JP2011157952A - Method and system for improving fuel economy of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a system for improving fuel economy of a vehicle, making the vehicle more powerful by improving an ignition condition of a motor of the vehicle to easily and practically improving the fuel economy during a cruising driving by making the vehicle more powerful. <P>SOLUTION: An earth wire or a plus wire is additionally installed to a cylinder block part and an ignition plug part of the vehicle, and mixed gasoline containing two sorts of gasoline different in octane number is burnt to control the cruising driving for essential fuel consumption. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle fuel efficiency improvement method and system based on vehicle ignition conditions and driving control.

  As a power-up method using a vehicle ignition system, a technique has been proposed in which a ground wire composed of a complex wire formed by a thin wire is connected between the ignition system of a prime mover and the negative terminal of a battery (see Patent Document 1).

  However, with the power-up by strengthening the ignition system, there are physical limitations on the resistance to running of current vehicles and the durability of ignition system parts. Excessive spark discharge growth will result in overburning of the spark plug, resulting in replacement before the manufacturer's specified lifetime or replacement of the spark plug by changing the plug heat value.

In addition, a fuel efficiency improvement driving support technology that transmits a message to the driver of “constant accelerator operation” has been proposed (see Patent Document 2).
Japanese Patent Application Laid-Open No. 2004-316477. Japanese Patent Application Laid-Open No. 2008-163781.

  While the current commercial vehicle is in cruising operation, the driver puts pedal force on the accelerator pedal because the power is insufficient to keep the vehicle speed constant while overcoming running resistance such as rolling resistance, air resistance, acceleration resistance, gradient resistance, etc. You must operate the accelerator.

  In other words, the vehicle is in an accelerated state during cruise operation, and the driver must frequently release the accelerator pedal, and the vehicle speed remains constant by repeating the operation. Therefore, the original fixed accelerator operation is unrealistic and efficient fuel consumption improvement cannot be expected.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a fuel efficiency improvement method and system for a vehicle that can easily and ideally perform constant accelerator operation during cruise operation and is powered up to realize the operation. To do.

  In view of the above problems, as the first stage of the present invention, the ground wire is added, that is, earthing, or the plus wire is added, that is, placed, directly from the cylinder head portion or plug portion to the negative terminal or positive terminal of the battery.

  As a second stage of the present invention, the fuel of the prime mover is a mixed gasoline obtained by mixing two different gasolines having different octane numbers at a constant ratio as a fuel supply means.

  As a third step of the present invention, during cruise operation, the driver makes the accelerator pedal depression force constant at the acceleration / deceleration change point of the vehicle powered up by the present invention, that is, the accelerator point with the minimum fuel consumption. A control means is provided for execution.

  According to the present invention, the combustion energy loss is reduced as much as possible by the synergistic effect of the ignition system and the fuel system strengthening, the original performance of the vehicle is extracted, and the driver can easily and ideally operate the accelerator in cruise operation. This makes it possible to provide a certain level of fuel efficiency that is superior to the vehicle.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram of a fuel efficiency improvement system to which a vehicle fuel efficiency improvement method according to the present invention is applied.

  In addition to the existing ground wire in the vehicle, providing a new ground wire directly on the negative terminal of the battery is called earthing.

  For earthing, the addition of a plus line to strengthen the plus line, which is the opposite electrode, is called plus.

  An existing ground is provided, the air-fuel ratio of the air-fuel mixture is electronically controlled, and in the prime mover 1 of the vehicle using gasoline as fuel, the earthing 2 or the overlapping of earthing 2 or 2 and 3 is performed on the cylinder head portion.

  Alternator to battery plus 3 means adding a plus wire from the alternator's plus terminal to the battery's plus terminal, but it is desirable that the alternator itself be grounded. If the wire has the same thickness as that of the plus wire, a sufficient plasticizing effect can be expected.

  In the spark plug portion, either direct earthing 4 from the plug cord to the negative terminal of the battery, earthing 5 in the ignition coil portion, or earthing plus placing 6 from the ignition coil portion is performed.

