JP2006057483A - Fuel consumption evaluation system - Google Patents

Fuel consumption evaluation system Download PDF

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JP2006057483A
JP2006057483A JP2004238134A JP2004238134A JP2006057483A JP 2006057483 A JP2006057483 A JP 2006057483A JP 2004238134 A JP2004238134 A JP 2004238134A JP 2004238134 A JP2004238134 A JP 2004238134A JP 2006057483 A JP2006057483 A JP 2006057483A
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fuel consumption
vehicle
fuel
operation
region
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JP4353475B2 (en
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Yoshitaka Nishiyama
Masaru Yamashita
下 勝 山
山 義 孝 西
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Nissan Diesel Motor Co Ltd
日産ディーゼル工業株式会社
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel consumption evaluation system allowing teaching drivers and/or operation administrators concrete fuel-saving operation based on fuel consumption data obtained. <P>SOLUTION: The system comprises an engine rotation speed measurement means (2) for a vehicle (1), an accelerator opening measurement means (3), a vehicle speed measurement means (4), a fuel flow rate measurement means (5), an engine load measurement means (6) and a control means (10) for computing fuel consumption (Q) and vehicle mass (W) of the vehicle (1). The system is constructed to classify travel from start to stop into a plurality of ranges (E1-E4), to set parameters concerning fuel consumption, to calculate a fuel consumption ratio in a case of actual operation to the case of ordinary operation and a fuel consumption ratio in a case of objective operation to the case of ordinary operation based on relationship between the parameters and the fuel consumption ratio (λ) for the case of ordinary operation and to make evaluation based on the calculated fuel consumption ratios. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a system for evaluating a driving state of a vehicle related to fuel consumption such as a freight car or a bus having a large difference in total vehicle mass between an empty vehicle and a loaded vehicle.

  A technique for promoting improvement of driving technology of a driver and improving fuel efficiency by improving driving operation is disclosed (for example, see Patent Document 1).

However, in the above technology, as a method for determining driving that deteriorates fuel consumption, (1) acceleration, (2) deceleration, (3) vehicle speed, (4) traveling without upshifting despite possible upshifting, ( 5) Judgment was made based on the five parameters.
Among these, (1) to (3) were determined to be “driving that deteriorates fuel consumption” when exceeding a predetermined value. In such a method, it is not determined as “driving that deteriorates fuel consumption” unless the determination value is exceeded. However, in reality, fuel-saving driving should be evaluated according to the degree of each item.
In addition, with regard to the vehicle speed in (3), it is inappropriate to simply determine by the magnitude of the vehicle speed without considering the length of the travel distance from start to stop, and the evaluation result does not necessarily reflect the actual situation. I had the problem of not.

In order to deal with such problems, the present inventors are operating to save fuel or to consume fuel wastefully with respect to the average driving method. A fuel consumption evaluation system has been provided that enables specific fuel-saving driving guidance to a driver and / or a driving manager based on the obtained data.
Such technology has related fuel consumption per unit distance to the way of driving. However, actual roads have slopes, and traffic flows vary from time to time, affecting actual fuel consumption. For this reason, even if the driving method is the same, the relationship with the fuel consumption per unit distance associated in advance is easily shifted.
Furthermore, although the fuel consumption depends on the size of the vehicle or the total mass of the vehicle including passengers, the influence of the gradient and the size of the total mass of the vehicle is not reflected.
JP 2002-362185 A

  The present invention is proposed in view of the above-described problems of the prior art, and based on the obtained fuel consumption data, whether or not the fuel-saving driving is performed for the average driving manner, Establishing target values, taking into account changes in the total mass of the vehicle, and not being affected by gradients or traffic flow, based on the obtained data, specific savings to the driver and / or operation manager The purpose is to provide a fuel consumption evaluation system that enables guidance on fuel-efficient driving.

