result of determination in step S72 as to whether or not the fuel flow rate F is less than the predetermined set value Fo relating to the minimum injection during vehicle travel is affirmative, the CPU 3 next determines whether or not the auto cruise system is operating. Is determined (step S73). If the determination result of step S73 is negative, that is, if the auto cruise system is not operating, the same contents as steps S54 to S68 shown in FIG. 14 are executed (steps S74 to S88).

  If the determination result in step S73 is affirmative, that is, if the auto cruise system is operating, reading of the accelerator opening A in step S74 and determining whether or not the accelerator opening A in step S76 is substantially zero. And the following steps are executed for detecting the use state of the auxiliary brake in step S78. As described above, when the auto-cruise system is in operation, the accelerator opening degree is zero when the fuel flow rate F is less than the predetermined set value Fo. This is because it is difficult to determine the accelerator opening zero state from the accelerator opening A because no operation is performed.

  This deceleration operation monitoring makes it possible to accurately monitor deceleration operation due to engine braking, particularly in vehicles equipped with this auxiliary brake, and optimally provide analysis data for fuel-saving operation to the driver and operation manager. it can. Therefore, dramatic improvement in fuel efficiency can be achieved.

  The driver or the operation manager can immediately output the cumulative travel distance TL stored in the memory 4 on the vehicle as a travel ratio 81 with respect to the total cumulative travel distance from the in-vehicle printer 6, as shown in FIG. it can. Therefore, the driver and the operation manager can immediately know the driving condition at the time of driving, stopping, returning to the vehicle base, etc. by comparing with the actual driving immediately before, and improving the fuel efficiency of the driver etc. Can further raise awareness of

  In addition, the cumulative travel distance TL stored in the memory 4 is input to the establishment analysis device 32 of the establishment, vehicle manufacturer, etc. via the memory card 31, and various reports output from the establishment analysis device 32 are provided. In combination with, more detailed analysis can be performed. Further, the fuel flow rate F, the accelerator opening A, the auxiliary brake usage information, and the vehicle speed S stored in the memory 4 of the main body 2 of the in-vehicle analysis device 1 are input to the establishment analysis device 32 via the memory card 31, and FIG. 14 can also be performed by the office analysis apparatus 32.

  In this deceleration operation monitoring, the accelerator opening zero state is set when the fuel flow rate F becomes less than the predetermined set value Fo and / or when the accelerator opening A becomes substantially zero. However, the accelerator opening degree zero state may be set based on other information of the vehicle. Further, the travel distance L in which the fuel flow rate F is less than the predetermined set value Fo related to the minimum injection during vehicle travel and the auxiliary brake is not used is calculated based on the vehicle speed S and the elapsed time at that time. However, the present invention is not limited to this, and may be calculated based on other information of the vehicle.

  In addition, the excess total report 71 of the in-vehicle printer 6 displays the travel ratio 81 with respect to the total cumulative travel distance of the cumulative travel distance TL when the accelerator opening A is zero and the auxiliary brake is not used. Instead, the cumulative travel distance TL may be directly displayed, or such display may not be performed.

  Since the fuel saving management system of the present invention can surely monitor the deceleration traveling by the engine brake particularly in a vehicle equipped with an auxiliary brake, and can greatly improve the accuracy of fuel consumption management. The present invention can be widely used for all types of vehicles equipped with auxiliary brakes.