  All of the grounding and pulsing 4, 5, and 6 of the spark plug portion may be performed independently.

  You may carry out simultaneously the earthing 2 of the cylinder head part, and the placing 3 alone or in combination with the above-mentioned 4, 5 and 6.

  The starting point of the grounding wire used for earthing is called the earthing point, and a particularly remarkable power-up can be expected. One of the earthing points where the earthing effect appears is the cylinder head.

The reason will be explained.
The current supplied to the spark plug disappears as a spark discharge but does not disappear completely, and a part of the current remains by charging the motor body.

  It is defined that the potential difference between two points of the conductor is handled in the same meaning as the voltage. However, since it is interfered with the state of the charged prime mover main body, the potential difference slightly decreases, that is, the voltage decreases. Will go down.

  Therefore, potential loss occurs, and the original performance of the prime mover cannot be exhibited. The earthing of the cylinder head part can quickly release the charging current to the negative side, so that the original spark discharge can be realized without being interfered with the charging current.

  The pulsing 3 from the alternator unit to the battery has an effect of stably supplying electricity to the battery in accordance with the amount of power generated from the alternator.

  The alternator incorporates a regulator so that the basic voltage does not greatly exceed 12 volts, and controls the generated voltage. However, when the engine speed is low, the power generation amount is small, and when the engine speed is high, the power generation amount is large.

  Since the allowable current of the positive line of the positive line is increased by the pulsing, even when the amount of power generation is large, electricity can be stably supplied to the battery without voltage drop, and the accelerator response is also improved.

  In the earthing 4 from the plug cord portion to the battery, the original performance of the plug cord can be exhibited by preventing the reverse induction current that is generated because a current of 10,000 volts or more flows.

  In the earthing 5 of the ignition coil section, the ignition coil is increased to a high voltage of 10,000 to 30,000 volts to cause a spark discharge to the spark plug, so that a slight charging current remains on the outer iron core and a leak phenomenon also occurs.

  The earthing 5 prevents the charging current and the leakage phenomenon, and eliminates the potential difference between the ignition coils of the prime mover, so that the original performance of the ignition coil can be exhibited.

  From the ignition coil unit to the earthing plus place 6, the original performance of the ignition coil can be exhibited by combining the prevention of the reverse current and the noise reduction by the earthing and the stable supply of the positive line voltage by the pushing.

  I will explain two types of mixed gasoline 7 with different octane numbers.

  High-octane specification vehicles use high-octane gasoline as fuel, but compared to regular gasoline-spec vehicles, high compression is possible due to the nature of gasoline, so the ignition timing can be controlled later, and more power-up can be generated.

  The Haiku gasoline specification car is focused on power, but on the other hand, the supply fuel is larger than the regular gasoline specification car and it is not suitable for low fuel consumption.

  The octane number of commercial gasoline is 90 for regular gasoline and 100 for high-octane gasoline.

  For example, the octane number of mixed gasoline obtained by mixing regular gasoline and high-octane gasoline at a volume ratio of 50:50 is 95.

  When two types of mixed gasoline 7 having an octane number of 95, which have different octane numbers, are supplied to the prime mover 1 of a vehicle using an existing ground, the air-fuel ratio of the mixture is electronically controlled, and gasoline is used as fuel, 100% regular Compared to a regular gasoline vehicle with gasoline fuel supplied, the knock sensor works due to the higher octane number and is corrected by electronic control, resulting in a change in ignition timing.

  Although it is a regular gasoline specification car, the ignition timing can be delayed, so it is possible to increase the power more, but compared to a vehicle using 100% regular gasoline, the same power is generated with a small accelerator opening As a result, fuel consumption is reduced, and as a result, fuel consumption is improved.

  Therefore, when two types of mixed gasoline 7 having different octane numbers mixed at a constant ratio are supplied to a regular gasoline specification vehicle, both effects of power-up and fuel efficiency can be achieved.