The fuel consumption evaluation system of the present invention includes an engine speed measuring means (2) for measuring the engine speed (N) of a vehicle (1), and an accelerator opening measuring means (3) for measuring an accelerator opening (α). ), Vehicle speed measuring means (4) for measuring the vehicle speed (V), fuel flow measuring means (5) for measuring the fuel flow (Fw), and engine load measuring means (6) for measuring the engine load (L). From the measured engine speed (N), accelerator opening (α), vehicle speed (V), fuel flow rate (Fw), and engine load (L), fuel consumption (Q) and vehicle mass of the vehicle (1) Control means (20) for calculating (m), the control means (20) is provided with storage means (in-vehicle database 7), and a plurality of areas (E1 to E4) from the start to the stop of the travel. Classify and burn for each of the plurality of regions (E1-E4) Parameters related to consumption (“start acceleration shift up engine speed N1” P1, “start acceleration accelerator opening α1” P2, “steady travel engine speed N2” P3, “vehicle speed (V) 2 / travel distance” P4 , “Deceleration coasting ratio” P5, “Idle traveling vehicle speed” P6), and based on the correlation between the parameters (P1 to P6) and the fuel consumption ratio (λ) for the average driving, Obtain the fuel consumption rate with respect to the average operation and the fuel consumption rate with respect to the average operation when the target operation is performed and the obtained fuel. It is comprised so that evaluation may be performed based on a consumption rate ratio (Claim 1).

  The plurality of regions (E1 to E4) increase the accelerator opening (α) from a relatively low speed and increase the vehicle speed (V) or the moving average vehicle speed (start acceleration region E1), and the accelerator opening (α ) In which the accelerator opening (α) is relatively small and the engine speed (N) is relatively low (idle travel region E4), and the three regions (E1, And a steady travel region (E2) that does not correspond to any of E3 and E4).

In the fuel consumption evaluation system of the present invention, the parameter (P1) in the region (start acceleration region E1) in which the accelerator opening (α) is increased from the relatively low speed and the vehicle speed (V) or the moving average vehicle speed is increased. , P2) are the engine speed (shift-up engine speed N1; P1) and the accelerator opening (α1; P2) at the time of gear shifting, and in the region (deceleration region E3) in which the accelerator opening (α) is decreased. The parameter (deceleration coasting ratio; P5) is the sum (A + B) of the distance (A) traveled (coasting) without stepping on either the accelerator or the brake and the distance (B) traveled (decelerated travel) while stepping on the brake ) Is the ratio of the distance traveled (A) when neither the accelerator nor the brake is depressed, and the accelerator opening (α) is relatively small and the engine speed The parameter (P6) in the region where (N) is relatively low (idle traveling region E4) is the vehicle speed, and the parameter (P3) in the steady traveling region (E2) not corresponding to any of the three regions described above is This is the engine speed (steady traveling engine speed N2).
The parameter relating to the fuel consumption during the start and stop is preferably a value obtained by dividing the square of the vehicle speed by the travel distance, that is, “(vehicle speed) 2 / travel distance”.

  The steady travel area (E2) is classified into a high speed travel area that travels over a predetermined distance at a predetermined vehicle speed and a non-applicable area, and data is collected (Claim 4).

  In determining the fuel consumption during actual driving, the information from the fuel flow rate measuring means (5) is integrated for each of the plurality of areas (E1 to E4), and the calculated areas (E1 to E4) are obtained. The integrated value is obtained by summing up from the start to the stop (claim 5).

  In all of the parameters (P1 to P6), the actual total vehicle mass (m) is obtained from the measured vehicle speed (V) and the specification of the vehicle, and the fuel consumption is taken into account the influence of the vehicle mass (m). The fuel consumption evaluation system according to any one of claims 1 to 5, wherein an evaluation for the amount is given (claim 6).

  An output means (26) is provided, and the ratio of the fuel consumption with respect to the average operation in the actual operation and the ratio of the fuel consumption with respect to the average operation in the target operation And an evaluation based on the determined fuel consumption rate is output (claim 9).

According to the fuel consumption evaluation system of the present invention having the configuration and the evaluation method described above, the recorded operation data is divided into a plurality of travel regions (E1; start acceleration region, E2; steady travel region) from the start to the stop of travel. , E3: Deceleration region, E4: Idle running region) (see FIG. 2), and parameters related to fuel consumption ("start acceleration shift up engine speed N1" P1, "start" for each of the plurality of regions) Acceleration accelerator opening α1 ”P2,“ steady travel engine speed N2 ”P3,“ vehicle speed (V) 2 / travel distance ”P4,“ deceleration coasting ratio ”P5,“ idle travel vehicle speed ”P6), and the parameters Based on the correlation between (P1 to P6) and the fuel consumption ratio (λ) by arbitrary operation when the average operation method is 100%, the fuel consumption in the actual operation In addition, since the fuel consumption rate is calculated when the target operation is performed, and the calculated fuel consumption rate is corrected by the actual total mass of the vehicle, the fuel consumption rate is accurately evaluated. .

