JP2009115480A - Moving efficiency determination method and fuel efficiency managing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an occupant with proper information about energy-saving driving even when the traveling state of a vehicle changes. <P>SOLUTION: A fuel efficiency managing device includes a wheel speed sensor 30 detecting a rotational angular speed of a wheel of the vehicle and generating a rotational angular speed detection signal; a fuel consumption sensor 32 detecting the amount of fuel consumption when a fuel injected from a fuel injector 28 of the vehicle is burned and generating a fuel consumption detection signal; and a main ECU 24 obtaining the vehicle speed from the rotational angular speed detection signal by arithmetic processing, obtaining the amount of fuel consumption from the fuel consumption detection signal by arithmetic processing, calculating travel distance in a unit time, a first amount of fuel consumption in the unit time, and a second amount of fuel consumption originated from the amount of increase/decrease of kinetic energy of the vehicle in the unit time on the basis of the vehicle speed and the amount of fuel consumption, and calculating the fuel efficiency by dividing the travel distance by the amount of fuel consumption in which the second amount of fuel consumption is subtracted from the first amount of fuel consumption. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technique for determining the motion efficiency of a vehicle.

  Conventionally, since energy-saving driving of vehicles has been recommended, vehicles equipped with fuel consumption indicators are on the market. In the vehicle electronic control device, the fuel consumption of the running vehicle is determined by a predetermined calculation process, and in the fuel consumption indicator, the calculated fuel consumption is determined in a predetermined display format (a numerical display format, a meter display format, etc.). Is displayed. Further, when the vehicle is equipped with an eco indicator, when the energy saving operation is realized, the eco indicator displays that effect. The driver can determine whether the vehicle's exercise efficiency is good or bad by seeing such a display.

The technique disclosed in Patent Document 1 can also be said to be a representative technique related to the vehicle. Patent Document 1 discloses a vehicle fuel consumption display device that makes it easy to visually determine whether instantaneous fuel consumption is good or bad. This apparatus performs a process of calculating a value obtained by dividing a travel distance at a predetermined time by a fuel consumption amount as an instantaneous fuel consumption as a calculation process for obtaining the fuel consumption. Further, a process of calculating a value obtained by dividing the total travel distance from the start of the engine to the present time by the total fuel consumption as the average fuel consumption.
JP 2000-205925 A (paragraph 0012)

  However, it is difficult to say that the calculation processing of the fuel consumption in the conventional vehicle including Patent Document 1 appropriately reflects the motion efficiency of the vehicle. This is because no consideration is given to fuel consumption when the running state of the vehicle changes.

  For example, when the vehicle is accelerating, the fuel required for acceleration is also consumed as compared with the traveling at the time of cruising (traveling at a substantially constant speed). The value of becomes small. As a result, no matter how well the driver is driving, the driver cannot improve fuel efficiency, and the energy-saving driving can be rewarded.

  Further, when the vehicle is decelerating, there is almost no need to consume fuel as compared to when cruising. Therefore, when the calculation process as in Patent Document 1 is performed, the instantaneous fuel consumption value becomes very large. End up. As a result, the driver misunderstands that energy-saving driving is realized without any reduction in fuel consumption, no matter how rough the driving is.

  In view of the above circumstances, an object of the present invention is to make it possible to provide occupants with appropriate information related to energy-saving operation even when the traveling state of a vehicle changes.

  In order to achieve the above object, according to the present invention, in the fuel efficiency management method for a fuel efficiency management device for a vehicle, which determines the vehicle's motion efficiency from the travel distance per unit time and the fuel consumption between the travel distances, Is further characterized in that the kinetic efficiency of the vehicle is obtained by taking into account the amount of increase or decrease in the kinetic energy of the vehicle. Details will be described later.

  ADVANTAGE OF THE INVENTION According to this invention, even if it is a case where the driving | running | working state of a vehicle changes, the appropriate information regarding an energy saving driving | operation can be provided to a passenger | crew.

  Hereinafter, the best mode for carrying out the present invention (hereinafter referred to as “embodiment”) will be described. In the description, the drawings submitted at the same time as this specification will be referred to as appropriate.