  As mentioned above, the earthing 2 of the cylinder head part including claims 4, 5 and 6, the implementation of the pulsation 3 from the alternator part to the battery, and the use of two kinds of mixed gasolines 7 having different octane numbers, respectively, are each a single vehicle However, the simultaneous implementation of the two mixed gasolines with different octane numbers according to claim 1 and the implementation group of claims 2, 3, 4, 5, 6 and It realizes the synergistic effect of power-up that exceeds the physical limit of the durability of the current system and the durability of the current system.

  An explanation will be given of the fuel supply means 8 that makes the above-mentioned synergistic effect of power-up more fully and improves the fuel efficiency more efficiently, which is the minimum fuel consumption necessary for cruise operation.

  In the vehicle catalog, the fuel consumption rate is displayed in 10.15 mode driving (Ministry of Land, Infrastructure, Transport and Tourism examination value), but previously it was 60 km / h land driving.

  The reason for this is that cruise performance at the vehicle speed of around 60 km / h shows the best fuel economy value.

Considering a graph of a vehicle performance curve with the vertical axis representing the driving force and running resistance and the horizontal axis representing the vehicle speed, the intersection of each axis in the highest gear is considered to be around 60 km / h. It is shown.

  In the prime mover, the generic term for various parts that transmit the power generated in the form of rotational force more efficiently to the tire that is in contact with the ground is called the power train, but the gears that are in contact with each other through the transmission path of the power train The state where the gear is almost unloaded is called coasting.

  During normal driving of the coasting vehicle, the driver's accelerator pedal depression force is hardly required because the drive system is nearly unloaded.

  Therefore, since the instantaneous fuel consumption during normal running of the coasting vehicle shows a significantly high value, the average fuel consumption will be improved if the coasting state can be maintained as long as possible.

  Therefore, the main factor for the minimum required fuel consumption during the cruise operation of the vehicle is coasting in which the vehicle speed is in the vicinity of 60 km / h and the driver hardly needs the accelerator pedal effort. For example, the vehicle state is continuously maintained as long as possible while maintaining a constant speed.

  In normal driving, the driver needs a little skill to bring the vehicle into the coasting state, but in a manual transmission vehicle, the driver needs a little Keeping the coasting while controlling.

  In automatic transmission vehicles that occupy most of the current commercial vehicles, electronic control is intervened, so the driver keeps the coasting state while controlling the accelerator, compared to the manual transmission vehicle, The current situation is somewhat difficult.

  The vehicle in which the present invention is implemented has a sufficient power-up to overcome inertial energy and running resistance during cruise operation, regardless of the type of transmission of manual transmission or automatic transmission. The driver can easily and ideally operate the accelerator while driving.

  In the implementation of the vehicle fuel efficiency improvement method 9, the present invention can be applied during cruise operation with almost no accelerator pedal effort even in the vehicle picture of the automatic transmission in which the problem of difficulty in controlling the accelerator in the coasting state remains. A constant speed can be maintained easily and with a constant accelerator operation.

  In addition, the driver does not require any special skills at any practical rotational speed range of the automatic transmission vehicle prime mover, in other words, at any accelerator point, and the accelerator pedal is kept constant with almost no pedal effort. It is a feature of the present invention that cruise operation can be performed while maintaining speed, and more efficient and better fuel economy can be provided.

  In one embodiment of the present invention, as the fuel supply means 8 that is the minimum necessary during cruise operation, the driver uses analog means with constant accelerator operation. Since the fuel supply means 8 that is the minimum necessary during cruise operation linked to the prime mover characteristics is possible, a form such as auto-cruise control may be considered.

  The preferred embodiment of the present invention will be briefly described with reference to the drawings and considering the effects.

  The test vehicle used in the implementation of the present invention is a minivan type regular gasoline specification vehicle having a displacement of 1800 cc, an automatic transmission, a drive system of part time 4WD, and a fuel tank capacity of 60L.

  The 10.15 mode fuel efficiency of the test vehicle is 12.8 km / L.