  Evaluation of fuel consumption is not only absolute, but also compared with the average driving method and target driving for each of the parameters described above, so the evaluation is captured as familiar and fuel efficiency improvement (execution of energy-saving driving) Realistic countermeasures can be taken.

Here, the target fuel consumption and the fuel consumption that can be saved can be obtained by the following method.
First, for each of the travel areas (E1 to E4), in each parameter (P1 to P6),
(1) The fuel consumption (Gj) in actual operation is obtained by integrating the fuel flow rate signal from the fuel meter (5) or an engine control unit (not shown).
(2) The fuel consumption (Ga) in the average driving method is the average driving with respect to the fuel consumption rate (λ) in the actual driving method to the fuel consumption (Gj) in the actual driving. After multiplying by the fuel consumption ratio (λa = 100%) in the above manner, the fuel consumption ratio (λj) in the actual driving manner is gradually obtained.
Ga = Gj × λa / λj
(3) The fuel consumption amount (Gt) in the target driving method is obtained by multiplying the fuel consumption amount (Gj) in the actual driving by the fuel consumption rate (λt) in the target driving method. It is obtained by dividing by the fuel consumption ratio (λj) of the actual driving method.
Gt = Gj × λt / λj
(1) The fuel consumption that can be saved, that is, the difference (ΔG) between the fuel consumption in the actual operation and the fuel consumption in the target operation (ΔG) is the fuel consumption ( It is obtained by subtracting the fuel consumption (Gt) in the target driving method from Gj).
ΔG = Gj−Gt
Next, the calculation results for each of the travel areas (each driving method) are summed, and the following is obtained for one travel (during start / stop) or one operation. That is,
(5) The fuel consumption that can be saved for each parameter of the driving method in (1) to (4) is individually obtained and summed up to save one driving (between starting and stopping) or one driving. Can calculate the fuel consumption. For the deceleration region, the conservable fuel consumption obtained from the deceleration coasting rate is added to the total.
(6) The fuel consumption in the target driving method is obtained by subtracting the total of the fuel consumption factors that can be saved from the actual fuel consumption.
(7) The target fuel efficiency is obtained by dividing the travel distance by the fuel consumption amount in the target driving method.
Thus, the target fuel efficiency can be obtained with high accuracy.

The “target” in the target driving method is, for example, as shown in FIG.
With reference to the standard deviation or the like of the frequency distribution, it can be a value obtained by subtracting the standard deviation from the average of the frequency distribution.

Each data relating to the fuel consumption described above is output from the control means (20) to the output means (22), and how much operation is performed with respect to the target value in each parameter (P1 to P6), Alternatively, since it is possible to quantitatively grasp whether it is fuel consumption, in the output data (report) given to the driver and / or the operation manager, a specific method of improving the driving method and fuel consumption obtained by the improving method Quantitative guidance (advice) for the amount of improvement.
In addition, by comparing the fuel consumption obtained from each parameter (P1 to P6) of the actual operation data with the average of the fuel consumption and the total of the target value, how much fuel is in relation to the average value and the target value. It is possible to comprehensively evaluate how much was saved or how much was wasted.

  For example, in order to match the actual situation of each shipping company, the level considered as an average can be made variable. Similarly, the target level can be made variable.

  When calculating the deceleration coasting ratio (related to parameter P5) in the deceleration area, if the accelerator is intentionally turned ON / OFF (periodically), the deceleration coasting ratio (P5) increases, and “fuel-saving operation was performed” Will make a wrong decision. In order to avoid such erroneous determination, it is determined whether or not the accelerator is ON / OFF periodically operated, and the part is configured to be excluded from the deceleration distance and calculated. The deceleration coasting rate can be determined appropriately.

  It is possible to obtain the idling stop time and the fuel consumption so that advice and management can be provided regarding waste of fuel in a long idling operation while stopping (related to parameter P6). By doing so, it raises the driver's awareness of energy-saving driving and contributes to the corporate image of the carrier.