≪Configuration≫
FIG. 1 is a front view of a combination meter module incorporating a vehicle display device according to an embodiment of the present invention.
As shown in FIG. 1, a combination meter module 10 that is visible to the driver (occupant) is provided in front of the driver's seat. The combination meter module 10 includes a speedometer 12 that displays a traveling speed of a vehicle in a central portion, a tachometer 14 that is disposed on the left side of the drawing near the speedometer 12 and displays the rotational speed of the engine, A fuel meter 16 that displays the remaining amount of fuel and a tempmeter 18 that displays the coolant temperature are disposed near the speedometer 12 and on the right side of the drawing.

  Inside the tachometer 14, there is provided a position indicator 20 for indicating the position of the shift change lever. A liquid crystal display unit 22 formed in a substantially rectangular shape is provided below the central speedometer 12.

  The liquid crystal display unit 22 includes, for example, an odd display mode for displaying the total travel distance of the vehicle, a trip display mode for displaying an arbitrary trip travel distance by the driver, an outside air temperature display mode for displaying the outside air temperature, and unit time. Various display modes including a fuel consumption display mode for displaying the amount of fuel consumed within (for example, one second or several seconds) are sequentially circulated and switched. The display mode may be switched by, for example, a switch (not shown) provided on the steering unit.

  The combination meter module 10 is provided to be communicable with a main ECU (Electronic Control Unit) 24 placed at a predetermined position of the vehicle via, for example, a CAN (Controller Area Network). The main ECU 24 functions as control means. The main ECU 24 is communicably connected to an FI (Fuel Injector) -ECU 26 that controls the fuel supply amount corresponding to the fuel flow rate required by the engine. The main ECU 24 and the FI-ECU 26 are each configured as an electronic control device having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an I / O (Input / Output) port. . Further, the FI-ECU 26 is provided with a fuel injector 28 that injects fuel into a combustion chamber (not shown) so as to be communicable.

  For example, a wheel speed sensor 30 attached to a suspension mechanism of each wheel is communicably connected to the main ECU 24. The wheel speed sensor 30 detects a rotational angular velocity (vehicle speed pulse) of the wheel, and is generated by the detection. The detected rotational angular velocity detection signal is introduced into the main ECU 24. The main ECU 24 calculates the vehicle speed v based on the rotational angular velocity detection signal, and displays the calculated vehicle speed on the speedometer 12.

  The main ECU 24 is connected to a fuel consumption sensor 32 for detecting a fuel consumption amount in the engine from a fuel supply amount or the like so as to be communicable. A fuel consumption detection generated by the fuel consumption amount detected by the fuel consumption sensor 32 is detected. A signal is introduced into the main ECU 24. The main ECU 24 calculates fuel consumption based on the fuel consumption detection signal, and uses the calculated fuel consumption for calculation of fuel consumption. In the present embodiment, the FI-ECU 26 also serves as the fuel consumption sensor 32. In the present embodiment, the fuel consumption management device is configured to include the wheel speed sensor 30, the fuel consumption sensor 32, and the main ECU 24.

≪Fuel consumption display mode≫
Here, the fuel consumption display mode will be described. The fuel consumption display mode includes a mode that displays the instantaneous fuel consumption that is the amount of fuel consumed in the past unit time, and when the vehicle speed changes, the change in speed is taken into account within the past unit time. There is a mode for displaying a speed change offset fuel consumption that is the amount of fuel consumed. Switching between the two modes can be performed by, for example, a switch (not shown) provided in the steering unit.

  The amount of fuel consumed in the instantaneous fuel consumption is calculated by the main ECU 24. That is, the main ECU 24 uses the fuel consumption calculated based on the fuel consumption detection signal detected from the fuel consumption sensor 32 and the vehicle speed calculated based on the rotational angular velocity detection signal detected from the wheel speed sensor 30. Instantaneous fuel consumption per unit time can be calculated from the distance traveled when traveling (instantaneous fuel consumption as a comparative example).

Specifically, the instantaneous fuel consumption is calculated by calculating the following formula 1.