It is a block diagram which shows the fuel-saving management system which concerns on this invention. It is a block diagram which shows the fuel-saving management system different from FIG. It is a figure which shows the warning setting report of a printer. It is a figure which shows the scheduled report of a printer. It is a figure which shows the excess total report of a printer. It is a flowchart which shows warning monitoring of this fuel-saving fuel management system. It is a flowchart which shows the driving | running | working process of FIG. It is a flowchart which shows the general road process of FIG. It is a flowchart which shows the continuation of the general road process of FIG. It is a flowchart which shows the highway process of FIG. It is a flowchart which shows the continuation of the highway process of FIG. It is a flowchart which shows the continuation of the expressway process of FIG. It is a flowchart which shows the idling process of FIG. It is a flowchart which shows the deceleration driving | operation monitoring of this fuel-saving fuel management system. It is a flowchart which shows the deceleration driving | operation monitoring different from FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 In-vehicle analyzer 2 Analysis apparatus body 3 CPU
4 Memory 5 Speaker 6 In-vehicle printer 7 Accelerator display 8 Setting confirmation switch 9 Print switch 10 ECU
11, 16 Vehicle speed sensor 12, 17 Engine speed sensor 13, 18 Accelerator opening sensor 14, 19 Fuel flow sensor 15, 20 Auxiliary brake actuator 21 Setter 22 Selector switch 23 Setting change switch 31 Memory card 32 Office analysis device 41 Warning setting report 42 Engine cylinder number 43 Engine rated output speed 44 Vehicle speed predetermined warning value 45 Engine speed predetermined warning value 46 Accelerator opening predetermined warning value 47 Idling elapsed time predetermined warning value 48 Vehicle speed predetermined setting time 49 Engine speed predetermined Setting time 50 Printer operation display 51 Warning operation display 61 Regular report 62 Print date and time 63 Vehicle speed excess number 64 Accelerator opening excess number 65 Engine speed excess number 66 Idling excess number 71 Excess count report 72 Count start time 73 Count end time 74 Number of times the vehicle speed is exceeded 75 Number of times that the accelerator opening is exceeded 76 Number of times that the engine speed is exceeded 77 Number of times that the idling is exceeded 78 Cumulative travel distance 79 Fuel consumption 80 Fuel consumption rate 81 Travel ratio A Accelerator opening dA Accelerator opening variation B Auxiliary brake usage rate E Engine speed F Fuel flow rate Fo Predetermined set value L Travel distance S Vehicle speed So Predetermined set value dS Vehicle speed fluctuation Ti, Tt Elapsed time TL Cumulative travel distance A1, dA2, B2, E1, S2, dS2 Predetermined warning value Ti3, Tt2 Predetermined warning Times Ta, Tda, Tb, Tds, Te, Ts0, Ts2 Overtime T01, T11, T12, T21, T22, T23, T24, T25, T31 Predetermined set time

Claims (5)

  In a fuel saving management system including an in-vehicle analysis device (1) and / or a business site analysis device (32) for analyzing fuel consumption of a vehicle having an auxiliary brake, the fuel flow rate (F) and / or accelerator opening (A) of the vehicle ) And information related to the use of the auxiliary brake are included in the vehicle-mounted analyzer, and the fuel flow rate and / or the accelerator opening and the auxiliary brake are detected. Information processing means (3) for calculating the cumulative travel distance (TL) traveled in a state where the accelerator opening is zero and the auxiliary brake is not used based on information on use, and the cumulative travel distance calculated by the information processing means A fuel-saving management system comprising an information storage means (4) for storing information in the in-vehicle analysis device and / or the office analysis device.   The accelerator opening zero state is when the fuel flow rate (F) becomes less than a predetermined set value (Fo) or when the accelerator opening (A) becomes substantially zero. 1. A fuel-saving management system according to 1.   The vehicle includes an auto-cruise system capable of automatically adjusting the vehicle speed (S) to a predetermined vehicle speed, and the information processing means (3) has the fuel flow rate (F) set to the predetermined set value (when the auto-cruise system is operated). 3. The fuel saving management system according to claim 2, wherein the accelerator opening degree is set to zero when it is less than Fo.   The information detecting means (11) for detecting the vehicle speed (S) of the vehicle is further provided, wherein the information processing means (3) includes the vehicle speed detected by the information detecting means, the accelerator opening zero state, and the auxiliary brake. The fuel saving management system according to any one of claims 1 to 3, wherein the cumulative travel distance (TL) is calculated based on an elapsed time traveled in a non-use state.   The said in-vehicle analysis device (1) is provided with the printer (6) which can output the information (81) regarding the said accumulated travel distance (TL) memorize | stored in the said information storage means (4). 5. A fuel saving management system according to any one of 1 to 4.

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