Summarizing the actions and effects described above and summarizing them as effects,
(1) It can be seen how much the fuel consumption can be saved compared to the average driving if the driving method is specifically improved, which encourages the driver to save energy.
(2) For the operation manager, it is possible to grasp how much fuel-efficient driving the driver actually performed with respect to average driving by comparing the fuel consumption rate, and the driver's efforts Can be reflected in evaluation. In addition, driving guidance can be specifically performed in a database.
(3) Considering changes in the total vehicle mass, fuel consumption can be evaluated accurately without being affected by gradients or traffic flow.
(4) Through the above, fuel consumption can be greatly saved, cost savings and the preservation of the global environment can be achieved, and the corporate image can be improved.

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

  First, a first embodiment will be described with reference to FIGS.

Referring to FIG. 1, the fuel consumption evaluation system according to the first embodiment includes a vehicle-side equipment U1, a management-side equipment U2, and a transfer means for transferring data recorded by the vehicle-side equipment U1 to the management-side equipment U2. And the memory card 15.
Here, the management side refers to, for example, a vehicle management department of a transportation company that owns the vehicle.

  The vehicle-side equipment U1 includes an engine speed measuring means (hereinafter referred to as an engine speed sensor) 2 for measuring an engine speed N of a vehicle (a truck in the illustrated example) 1 and an accelerator opening. An accelerator opening measuring means (hereinafter referred to as an accelerator opening sensor) 3 for measuring the degree α, a vehicle speed measuring means (hereinafter referred to as a vehicle speed sensor) 4 for measuring the vehicle speed V, Fuel flow measurement means (hereinafter referred to as fuel meter) 5 for measuring the fuel flow rate Fw and engine load measurement means (hereinafter referred to as engine load sensor) 6 for measuring the load L of the engine 6 Vehicle-mounted storage means for storing the measured engine speed N, accelerator opening α, vehicle speed V, fuel flow rate Fw, and engine load L as vehicle signals (hereinafter referred to as vehicle signals). The in-vehicle storage means is referred to as an in-vehicle database 7).

  On the other hand, in the management side equipment U2, the vehicle data is input via the memory card 15, and the measured engine speed N, the accelerator opening α, the vehicle speed V, the fuel flow rate Fw, the engine load are the vehicle data. The total vehicle mass during operation of the vehicle 1 is obtained from L, and the evaluation result is output by the control means (control unit; personal computer for fuel consumption data analysis) 20 for evaluating the fuel consumption Q and the control unit 20. The printer 22 is an output unit, and a keyboard 24 is an input unit attached to the control unit 20.

As shown in FIG. 2, the control unit 20 classifies from start to stop of travel into four regions in the illustrated example, a start acceleration region E1, a steady travel region E2, a deceleration region E3, and an idle travel region E4. .
Then, “start acceleration shift up engine speed N1” P1, “start acceleration accelerator opening α1” P2, and “steady travel engine rotation” are parameters related to the fuel consumption Q for each of the four classified areas E1 to E4. Number N2 ”P3,“ Vehicle speed (V) 2 / travel distance ”P4,“ deceleration coasting ratio ”P5,“ idle travel vehicle speed ”P6 are set, and the parameters P1 to P6 and the average driving method are set to 100% The fuel consumption rate λ for each of the plurality of regions E1 to E4 is determined based on the correlation with the fuel consumption rate λ in this case (correlation line F in FIG. 4), and the determined fuel consumption rate λ It is configured to perform evaluation based on the above.

In addition, when the travel distance due to start / stop is not very long, the rate of energy discarded as heat by the brake increases if the vehicle speed from start to stop is high. Therefore, “(vehicle speed V) 2 / travel distance S” indicating the amount of energy discarded as heat by the brake below a predetermined distance is used as a fuel efficiency evaluation parameter P4 (not shown), and this P4 is evaluated. To encourage drivers to save energy.

  The parameters P1 to P6 are easily associated with the way of driving, and improve the accuracy of each fuel consumption Q calculated based on these parameters.

Here, regarding the parameters P1 to P6, if the frequency distribution of the operation data is taken, as shown in FIG. The average value of the frequency distribution and the degree of variation can be grasped.
In addition to improving the accuracy of a new database that can be added to such a database (not shown) provided in the sequential control unit 20, the vehicle is improved year by year, and matches the performance of the improved vehicle 1. It can be a database.