Δfe = Δd / Δc Equation 1

Δfe: Instantaneous fuel consumption (km / L)
Δd: Distance traveled by the vehicle per unit time (km)
Δc: vehicle fuel consumption per unit time (L)

The calculated instantaneous fuel consumption is repeatedly displayed every unit time (for example, every second) on the liquid crystal display unit 22 of the combination meter module 10 via the main ECU 24, thereby instantaneous fuel consumption (km / L). Will be displayed. In addition, the instantaneous fuel consumption display may be updated with a value obtained by averaging samples sampled every predetermined time.

  FIG. 2 illustrates display contents when the liquid crystal display unit 22 displays instantaneous fuel consumption in the fuel consumption display mode. This instantaneous fuel consumption is displayed by a specific numerical value such as “instant 15.2 km / L” as shown in “cruising” of (a), for example. In addition, the liquid crystal display unit 22 includes an eco-indicator 221 that indicates whether or not energy-saving operation is realized. When the calculated fuel efficiency (here, instantaneous fuel efficiency) is equal to or greater than a predetermined value (in this embodiment, 13.5 km / L, but not limited to this value), energy saving operation is realized. As shown, a mark (hereinafter referred to as an “eco mark”) as illustrated in the eco indicator 221 is turned on. When the vehicle is traveling in this way, energy saving driving can be urged to the driver by displaying information on fuel consumption.

  However, the instantaneous fuel consumption calculated in this way can be said to be an appropriate representation of the vehicle's motor efficiency, which can determine the driver's driving performance. This is not the case when the running state of the vehicle changes.

  For example, when the vehicle is accelerating, the fuel consumption amount Δc when traveling a predetermined travel distance includes the fuel consumed for acceleration in addition to the fuel consumption amount when traveling during cruising. The corresponding fuel consumption is also included. Therefore, the instantaneous fuel consumption calculated by Expression 1 becomes a small value. For example, as shown in “acceleration” in FIG. 2B, the value is displayed on the liquid crystal display unit 22 as “instantaneous 7.9 km / "L" is displayed as it is. In the eco indicator 221, it is not easy to travel at an instantaneous fuel consumption of 13.5 km / L or more as compared to the case of traveling during cruising, and the eco mark is hardly lit. As a result, although the fuel consumption is inevitably increased due to the acceleration, the driver can save energy if he / she sees such a display, no matter how well he / she performs the energy saving operation. You may lose driving satisfaction.

  Further, when the vehicle is decelerating, the accelerator pedal is not depressed, so that fuel is not injected from the fuel injector 28, and the fuel consumption Δc becomes (almost) zero. Therefore, the instantaneous fuel consumption calculated by Equation 1 becomes infinite, and, for example, as shown in “Deceleration” in FIG. 2C, the liquid crystal display unit 22 displays “Instant 99.9 km / L”. In other words, the maximum value that can be displayed by the liquid crystal display unit 22 is displayed. The eco indicator 221 displays the eco mark as much as possible (it is always displayed as long as 13.5 km / L is set as the threshold). As a result, although it is inevitable that the fuel consumption will be (nearly) zero due to deceleration, the driver will be able to do such a thing no matter how rough (eg sudden deceleration) Looking at the display, it will be mistaken for energy-saving operation.

  Accordingly, a mode for displaying the offset fuel consumption corresponding to the speed change is adopted as the fuel display mode so as to cope with the change in the speed of the vehicle. The speed change canceling fuel consumption is a fuel consumption calculated by taking into account a fuel consumption amount derived from a change in kinetic energy accompanying a change in the speed of the vehicle. The main ECU 24 calculates the fuel consumption calculated by subtracting the fuel consumption derived from the change in kinetic energy from the fuel consumption calculated based on the fuel consumption detection signal detected from the fuel consumption sensor 32; It is possible to calculate a speed change offset fuel consumption per unit time from the travel distance when the vehicle travels at the vehicle speed calculated based on the rotational angular velocity detection signal detected from the wheel speed sensor 30.

Specifically, the speed change canceling fuel consumption is calculated by calculating the following equation (2).

