JP4353476B2 - Fuel consumption evaluation system - Google Patents

Fuel consumption evaluation system Download PDF

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JP4353476B2
JP4353476B2 JP2004238139A JP2004238139A JP4353476B2 JP 4353476 B2 JP4353476 B2 JP 4353476B2 JP 2004238139 A JP2004238139 A JP 2004238139A JP 2004238139 A JP2004238139 A JP 2004238139A JP 4353476 B2 JP4353476 B2 JP 4353476B2
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fuel consumption
vehicle
driving
fuel
accelerator opening
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JP2006057484A (en
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下 勝 山
山 義 孝 西
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日産ディーゼル工業株式会社
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Priority claimed from CN 200580027048 external-priority patent/CN101002012B/en
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  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.
And although these techniques are primarily intended to encourage the driver to save fuel, the driver can encourage the driver to save fuel in real time. Means are not specified.

In addition, a driving information provision system has been proposed in which different analyzes are performed for both the driver and the manager based on the operation data acquired from the vehicle, and different improvement proposals suitable for both positions can be proposed. (For example, refer to Patent Document 2).
However, the driving information system does not mention any means that can promote fuel-saving driving in real time.
JP 2002-362185 A JP 2003-16572 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 without being affected by gradients or traffic flow, based on the obtained data, provide specific savings to the driver and / or operation manager. The objective is to provide a fuel consumption evaluation system that enables guidance on fuel-efficient driving, and in particular for drivers, that can stimulate and provide guidance on fuel-saving driving in real time.

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). Storage means (7) for storing each data of the measured engine speed (N), accelerator opening (α), vehicle speed (V), fuel flow rate (Fw) and engine load (L); Control means (20) for calculating fuel consumption (Q) and vehicle mass (m) of the vehicle (1) from the data, and display means (12) mounted on the vehicle (1), the control means (20) classifies from start to stop of travel into multiple travel areas (E1 to E4) Then, parameters (P1 to P6) relating to fuel consumption are set for each of the plurality of travel areas (E1 to E4), fuel consumption during actual travel is calculated (S5), and vehicle mass is calculated. (S6) The fuel consumption ratio (λ) of the actual operation with respect to the average operation is calculated for each of the parameters (P1 to P6) (S7), and the target of the average operation for each of the parameters (P1 to P6) is calculated. The fuel consumption rate (λ) of the operation is calculated (S8), the processing is divided into the travel regions (E1 to E4) (S9), the fuel consumption rate of the actual operation and the fuel consumption of the target operation The fuel consumption of the target driving is calculated from the amount ratio and the fuel consumption during the actual driving (S16), and the fuel consumption during the actual driving is compared with the fuel consumption of the target driving (S17). The display means (monitor 12) displays the comparison evaluation result. The plurality of areas (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), a region where the accelerator opening (α) is reduced (deceleration region E3), a region where the accelerator opening (α) is relatively small and the engine speed (N) is relatively low (idle travel) Region E4) and a steady travel region (E2) that does not correspond to any of the three regions (E1, E3, E4) described above, and increases the accelerator opening (α) from the relatively low speed. In the region where the vehicle speed (V) or the moving average vehicle speed increases (start acceleration region E1), the parameters (P1, P2) are the engine rotational speed (shift-up engine rotational speed N1; P1) at the time of gear shift and the accelerator opening. (Α1; P2), and the parameter (deceleration coasting ratio; P5) in the region (deceleration region E3) in which the accelerator opening (α) is decreased is traveled without coasting on either the accelerator or the brake (coasting) Is the ratio of the distance traveled without stepping on either the accelerator or the brake (A) in the sum (A + B) of the traveled distance (A) and the distance traveled (decelerated travel) (B). The parameter (P6) in the region where the accelerator opening (α) is relatively small and the engine speed (N) is relatively low (idle travel region E4) is the vehicle speed, and corresponds to any of the above three regions. The parameter (P3) in the steady running region (E2) that does not perform is the engine speed (steady running engine speed N2), and is used when determining the fuel consumption for the target operation. All of the parameters take into account the effect of vehicle mass.
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 preferably classified into a high-speed travel area where the vehicle travels at a predetermined vehicle speed over a predetermined distance and a non-applicable area, and data is collected.

  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. It is preferable to obtain the total value from the start to the stop.

  The vehicle mass (m) is preferably determined from the measured vehicle speed (V), the measured engine load (L), and the specifications of the vehicle (1).

  It has an output means (22), 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 It is preferable to be configured so that an evaluation based on the obtained fuel consumption rate is obtained.

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. .

  Since the evaluation related to the fuel consumption is displayed in real time by the on-vehicle display means (monitor 12), fuel-saving driving can be learned by OJT (On The Job Training).

  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 immediately.