Each parameter excluding the deceleration coasting ratio P5 “start acceleration shift up engine speed N1” P1, “start acceleration accelerator opening α1” P2, “steady travel engine speed N2” P3, “vehicle speed (V) 2 / travel distance” There is a correlation between P4, “idle traveling vehicle speed” P6, and the fuel consumption rate λ when the average operation in each region (E1 to E4) is 100%.
Therefore, from the average of the frequency distributions of the parameters P1 to P4 and P6 (see FIG. 3) and the correlation between the parameters and the fuel consumption rate ratio λ (correlation line F in FIG. 4), how to drive in actual operation ( It is possible to obtain the fuel consumption rate λx in the actual operation that is the object of evaluation.

Further, in the frequency graph of FIG. 3, if “target” = “average−standard deviation”, it corresponds to “target” on the horizontal axis of FIG. 4 of the parameter (any one of P1 to P4 and P6). If the position Nt is found, a vertical line is raised from Nt, and the scale λt (90% in the figure) of the fuel consumption rate λ on the vertical axis is read from the intersection Ft with the approximate expression (F line), the value is averaged This is the fuel consumption rate λ when the driving method is 100%.
If the fuel consumption rate λj in actual driving is obtained by the same method, it is 105% in the illustrated example.
That is, in actual driving, it is an unfavorable value for the average driving method, and it can be seen that considerable effort is required to reach the target.

In the above-described method, the quantity of evaluation related to the fuel consumption is expressed as the fuel consumption ratio λ when the average driving method is 100%. Of course, the specific target fuel consumption and the fuel consumption that can be saved Can also be calculated.
A specific target fuel consumption and a method for calculating a conservable fuel consumption will be described below.
First, for each of the travel areas (E1 to E4), in each parameter (P1 to P6),
(1) The fuel consumption amount Gj in the actual operation is obtained by integrating the fuel flow rate signal from the fuel meter 5 or an engine control unit (not shown).
(2) The fuel consumption amount Ga in the average driving manner is equal to the fuel consumption amount Gj in the actual driving manner, and the fuel consumption amount in the average driving manner with respect to the fuel consumption ratio λ in the actual driving manner. After multiplying by the amount ratio λa (= 100%), the fuel consumption ratio λj in the actual driving method is gradually obtained.
Ga = Gj × λa / λj
(3) The fuel consumption amount Gt in the target driving method is obtained by multiplying the fuel consumption amount Gj in the actual driving by the fuel consumption rate λt in the target driving method, and then the actual driving method. It is obtained by dividing by the fuel consumption ratio λj.
Gt = Gj × λt / λj
(4) The fuel consumption that can be saved, that is, the difference ΔG between the fuel consumption in the actual operation and the fuel consumption in the target operation is calculated based on the fuel consumption Gj in the actual operation. It is obtained by reducing the fuel consumption Gt in the driving method.
ΔG = Gj−Gt
Next, the calculation results for the respective travel areas (each driving method) are summed, and the following is obtained for one travel (during start / stop) or one operation. That is,
(5) The fuel consumption that can be saved for each parameter of the driving method in (1) to (4) is individually obtained and summed up to save one driving (between starting and stopping) or one driving. Can calculate the fuel consumption. For the deceleration region, the conservable fuel consumption obtained from the deceleration coasting rate is added to the total.
(6) The fuel consumption in the target driving method is obtained by subtracting the total of the fuel consumption factors that can be saved from the actual fuel consumption.
(7) The target fuel efficiency is obtained by dividing the travel distance by the fuel consumption amount in the target driving method.
Thus, the target fuel efficiency can be obtained with high accuracy.

The above-described method is established when the total vehicle mass is equal in the average driving method used as the basis for comparison and the driving method in actual driving (actual operation).
However, in commercial vehicles, especially cargo trucks, the total vehicle mass differs greatly between the fixed volume state and the empty state. The fuel consumption is greatly influenced by the difference in the total vehicle mass.

FIG. 5 is a correlation diagram showing the relationship between the driving method and the fuel consumption rate in the fixed volume state, and FIG. 6 shows the relationship between the driving method and the fuel consumption rate in the empty state. It is a correlation diagram.
In the empty state of FIG. 6, the ratio of fuel consumption is 103% in the actual driving with respect to the average driving method, whereas the ratio of fuel consumption is 92% in the target driving method. In the fixed volume state of FIG. 5, the ratio of the fuel consumption amount is 105% in the actual operation, and the fuel consumption ratio is 90% in the target driving method, and the difference with respect to the average driving method is widening.