Δfe ′ = Δd / (Δc−Δcv) Equation 2

Δcv = {m (v1 ^ 2-v0 ^ 2) / 2} / (η · e) Equation 3

Δfe ′: Speed change offset fuel consumption (km / L)
Δd: Distance traveled by the vehicle per unit time (km)
Δc: vehicle fuel consumption per unit time (L)
Δcv: Fuel consumption (L) derived from changes in kinetic energy of the vehicle per unit time
m: Mass of vehicle (kg)
v0, v1: Vehicle speed at a certain time (m / sec) (Vehicle speed changes from v0 to v1)
η: Vehicle energy conversion efficiency (where 0 <η <1)
e: Calorie of fuel (J / L) (where e> 0)

η is a parameter indicating the rate at which the amount of heat (heat energy) generated when the fuel is burned in the combustion chamber can be converted into work such as movement and acceleration, and is determined from the performance of various parts constituting the vehicle. Note that the values m, η, and e are stored in a storage device (not shown) that can be read by the main ECU 24, for example.

  The calculated speed change offset fuel consumption is repeatedly displayed on the liquid crystal display unit 22 of the combination meter module 10 via the main ECU 24 every unit time (for example, every second), thereby canceling the speed change offset. The fuel consumption (km / L) is displayed. Further, the display of the speed change offset fuel consumption may be updated with a value obtained by averaging samples sampled at predetermined time intervals.

  FIG. 3 illustrates the display contents when the liquid crystal display unit 22 displays the offset fuel consumption corresponding to the speed change in the fuel consumption display mode. Similarly to the instantaneous fuel consumption (see Fig. 2), the speed change offset fuel consumption is displayed with a specific numerical value such as "cruising 15.2 km / L" as shown in "cruising" in (a), for example. Is done. When the calculated fuel consumption (here, the speed change canceling fuel consumption) is equal to or greater than a predetermined value (13.5 km / L), the eco-mark is lit on the eco-indicator 221 that energy-saving operation is realized. .

  If the vehicle is accelerating, the fuel consumption corresponding to the fuel consumed for accelerating is also included, so the calculated instantaneous fuel consumption becomes a small value (see FIG. 2B). However, for the speed change offset fuel consumption calculated by Equation 2, the fuel consumption is quantified by a value of Δcv and subtracted from the actually consumed fuel consumption Δc. The fuel consumption can be calculated from the obtained fuel consumption. Therefore, for example, as shown in “acceleration” in FIG. 3B, the liquid crystal display unit 22 has a large value even during acceleration, such as “acceleration 13.7 km / L”. Is displayed. In the eco indicator 221, the eco mark is lit to correspond to the display (because it is 13.5 km / L or more). As a result, even if the fuel consumption is increased due to acceleration, the driver can feel the satisfaction of the energy saving operation by seeing such a display if driving well.

  Note that if the driver makes a rough driving, for example, if the vehicle suddenly accelerates, the value of the offset fuel consumption for speed change will be (basically) below 13.5 km / L, and the eco indicator 221 The eco-mark will not light up.

  By the way, according to the formulas 2 and 3, when sudden acceleration is performed, the vehicle speed changes from v0 to v1 more rapidly than at the time of slow acceleration. The fuel consumption amount Δcv (see Formula 3) to be shown shows a large value, and as a result, the offset change fuel consumption Δfe ′ (see Formula 2) seems to show a large value. That is, according to Equations 2 and 3, the speed change canceling fuel consumption Δfe ′ becomes larger when the acceleration is accelerated more rapidly than the slow acceleration. As a result, the speed change canceling fuel consumption Δfe ′ is better when the acceleration is accelerated rapidly. There is a suspicion of contradiction, such as it might become.

However, when driving that causes unreasonable acceleration, such as sudden acceleration, the acceleration is sudden, so it does not contribute particularly to the running of the vehicle (it does not contribute to the increase of the speed energy that the vehicle has), and it simply burns As a result, the amount of fuel consumption increases (the amount of wasteful fuel injection increases). The actually consumed fuel amount Δc includes this increased fuel consumption amount, and when it accelerates rapidly, Δc itself has a larger value than when it gradually accelerates. Here, according to Equation 3 of the present embodiment, the fuel consumption amount Δcv derived from the kinetic energy required for the acceleration from v0 to v1 is the same regardless of the acceleration. On the other hand, the faster the acceleration, the greater the fuel consumption Δc depending on the degree of acceleration than the slow acceleration. Therefore, when the vehicle is suddenly accelerated, the speed change canceling fuel consumption Δfe ′ calculated from Equation 2 shows a smaller value, and no contradiction occurs.
As a result, according to the formulas 2 and 3, the fuel efficiency at the time of acceleration is improved when the slow acceleration is performed.