  FIG. 2 and FIG. 3 are graphs showing the driving history of the test vehicle by item. When explaining by item, “year / month / day” is the date of refueling, and “traveling distance” is a trip that is installed in the test vehicle. This is the total distance traveled from the previous refueling displayed on the meter.

  “Regular” is the amount of regular gasoline that was supplied to the test vehicle on the date of refueling, and “Hi-Ok” is the amount of high-octane gasoline that was supplied to the same test vehicle on the same date to be mixed with regular gasoline. is there.

  “Fuel meter” is the value of the average fuel consumption corresponding to the mileage displayed on the digital in-vehicle fuel meter installed on the test vehicle at the date of refueling. This is the fuel efficiency improvement rate of the test vehicle for each fueling date calculated by setting the numerical value “10.6 km / L” of the digital in-vehicle fuel consumption meter on January 27, 2009 as 1 in the normal state.

  FIG. 4 is a graph showing a comparison between the fuel efficiency improvement rate of the test vehicle and the high-octane gasoline refueling amount, which is graphed based on FIGS. 2 and 3.

  Compared to the full tank method, the average fuel consumption displayed by the digital in-vehicle fuel consumption meter that does not have a test vehicle correction function is 7-9% better. However, in order to improve the reliability of the fuel consumption test, In accordance with the principle of coincidence, the average fuel consumption displayed on the digital in-vehicle fuel consumption meter is described.

  When refueling the test vehicle, the refueling port of the test vehicle is located on the slope of the gas station so that the air in the fuel tank is smoothly removed and no air remains in the fuel tank when refueling. Fill the tank as much as possible with the same feeling to the same gas station man as possible.

  The test vehicle travels on a flat paved road 20km one way, mainly for morning and evening commuting, but sometimes includes long-distance 100-120km long-distance driving and highway use Thus, the average fuel consumption displayed on the above-described digital vehicle-mounted fuel consumption meter obtained thereby is a very realistic practical fuel consumption.

  The refueling of the test vehicle is approximately about 55 L of fuel consumption at which the refueling warning lamp is turned on.

  The refueling method of the mixed gasoline 7 mixed with regular gasoline and high-octane gasoline is to first fill high-octane gasoline with a predetermined specified amount, and then add regular gasoline to full tank refueling. To be mixed.

  P1 in FIG. 4 indicates that the fuel consumption of the test vehicle before the stoppage of fuel additive is stopped and the average fuel consumption on the date of fueling after two times determined that there is no influence of the fuel additive is 10.6 km Although it is at the time of the fuel efficiency improvement rate of / L, the fuel efficiency improvement rate is zero% because it becomes a reference for the fuel efficiency improvement rate that occurs thereafter.

  At the time of P1 in FIG. 4, since the action of mixing high-octane gasoline is not yet performed, it is the refueling of 100% regular gasoline, which is just before the implementation of the present invention.

  The first time for two types of mixed gasoline 7 having different octane numbers, a volume ratio of 20% with respect to a fuel tank capacity of 60 L was used as a guideline. Therefore, 11.00 L of high-octane gasoline was supplied and then regular gasoline was supplied to fill the tank.

  Thereafter, the amount of high-octane gasoline is increased by 1.00 L for each refueling.

  P2 in FIG. 4 is a point in time when a remarkable fuel efficiency improvement effect is observed in the vicinity of a mixing ratio in which a mixed gasoline 7 in which high-octane gasoline 20L is supplied to a test vehicle having a fuel tank capacity of 60L is used.

  After P2 in FIG. 4, high-octane gasoline was further increased by 1.00 L every time it was refueled, but no remarkable fuel efficiency improvement effect was seen, but again when high-octane gasoline was mixed to 20 L, Good fuel efficiency improvement effect is obtained as in P3.

  In the refueling test of two types of gasoline blended gasoline 7 with different octane numbers, the fuel efficiency improvement effect of the test vehicle tended to increase gradually with the increase of 1.00L of high-octane gasoline. After construction of the earthing 2 of the cylinder head portion of the test vehicle, a further remarkable fuel efficiency improvement effect and phenomenon appear.