  Here, there is a correlation between the size of the total vehicle mass and the fuel consumption rate λ according to an arbitrary driving method when the average driving method is 100%. The correlation is expressed by an approximate expression, and the graph shows the correlation line FF for obtaining the value of the fuel consumption ratio in the actual driving method of FIG. 7, and the target driving operation of FIG. It is correlation line FF which calculates | requires the value of the fuel consumption ratio in a way.

  In FIG. 7, the fixed volume and the total vehicle mass of the empty vehicle are known, and the fuel consumption ratio in actual operation is also determined as 105% and 103%, respectively, according to FIGS. The Bj point of the empty car is obtained. If the Aj point and Bj point are connected by a straight line FF and the position of the total mass of the vehicle at the time of actual operation on the straight line is selected, the fuel consumption ratio 104% when the average driving method at that time is 100% is read. I can do it.

  In FIG. 8, the fixed volume and the total vehicle mass of the empty vehicle are known, and the fuel consumption ratio in the target driving method is also determined as 90% and 92%, respectively, according to FIGS. The At point and the Bt point of the empty vehicle are obtained. If the At point and the Bt point are connected by a straight line FF, and the position of the total vehicle mass in the target driving method on the straight line is selected, the fuel consumption ratio 91 when the average driving method at that time is 100%. % Can be read.

  By using FIGS. 7 and 8, it is possible to accurately evaluate the fuel consumption amount in any vehicle gross mass from an empty vehicle to a fixed volume state.

In addition, the vehicle total mass m can be calculated | required with the following method, for example.
(1) The engine load (L) from the engine load sensor 6 is obtained.
(2) If the engine load (L) is, for example, engine torque, the vehicle driving force (tire rotational force) is the gear ratio of the power transmission system (transmission, differential) and the mechanical efficiency of each transmission system, It is obtained by knowing the tire radius and the friction coefficient of the tire.
(3) The acceleration α can be obtained from the vehicle speed V obtained by the vehicle speed sensor 4.
(4) Substituting the driving force F and acceleration α obtained as described above into the equation “m = F / α” to obtain the vehicle total mass m.

Next, referring to the flowchart of FIG. 9 and the configuration of FIG. 1, a fuel consumption evaluation method considering the total vehicle mass will be described below.
In carrying out the flow of FIG. 9, the in-vehicle database 7 and the control unit (analysis personal computer) 20 on the management side U2 are configured to be able to transmit and receive by wireless communication, and the in-vehicle measured by the vehicle is measured. It is assumed that various data recorded in the database are immediately input to the control unit 20.

  First, operation data (engine speed N, accelerator opening degree α, vehicle speed V, fuel flow rate Fw, and engine load L) is read in step S1. Proceeding to step S2, the in-vehicle database 7 or the control unit 20 on the management side determines whether or not the vehicle is stopped. If the vehicle has stopped (YES in step S2), the process proceeds to the next step S3. If the vehicle has not stopped (NO in step S2), the control returns to the original.

  In step S3, the operating fuel consumption, travel distance, and fuel consumption are calculated from the vehicle data, and then the process proceeds to step S4 to calculate the total vehicle mass m in operation by the method described above.

  In step S5, for each parameter (P1 to P6) of the driving method, the fuel consumption rate λ of the actual driving method is calculated when the fuel consumption of the average driving method is 100%.

  Next, in step S6, for each parameter (P1 to P6) of the driving method, a fuel consumption rate λ of the target driving method when the fuel consumption of the average driving method is set to 100% is calculated. .

  Proceeding to step S7, the process is divided into the travel regions (E1; start acceleration region, E2; steady travel region, E3; deceleration region, E4; idle travel region).

  In the next step S8, an evaluation of fuel-saving driving in the start acceleration region E1 is calculated. In step S9, the evaluation of the fuel-saving driving in the steady running region E2 is calculated. In step S10, the evaluation of the fuel saving operation in the deceleration region E3 is calculated. In step S11, the evaluation of the fuel-saving driving in the idle driving region E4 is calculated.

  In the next step S12, the evaluation of the fuel-saving driving in the section from E1 to E4, that is, from the start to the stop is calculated.

  In step S13, (1) average fuel consumption and fuel consumption (total of factors of each driving method) are calculated. In step S14, (2) target fuel consumption and fuel consumption (total of parameters for each driving method) are calculated.