  Further, when the vehicle is decelerating, fuel is not injected, so the fuel consumption amount Δc becomes (almost) zero, and the calculated instantaneous fuel consumption becomes infinite (see FIG. 2C). However, in Equation 2, the fuel consumption amount Δcv resulting from the change in kinetic energy shows a negative value (because v1 <v0), and the negative value is subtracted. For this reason, the speed change offset fuel consumption calculated by Equation 2 shows a finite positive value. Therefore, for example, as shown in “Deceleration” in FIG. 3C, the liquid crystal display unit 22 can be operated even when decelerating, such as “Deceleration 14.3 km / L”. Appropriate values are displayed. In the eco-indicator 221, the eco-mark lights up so as to correspond to the display (because the driver showed a value of 13.5 km / L or more by driving well). As a result, even if the fuel consumption becomes (nearly) zero due to deceleration, the driver should appropriately (without misunderstanding) whether or not energy-saving operation is realized by looking at such a display. Can do.

  Note that when the driver makes a rough driving, for example, when the vehicle decelerates rapidly, the value of the offset fuel consumption for the speed change is (basically) less than 13.5 km / L, and the eco indicator 221 The eco-mark will not light up. Even if the fuel consumption amount Δc is (nearly) zero, if the vehicle is suddenly decelerated, the vehicle speed changes abruptly (in the order of squares) from v0 to v1 (<v0) compared to the case of slow deceleration. . For this reason, the fuel consumption amount Δcv resulting from the change in the kinetic energy of the vehicle per unit time shows a large negative value, and the value Δc−Δcv shows a large positive value. As a result, the speed change canceling fuel consumption Δfe ′ shows a small value.

≪Process related to speed change offset fuel consumption≫
Processing related to speed change offset fuel consumption will be described. FIG. 4 is a flowchart showing the processing required for calculating the speed change offset fuel consumption by the main ECU 24 and displaying the speed change offset fuel consumption by the liquid crystal display unit 22. It is assumed that the mode is switched to a fuel consumption display mode for displaying a speed change offset fuel consumption by a changeover switch (not shown) provided in the steering unit.

  In step S01, the vehicle speed v and the vehicle fuel consumption c at a certain time are calculated. The main ECU 24 obtains v0 and v1 as v from the rotational angular velocity detection signal detected by the wheel speed sensor 30, and obtains c from the fuel consumption detection signal detected by the fuel consumption sensor 32.

  In step S02, a fuel consumption amount Δc of the vehicle in unit time, a fuel consumption amount Δcv resulting from a change in kinetic energy of the vehicle in unit time, and a moving distance Δd of the vehicle are calculated. The main ECU 24 calculates Δc by integrating the fuel consumption amount c over the unit time. Further, m, η, and e are read from a storage device that can be read by the main ECU 24, and Δcv is calculated from Equation 3 using v0 (vehicle speed at the start time of the unit time) and v1 (vehicle speed at the end time of the unit time). calculate. Further, Δd is calculated using v0 and v1.

  In step S <b> 03, the main ECU 24 uses equation 2 to calculate the speed change offset fuel consumption Δfe ′. The calculated Δfe ′ is transmitted from the main ECU 24 to the combination meter module 10.

  In step S04, the combination meter module 10 displays the calculated speed change offset fuel consumption Δfe ′ on the liquid crystal display unit 22 (see FIG. 3). The main ECU 24 evaluates the difference (v1−v0) between the vehicle speeds v0 and v1, determines whether the traveling state of the vehicle corresponds to an acceleration state, a cruise state, or a deceleration state, and combines the determination result with the combination. The determination result may be transmitted to the meter module 10 and displayed on the liquid crystal display unit 22.