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 rate (λa = 100%) in the above manner, it is obtained by dividing by the fuel consumption rate (λj) in the actual driving manner.
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
(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 (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.
Since the above is displayed on the monitor 12 in real time in the vehicle (1) during operation, the educational effect on fuel-saving driving is extremely high.

  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) Knowing how much fuel consumption can be saved, encourages drivers to save energy.
(2) Considering changes in the total vehicle mass, fuel consumption can be evaluated accurately without being affected by gradients or traffic flow.
(3) Through the above, fuel consumption can be greatly saved, cost savings can be contributed to global environmental conservation, 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.

In FIG. 1, the fuel consumption evaluation system according to the first embodiment includes a vehicle (1) -side equipment U1 and a management-side equipment U2.
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 And on-vehicle control means 10.

  As shown in FIG. 2, the in-vehicle control means 10 includes an interface 9, a control unit 11, a monitor 12 as a display means, an in-vehicle database 7 as a storage means, and a wireless antenna 13. .

  The interface 9 and the in-vehicle database 7 are connected by a line L1, the in-vehicle database 7 and the control unit 11 are connected by a line L2, the control unit 11 and the monitor 12 are connected by a line L3, and the control unit 11 and the interface 9 are connected by a line L4. It is connected.

The vehicle signals of the measured engine speed N, accelerator opening degree α, vehicle speed V, fuel flow rate Fw, and engine load L are temporarily stored in the in-vehicle database 7 via the interface 9 and the line L1.
The control unit 11 selects / extracts all or any of the vehicle signals from the in-vehicle database 7 via the line L2 as appropriate, and selects and extracts the vehicle signals via the line L4, the interface 9, the wireless antenna 13, and the external network N. Thus, it is configured to transmit data to the management-side equipment U2 described later.
In the present embodiment, firstly, the management side equipment U2 to be described later exchanges data wirelessly, but the vehicle data is taken out from the in-vehicle database 7 by the memory card 15 and recorded in the memory card 15. It is also possible to send the vehicle data to the management side.

  On the other hand, the management-side equipment U2 is a management-side control means (hereinafter, the management-side control means is referred to as a fuel efficiency data analysis personal computer) 20 and an output means for outputting the evaluation result by the fuel efficiency data analysis personal computer 20. A printer 22 and a keyboard 24 as input means attached to the control unit 20 are configured.

  The fuel efficiency data analyzing personal computer 20 receives the vehicle data through the network N and the wireless antenna 23, and from the measured engine speed N, accelerator opening α, vehicle speed V, fuel flow rate Fw, and engine load L, The vehicle total mass m and the fuel consumption Q during operation of the vehicle 1 are obtained, and the fuel consumption when the average driving is performed by the method described later and the fuel consumption according to the target driving method are compared. It is configured to evaluate an appropriate driving method and the amount of fuel saved.

As shown in FIG. 3, the fuel efficiency data analyzing personal computer 20 is divided into four areas, ie, a start acceleration area E1, a steady travel area E2, a deceleration area E3, and an idle travel area E4 in the illustrated example. Classify into:
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. 5), 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, when the frequency distribution of the operation data is taken, as shown in FIG. 4, the operation data is close to the normal distribution, and by processing such a lot of operation data, each of the parameters P1 to P6 is processed. 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 in addition to the database (not shown) provided in the personal computer 20 for analyzing fuel efficiency data or the in-vehicle database 7, the vehicle has been improved year by year. A database that matches the performance of the vehicle 1 can be obtained.

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 distribution of each parameter P1 to P4 and P6 (see FIG. 4) and the correlation between the parameter and the fuel consumption rate ratio λ (correlation line F in FIG. 5), 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. 4, if “target” = “average−standard deviation”, it corresponds to the “target” on the horizontal axis of FIG. 5 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%), it is obtained by dividing by the fuel consumption ratio λj in the actual driving method.
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 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 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. 6 is a correlation diagram showing the relationship between the driving method and the fuel consumption rate in the fixed volume state, and FIG. 7 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. 7, the ratio of the fuel consumption is 103% in the actual driving with respect to the average driving method, whereas the ratio of the fuel consumption is 92% in the target driving method. In the fixed volume state of FIG. 6, 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 represented 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 in FIG. 8, and the target driving operation in FIG. It is correlation line FF which calculates | requires the value of the fuel consumption rate in a way.

  In FIG. 8, 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. 6 and 7. 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. 9, 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. 6 and 7. 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. 8 and 9, 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) The driving force F and acceleration α obtained as described above are substituted into the expression “m = F / α” to obtain the vehicle total mass m.

  Next, with reference to the flowchart of FIG. 10 and the configuration of FIG. 1, a fuel consumption evaluation method considering the total vehicle mass will be described below.

  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.