  In step S15, the actual operating fuel consumption and fuel consumption are compared with the calculation results of (1) and (2) to calculate driving evaluation (add evaluation).

In step S16, various data relating to the fuel consumption obtained in step S15 and the evaluation of driving are summarized as a report in a predetermined format, for example, and output to the printer 22 for the driver and the vehicle operation manager. Presented.
And it returns to step S1 again and repeats step S1 and subsequent steps.

FIG. 10 is a radar chart showing a part of the fuel-saving driving diagnosis report output as a summary of the fuel-saving driving evaluation. According to FIG. 10, in general roads, in order to achieve fuel saving, generally good efforts are made, but on highways, all the parameters of the engine rotation range, brake operation, and travel speed are used. It shows that there is room for improvement.
Although not shown in the figure, the actual fuel consumption amount, the fuel saving amount with respect to the average driving method, the saved amount at that time, and the like can be selectively output to the report.

  It is possible to quantitatively and accurately determine how much fuel was saved or how much wasted with respect to the average operation for each area obtained by this method. It can also be associated with how the driver is driving.

As described above, according to the first embodiment, when the average driving method is set to 100%, the fuel consumption ratio in the actual operation is obtained, and the average driving method or the target is set. It is possible to quantitatively and accurately grasp how much fuel has been saved or how much wasted with respect to the driving method.
For this reason, in the report given to the driver and / or the operation manager, the specific method of improving the driving method and the cost of improving the fuel consumption obtained by the improving method are quantitatively determined or the average driving You can give guidance (advice) compared to the way and the target way of driving.

  In addition, it can be understood how much the fuel consumption can be saved by improving how the driving is specifically performed, which encourages the driver to save energy.

For the operation manager, it is possible to grasp how much fuel-saving driving the driver actually performed by a quantitative value called fuel saving amount, and the driver's efforts can be reflected in the driver's evaluation. In addition, driving guidance can be specifically performed in a database.

  For example, in order to match the actual situation of each shipping company, the level considered as an average can be made variable. Similarly, the target level can be made variable.

Next, a second embodiment will be described with reference to FIG.
In the first embodiment shown in FIGS. 1 to 10, the engine rotation sensor 2, the accelerator opening sensor 3, the vehicle speed sensor 4, and the fuel flow meter 5, which are detection means for each parameter, are connected to the in-vehicle database 7 by dedicated circuits. Embodiment.
On the other hand, in the second embodiment shown in FIG. 11, the accelerator signal, the fuel flow rate signal, the vehicle speed signal, and the engine speed signal are collected as digital signals to the LAN repeater 8 by the in-vehicle communication network “in-vehicle LAN” in advance. It is configured to be stored in the in-vehicle database 7 by W. Except for these configurations, the operation and effects are substantially the same as those of the first embodiment shown in FIGS.

  It should be noted that the illustrated embodiment is merely an example, and does not limit the technical scope of the present invention.

The block diagram which shows the structure of the fuel consumption evaluation system which concerns on 1st Embodiment of this invention. FIG. 6 is a characteristic diagram in which the traveling region is divided into four regions and the evaluation parameters are associated with the traveling distance (traveling process) in implementing the present invention. The frequency distribution figure which showed the frequency distribution of the evaluation parameter in this invention. FIG. 5 is a correlation diagram showing the relationship between each evaluation parameter and the fuel consumption rate λ in an arbitrary driving manner when the average driving manner is 100%. The correlation diagram which showed the relationship between each evaluation parameter and the fuel consumption rate (lambda) in the arbitrary driving | running methods in a fixed volume state when the way of average driving | running | working is 100%. FIG. 5 is a correlation diagram showing the relationship between each evaluation parameter and the fuel consumption rate λ in an arbitrary driving manner in an empty state when the average driving manner is 100%. The correlation diagram which calculates | requires the fuel consumption rate in the way of the driving | operation by actual driving | operation in arbitrary vehicle gross mass. The correlation diagram which calculates | requires the fuel consumption rate in the way of target operation in arbitrary vehicle gross mass. The control flowchart explaining the fuel consumption evaluation method in 1st Embodiment. A radar chart showing a part of the fuel-saving driving diagnosis report output as a summary of fuel-saving driving evaluation. The block diagram which shows the whole structure of 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Engine speed measuring means / Engine speed sensor 3 ... Accelerator opening degree measuring means / Accelerator opening degree sensor 4 ... Vehicle speed measuring means / Vehicle speed sensor 5 ... Fuel flow rate measuring means / Fuel meter 6 ... engine load measuring means / engine load sensor 7 ... in-vehicle storage means / in-vehicle database 8 ... LAN relay 15 ... memory card 20 ... control means / control unit 22. ..Printer 24 ... Input means / keyboard