  In step S05, it is determined whether or not the speed change canceling fuel consumption Δfe ′ is 13.5 km / L or more. This determination may be any of the main ECU 24, the combination meter module 10, and the liquid crystal display unit 22. If the speed change canceling fuel consumption Δfe ′ is 13.5 km / L or more (Yes in step S05), the eco-mark is turned on in the eco-indicator 221 (step S06), otherwise (No in step S05). The eco mark is turned off in the eco indicator 221 (step S07).

  As described above, while the vehicle is in the running state, the processes in steps S01 to S07 are repeated at predetermined intervals.

≪Time chart≫
A time chart of instantaneous fuel consumption and speed change offset fuel consumption when the vehicle is in a traveling state will be described. FIG. 5 illustrates a time chart of instantaneous fuel consumption and offset offset fuel consumption when the running vehicle changes its running state in the order of stop state, acceleration state, constant speed state, deceleration state, and stop state. It is.

  First, when the vehicle is in the stop state (a), the vehicle speed v is zero, but the fuel consumption Δc shows a constant small value (for example, because it is in an idling state). At this time, both the instantaneous fuel consumption Δfe and the speed change canceling fuel consumption Δfe ′ are zero.

  When the vehicle is in the acceleration state (b), when the vehicle speed v increases, the fuel consumption amount Δc increases sharply since it switches to the acceleration state at first, and thus requires a corresponding amount of energy. Since such energy is not required, it increases little by little. Since there is fuel that can be simply burned, the increase in instantaneous fuel consumption Δfe is moderate. However, the speed change offset fuel consumption Δfe ′ also increases kinetic energy and takes into account the fuel consumption amount Δcv resulting from the change, and thus increases more than the instantaneous fuel consumption Δfe. As a result, it becomes easy to reach the value of 13.5 km / L, and the eco mark illuminates on the eco indicator 221 even during acceleration. The driver feels rewarding to see the eco-mark.

  When the vehicle is in the constant speed state (c), if the vehicle speed v becomes constant, the fuel consumption amount Δc is switched to the constant speed state at the beginning, so that excessive fuel consumption is suppressed, and suddenly It decreases, but after that there is no more fuel to suppress, so it shows a certain value. Since there is no change in kinetic energy, the instantaneous fuel consumption Δfe and the speed change canceling fuel consumption Δfe ′ show the same value.

  When the vehicle is in the decelerating state (d), the driver removes his / her foot from the accelerator pedal, so that fuel is not injected from the fuel injector 28, and the fuel consumption Δc suddenly approaches zero. Thereafter, the driver depresses the brake pedal with a constant depressing force, so that the vehicle speed v decreases to zero at a constant rate. At this time, the instantaneous fuel consumption Δfe once becomes infinite due to the change in the fuel consumption Δc as described above. As a result, even when the driver makes a rough driving such as stepping on the brake pedal suddenly, the eco indicator 221 lights up. On the other hand, the speed change canceling fuel consumption Δfe ′ is a value determined from a change in kinetic energy (that is, a value determined by changing the square of the vehicle speed v). Decreases, but immediately after that it shows a constant value. Therefore, in the case of the rough driving as described above, since the change in kinetic energy shows a large negative value, the fuel consumption amount Δcv resulting from the change in kinetic energy shows a large value as it is. That is, the eco-mark is turned off in the eco-indicator 221 below the value of 13.5 km / L. The driver can notice that the operation of his / her driving was bad by seeing such a light-off.

  When the vehicle is in the stop state (e), the vehicle speed v is zero, but the fuel consumption Δc shows a certain small value immediately before the end of the deceleration state (d) (for example, because it is in the idling state). Yes. At this time, both the instantaneous fuel consumption Δfe and the speed change canceling fuel consumption Δfe ′ are zero.

As shown in FIG. 5, in the conventional case, since it is the instantaneous fuel consumption Δfe (thin line) considering only the broken line Δc, it was difficult to make it 13.5 km / L or more.
However, the speed change canceling fuel consumption Δfe ′ of the thick line is calculated by subtracting Δcv for the kinetic energy from Δc, so that it can be made 13.5 km / L or more if energy saving operation is performed.