  In the sensory test at the time point P4 in FIG. 4, after the warm-up running of the test vehicle is completed, a unique vibration is transmitted from the prime mover side to the handle of the driver's seat, and the driver feels a sense of power-up.

  4 P4-P5, the fuel efficiency improvement rate is decreasing, but it is caused by overburning of the spark plug due to excessive spark discharge. At P5, the manufacturer's genuine spark plug of the test vehicle is lowered, and the plug heat value is lowered by 1 Replacing the cold spark plug will restore the ignition system condition of the prime mover.

  After replacement of the overburned spark plug, the test vehicle maintains a high level of about 40% in fuel efficiency improvement, but there is no tendency for further improvement in fuel efficiency.

  The reason why the fuel consumption improvement trend is not seen is that the vehicle test period is in winter, and the start-up section from the cold start to the completion of warm-up driving from the cold prime mover is long, so a rich mixture is necessary It can be considered that the time has become longer and the average fuel consumption is affected.

  As a result of a one-year practical fuel consumption test, there is an interference of seasonal climate change. However, in implementing the present invention, as shown in FIGS. 2 and 3, the average fuel consumption improvement rate is 34.67% and the maximum fuel consumption improvement rate is 50.00%. I got the data.

  As a result of the gasoline mixing test of two kinds of mixed gasolines 7 with different octane numbers, in the test vehicle used in the practice of the present invention, high-octane gasoline mixing with a gasoline tank capacity ratio of 33 to 42% showed a remarkable fuel efficiency improvement effect. .

  Since the fuel consumption of a vehicle is extremely difficult to reproduce, the optimum ratio of two types of mixed gasoline 7 having different octane numbers in the implementation of the present invention cannot be clearly stated.

  Therefore, it will be necessary to elucidate further strict practical fuel consumption tests in a long-term and a wide variety of test vehicles.

  Hybrid cars called eco-cars currently have a 10% share of domestic new car sales, but are expected to grow explosively in the future.

  Needless to say, the hybrid car is half-speed-shifted by an inverter using a motor as a power source, but half is driven by a motor by an internal combustion engine.

  A hybrid car is driven by a motor in urban areas, so it has extremely low fuel consumption, but in high-speed driving, both the motor plus internal combustion engine is used as a power source and the full power is squeezed. It is a weak point that the fuel consumption level is about one rank higher than the car.

  In general, the practical fuel consumption of current gasoline vehicles is about 70% of the 10.15 mode fuel consumption.

  The current 10.15 mode fuel efficiency of hybrid cars is said to be 1.5 times the fuel efficiency improvement of current gasoline cars of the same class, but the actual fuel efficiency of hybrid cars is about 60% of the 10.15 mode fuel efficiency. It is.

  Therefore, when the actual fuel efficiency when the current gasoline car is hybridized is calculated, it becomes 1 × 1.5 × 0.6 = 0.9, and the practical fuel efficiency of the current gasoline car is 70% to 90% of the 10.15 mode fuel efficiency. It is estimated that the fuel efficiency will be improved.

  The 10.15 mode fuel consumption of the test vehicle used in the implementation of the present invention is 12.8 km / L. According to the automobile information WEB site “e fuel consumption”, the practical fuel consumption of the same model as the test vehicle is 9.9 km / L. L is published.

  The fuel efficiency improvement rate of the present invention is calculated by setting 10.6 km / L of the fuel consumption meter displayed on the digital vehicle fuel consumption meter on January 27, 2009 in FIG.

The 10.6 km / L displayed on the digital in-vehicle fuel consumption meter as shown in FIG. 2, which is the basis for the fuel efficiency improvement rate, has an error of 7 to 9% from the average fuel efficiency by the full tank method. The fuel consumption is 9.7 to 9.9 km / L, which is almost the same as the practical fuel consumption of the WEB site “e fuel consumption”.

  Therefore, the practical fuel consumption and the fuel consumption improvement rate of the test vehicle of the present invention can be said to be very realistic numbers.