Claims (7)

  1.   Engine speed measuring means for measuring the engine speed of the vehicle, accelerator opening measuring means for measuring the accelerator opening, vehicle speed measuring means for measuring the vehicle speed, fuel flow measuring means for measuring the fuel flow, and engine load Engine load measurement means, and control means for calculating the vehicle fuel consumption and the vehicle mass from the measured engine speed, accelerator opening, vehicle speed, fuel flow rate and engine load, Fuel storage for the case where the storage means is provided, the travel start to stop is classified into a plurality of areas, parameters related to fuel consumption are set for each of the plurality of areas, and average operation is performed with the parameters. Based on the correlation with the volume ratio, the actual fuel consumption ratio for the average operation and the average for the target operation Calculated fuel consumption ratio when the Do operation, the fuel consumption evaluation system, characterized in that it is configured so as to evaluate on the basis of the fuel consumption ratio determined the.
  2.   The plurality of regions are a region where the accelerator opening is increased from a relatively low speed and the vehicle speed or moving average vehicle speed is increased, a region where the accelerator opening is decreased, and the accelerator opening is relatively small and the engine speed is compared. The fuel consumption amount evaluation system according to claim 1, further comprising: a low target region and a steady travel region that does not correspond to any of the three regions described above.
  3.   The parameter in the region in which the accelerator opening is increased from the relatively low speed and the vehicle speed or the moving average vehicle speed is increased is the engine speed and the accelerator opening at the time of gear shift, and the parameter in the region in which the accelerator opening is decreased. Is the ratio of the distance traveled without stepping on either the accelerator or the brake to the sum of the distance traveled without stepping on the accelerator and the brake and the distance traveled by stepping on the brake, and the accelerator opening 3. The fuel according to claim 2, wherein the parameter in a region where the engine speed is relatively small and the engine speed is relatively low is a vehicle speed, and the parameter in a steady travel region that does not correspond to any of the above three regions is an engine speed. Consumption evaluation system.
  4.   The fuel consumption evaluation system according to any one of claims 1 to 3, wherein the steady traveling region is classified into a high-speed traveling region that travels a predetermined distance or more at a predetermined vehicle speed or more and a region that does not correspond to the high-speed traveling region. .
  5.   In determining the fuel consumption during actual driving, the information from the fuel flow rate measuring means is integrated for each of the plurality of areas, and the calculated integrated values for each area are summed from start to stop. The fuel consumption evaluation system according to any one of claims 1 to 4, which is obtained as described above.
  6.   6. In any one of the parameters, an actual total vehicle mass is obtained from the measured vehicle speed and the specification of the vehicle, and an evaluation of the fuel consumption is given in consideration of the influence of the vehicle mass. Fuel consumption evaluation system.
  7.   An output means for determining a fuel consumption rate with respect to an average operation in actual operation and a fuel consumption rate with respect to an average operation in a target operation; The fuel consumption evaluation system according to any one of claims 1 to 6, wherein an evaluation based on the obtained fuel consumption rate is output.
JP2004238134A 2004-08-18 2004-08-18 Fuel consumption evaluation system Expired - Fee Related JP4353475B2 (en)

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JP2004238134A JP4353475B2 (en) 2004-08-18 2004-08-18 Fuel consumption evaluation system
EP05766350A EP1780393B1 (en) 2004-08-18 2005-07-15 Fuel consumption evaluation system
PCT/JP2005/013176 WO2006018944A1 (en) 2004-08-18 2005-07-15 Fuel consumption evaluation system
US11/659,809 US7454962B2 (en) 2004-08-18 2005-07-15 Fuel consumption evaluation system
CN 200580027048 CN101002012B (en) 2004-08-18 2005-07-15 Fuel consumption evaluation system

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JP2009030501A (en) * 2007-07-26 2009-02-12 Nissan Diesel Motor Co Ltd Fuel saving drive evaluation system and drive evaluation method for vehicle
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