≪Summary≫
According to this embodiment, not only when the running state of the vehicle is constant (cruising), but also when the running state of the vehicle changes (for example, when accelerating or decelerating), the motion efficiency of the vehicle is appropriately adjusted. Can be sought. That is, it can be said that the value corresponding to the speed change canceling fuel consumption Δfe ′ is a value that appropriately represents the vehicle's movement efficiency as compared to the instantaneous fuel consumption Δfe. This is because the fuel consumption amount Δcv derived from the change in kinetic energy is used by capturing the change in the running state as the change in kinetic energy.

  FIG. 6 is a table showing the relationship between the running state of the vehicle and the fuel consumption displayed in the fuel consumption display mode, with respect to whether or not the eco mark is displayed by the eco indicator 221. The traveling state of the vehicle is classified into five types of “rapid acceleration”, “gradual acceleration”, “cruising”, “gradual deceleration”, and “rapid deceleration”, and the fuel consumption displayed in the fuel consumption display mode is “instant fuel consumption Δfe”. And “speed change offset fuel consumption Δfe ′”.

  There are three driving states in which there is no difference in whether or not the Eco Mark is lit depending on the type of fuel consumption: “cruising”, “rapid acceleration”, and “gradual deceleration”. During "cruising", if you are driving well, the Eco Mark will be lit regardless of fuel consumption. If the vehicle is in a rough operation such as “rapid acceleration”, the instantaneous fuel consumption Δfe is naturally a small value, but the fuel consumption of the fuel that merely burns up to the offset fuel consumption Δfe ′ is increased. Therefore, it becomes a small value and the eco-mark goes out. When driving well, such as “gradual deceleration”, the instantaneous fuel consumption Δfe naturally shows a large value, but the change in kinetic energy can be small even up to the speed change canceling fuel consumption Δfe ′. The value becomes large and the eco mark lights up. In this way, although there are differences in the reason for determining the display result of the Eco Mark, as long as the display result is the same, in the three driving states of “cruising”, “rapid acceleration”, and “gradual deceleration” The significance of the present invention is weak.

  The significance of the present invention appears in the case of two traveling states of “gradual acceleration” and “rapid deceleration”. Even when driving well like “slow acceleration”, the instantaneous fuel consumption Δfe cannot turn on the eco-mark due to the fuel consumption required for acceleration, and the driver loses the driving satisfaction. However, if the speed change canceling fuel consumption Δfe ′ is used, the fuel consumption amount of the fuel that simply burns is small considering the change in kinetic energy, so that the fuel consumption value that can turn on the eco-mark can be shown, The driver feels worthwhile driving while accelerating.

  In addition, even if the vehicle is driven in a rough manner, such as “rapid deceleration”, the fuel consumption is (nearly) zero at the instantaneous fuel consumption Δfe, so the eco-mark lights up as much as possible. I misunderstand driving. However, if the offset fuel consumption Δfe ′ for speed change is used, the change in kinetic energy (change in the order of the square) is taken into account, so the value of the fuel consumption that can turn off the eco-mark can be shown. You can notice how bad your driving is.

  Thus, it can be said that the speed change canceling fuel consumption Δfe ′ is a value that quantitatively determines the driving operation by the driver, and therefore, the vehicle's motion efficiency can be appropriately obtained.

≪Others≫
The above-described embodiment is the best for carrying out the present invention, but the embodiment of the present invention is not intended to be limited to this. Therefore, various modifications can be made to the implementation form without departing from the scope of the present invention.

  For example, in the above-described embodiment, the eco-indicator 221 is controlled to express whether the driver's driving operation is good or not by adjusting whether or not the eco-mark is lit. However, the lighting of the eco-mark may be displayed (semi-) quantitatively to control the driver's driving performance.

  FIG. 7 illustrates another display form of lighting of the eco mark on the fuel display unit 22. In the fuel display portion 22, a plurality of (6 in FIG. 7) eco-marks that can be lit are arranged in a horizontal straight line. In accordance with an instruction from the main ECU 24, when the vehicle is driving well, control is performed so that many eco-marks are lit. Specifically, the number of eco-marks to be turned on may be controlled in accordance with the value of the speed change canceling fuel consumption Δfe ′. By using such a display, the driver can feel rewarding in turning on all the eco marks.