  The average fuel consumption improvement rate of the test vehicle in the embodiment of the present invention is 34.67%.

  The overall average fuel consumption after implementation of the present invention displayed on the digital in-vehicle fuel consumption meter of the test vehicle in the implementation of the present invention is 14.27 km / L. However, when the full tank method is multiplied by 9%, the corrected overall average The fuel consumption is 13.10 km / L.

  The corrected overall average fuel consumption of 13.10 km / L can be said to be realized by implementing the present invention, which is 1.02 times the actual fuel consumption of 10.15 mode of the test vehicle.

  The estimated value of the practical fuel consumption when the current gasoline vehicle is hybridized was previously described as 90% of the 10.15 mode fuel efficiency, but the 10.15 mode fuel efficiency achievement rate of 102% of the practical fuel efficiency of the present invention is Exceeds the estimated value of practical fuel consumption when gasoline cars are hybridized by more than 10%.

  Since the prime mover of the internal combustion engine is used as the power source of the hybrid car, the embodiment of the present invention can be applied to the hybrid car. Therefore, it is possible to provide an improvement in the actual fuel consumption that is one rank higher than the current hybrid car.

  In high-speed driving, which is a weak point of hybrid cars, if the present invention is implemented, power up that exceeds the physical limit of the current prime mover can be realized, so that this weak point is overcome and the current gasoline car of the same class is two ranks higher It can provide improved fuel efficiency at high speed.

  Therefore, in view of the domestic and global circumstances, it can be said that the implementation of the present invention has a great social contribution and contribution to social, industrial, economic, regional global environmental conservation and the like.

  It is a block diagram of one Example of this invention.   It is the figure which represented the driving history of the test vehicle of one Example of this invention according to the item.   It is the figure which represented the driving history of the test vehicle of one Example of this invention according to the item.   It is a figure which shows collation with the fuel consumption improvement rate of the test vehicle of one Example of this invention, and high-octane gasoline oil supply amount.

1 Vehicle prime mover 2 Cylinder head earthing 3 Battery charging 4 Earthing from plug cord to battery 5 Ignition coil earthing 6 Earthing plus plastic 7 Two mixed gasolines with different octane numbers 8 Fuel supply means 9 Vehicle supply Implementation of fuel efficiency improvement methods

Claims (6)

  A pre-existing ground wire is provided, the air-fuel ratio of the air-fuel mixture is electronically controlled, and the vehicle is powered by an internal combustion engine prime mover that uses gasoline as fuel. A vehicle fuel efficiency improvement method and system comprising: fuel supply means for using the mixed gasoline mixed in the vehicle as fuel for the vehicle; and control means for consuming minimal fuel during cruise operation of the vehicle .   2. The method and system for improving the fuel consumption of a vehicle according to claim 1, further comprising expansion means for increasing a ground wire directly connected from the cylinder head portion of the prime mover to the negative electrode of the battery.   Additional means for adding a ground wire directly connected to the negative electrode of the battery from the alternator main body of the vehicle and an additional means for adding a positive wire directly connected to the positive terminal of the battery in parallel with the existing positive wire of the alternator The fuel efficiency improvement method and system for a vehicle according to claim 1 or 2.   The vehicle according to any one of claims 1 to 3, further comprising an extension means for adding a ground wire directly connected to a negative electrode of a battery from a plug cord of a plug portion of each cylinder of the prime mover in a plug cord type. Fuel efficiency improvement method and system.   The vehicle according to any one of claims 1 to 3, further comprising an extension means for adding a ground wire directly connected from a ground terminal of an ignition coil of each cylinder of the prime mover motor to the negative pole of the battery. Fuel efficiency improvement method and system.   Additional means for adding a positive wire directly connected from the positive line of the ignition coil of each cylinder of the direct coil type to the positive electrode of the battery, and an earth wire directly connected from the ground line of the ignition coil to the negative electrode of the battery The vehicle fuel efficiency improvement method and system according to any one of claims 1 to 3, further comprising expansion means for performing the operation.

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