Moreover, in the said embodiment, although the fuel consumption obtained by performing the arithmetic processing of main ECU24 was used, you may use the fuel consumption determined by control of FI-ECU26, for example. That is, the FI-ECU 26 controls combustion in the combustion chamber of the engine, and determines the fuel injection amount based on information such as the throttle opening, and gives an injection instruction to the fuel injector 28 based on the determination ( Instruct to determine the opening and closing time of the fuel injector 28). Therefore, the main ECU 24 can calculate the speed change offset fuel consumption based on the fuel consumption determined by the control of the FI-ECU 26.
Further, instead of the target value of the operation amount of the fuel injector 28 in the injection instruction of the FI-ECU 26, for example, a flow meter (not shown) may be provided to measure the actual fuel injection amount of the fuel injector 28. .

  Further, in the above embodiment, when the instantaneous fuel consumption, which is the amount of fuel consumed in the past unit time, and the vehicle speed change, the change in the speed is taken into account in the past unit time. The mode for displaying the speed change offset fuel consumption, which is the amount of fuel consumed in step 1, is arbitrarily switched. However, the speed change offset fuel consumption may be always displayed.

  In addition, specific configurations such as hardware and flowcharts can be changed as appropriate without departing from the spirit of the present invention.

It is a front view of the combination meter module in which the display device for vehicles concerning an embodiment was built. The display contents when the liquid crystal display unit 22 displays the instantaneous fuel consumption in the fuel consumption display mode are illustrated. In the fuel consumption display mode, the display contents when the liquid crystal display unit 22 displays the offset fuel consumption corresponding to the speed change are illustrated. The flow chart shows the processing required for the calculation of the speed change offset fuel consumption by the main ECU 24 and the display of the speed change offset fuel consumption by the liquid crystal display unit 22. 3 is a time chart of instantaneous fuel consumption and speed change offset fuel consumption when the traveling vehicle changes its traveling state in the order of stop state, acceleration state, constant speed state, deceleration state, and stop state. The presence or absence of the display of the eco-mark by the eco-indicator 221 is a table showing the relationship between the running state of the vehicle and the fuel consumption displayed in the fuel consumption display mode. The other display form of lighting of the eco-mark in the fuel display part 22 is illustrated.

Explanation of symbols

10 Combination meter module 22 Liquid crystal display 24 Main ECU
26 FI-ECU
28 Fuel injector 30 Wheel speed sensor 32 Fuel consumption sensor

Claims (3)

In the method for determining the kinetic efficiency of a vehicle fuel efficiency management device for determining the vehicle's kinetic efficiency from the travel distance per unit time and the fuel consumption between the travel distances, the fuel efficiency management device further takes into account the increase / decrease amount of the vehicle kinetic energy A method for determining the movement efficiency, characterized by determining the movement efficiency of the vehicle. The fuel consumption management device obtains the vehicle's movement efficiency in consideration of the increase / decrease amount of the kinetic energy by subtracting the fuel consumption amount corresponding to the increase / decrease amount of the vehicle speed from the fuel consumption amount. The exercise efficiency determination method according to claim 1. A wheel speed sensor that detects a rotational angular velocity of a vehicle wheel and generates a rotational angular velocity detection signal;
A fuel consumption sensor that detects a fuel consumption amount when the fuel injected from the fuel injection device of the vehicle is burned, and generates a consumption fuel detection signal;
The wheel speed sensor and the fuel consumption sensor are communicably connected, and a vehicle speed is calculated from the rotational angular velocity detection signal, and a fuel consumption is calculated from the fuel consumption detection signal. And a travel distance in unit time, a first fuel consumption amount in the unit time, and a second fuel consumption amount derived from the increase / decrease amount of the kinetic energy of the vehicle in the unit time based on the fuel consumption amount. Control means for calculating and calculating fuel consumption by dividing the travel distance by a fuel consumption amount obtained by subtracting the second fuel consumption amount from the first fuel consumption amount;
A fuel consumption management device characterized by comprising:

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