In step S2, the instantaneous accelerator opening is displayed on the monitor 12 of the in-vehicle control means 10, and the instantaneous fuel consumption is further displayed (step S3).
FIG. 11 shows a display (monitor) screen Md1 during travel. The accelerator opening display M11, the instantaneous fuel consumption display M12, the current fuel consumption display M13, the target fuel consumption display 14, and the current fuel consumption with respect to the target fuel consumption. An achievement level display M15 indicating the ratio of the achievement level and a saving amount display M16 indicating the fuel saving amount are formed.

  In the next step S4, the control unit 11 of the in-vehicle control means 10 determines whether or not the vehicle is stopped. If the vehicle has stopped (YES in step S2), the process proceeds to the next step S5. If the vehicle has not stopped (NO in step S2), the control returns to the original.

  In step S5, the operating fuel consumption, travel distance, and fuel consumption are calculated from the vehicle data, and then the process proceeds to step S6, where the total vehicle mass m in operation is calculated by the method described above.

  In step S7, for each parameter (P1 to P6) of the driving method, the fuel consumption rate λ of the actual driving method when the fuel consumption of the average driving method is set to 100% is calculated.

  Next, in step S8, for each parameter (P1 to P6) of the driving method, a fuel consumption ratio λ of the target driving method when the fuel consumption of the average driving method is set to 100% is calculated. .

  In step S9, the process is divided into the travel areas (E1; start acceleration area, E2; steady travel area, E3; deceleration area, E4; idle travel area).

In the next step S10, an evaluation of fuel-saving driving in the start acceleration region E1 is calculated.
As a real-time advice display Md2 during traveling, in FIG. 12, an axle opening display M11, an instantaneous fuel consumption display M12, and an advice content “I am stepping on the accelerator too much” Ma1 are displayed.
Alternatively, as another display Md3 of real-time advice during traveling, in FIG. 13, the accelerator opening degree display M11, the instantaneous fuel consumption display M12, and the engine speed has not been fully increased at the time of the shift up. Let's up "Ma2 is displayed.

In step S11, the evaluation of the fuel-saving driving in the steady driving region E2 is calculated. In step S12, the evaluation of the fuel-saving driving in the deceleration region E3 is calculated, and in step S13, the evaluation of the fuel-saving driving in the idle driving region E4 is performed. Is calculated.
As the real-time advice display Md4 during traveling at this time, in FIG. 14, an axle opening display (accelerator opening is zero) M11, an instantaneous fuel consumption display M12, and an advice content “Let's use coasting” Ma3 are displayed. is doing.

  In the next step S14, the evaluation of fuel-saving driving in the section from E1 to E4, that is, from start to stop is calculated.

In step S15, (1) average fuel consumption and fuel consumption (total of factors of each driving method) are calculated. In step S16, (2) target fuel consumption and fuel consumption (total of parameters for each driving method) are calculated.
Proceeding to step S17, the actual operating fuel consumption and fuel consumption are compared with the calculation results of (1) and (2) to calculate driving evaluation (add evaluation).

FIG.15 and FIG.16 is the display screens Ms1 and Ms2 displayed for every stop, respectively.
In both FIG. 15 and FIG. 16, the screen is switched to each other (from FIG. 15 to FIG. 16 or from FIG. 16 to FIG. 15) by pressing the panel switch part Sw in the upper left corner of the screen.
In FIG. 15, the accelerator opening degree display M21, the upshift engine speed M22, the steady travel engine speed M23, the coasting utilization degree M24, and the traveling vehicle speed M25 are each shown as a percentage bar graph with a target achievement rate of 100%. ing.
FIG. 16 shows the points of fuel saving, and the advice content “Let's suppress the depression of the accelerator” Ma4, the average axle opening display M31 in which the target value is written together, and the fuel consumption display M32 are digitally displayed. ing. Furthermore, the transition M33 of the driving evaluation is displayed as a bar graph up to 50 km every 10 km.

In step S18, various data relating to the fuel consumption obtained in step S17 and the evaluation of operation 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. 17 is a fuel-saving driving diagnosis report R output as a summary of the fuel-saving driving evaluation.
The report R in FIG. 17 includes a radar chart R1, a comprehensive evaluation column R2 concerning fuel consumption, fuel saving advice columns R3 and R4, a fuel saving amount display column R5, and a general summary column R6. Yes.

  The radar chart R1 includes eight items of an accelerator operation r1, a shift-up operation r2, a traveling vehicle speed r3, an engine speed r4, a brake operation r5, a traveling vehicle speed r6 on a highway, a brake operation r7 on a highway, and a vehicle speed fluctuation r8 on a highway. Is an evaluation item, and in the illustrated example, 10-level evaluation is performed. 10 is (good) and 0 is (bad).

  In the comprehensive evaluation column R2 concerning fuel consumption, the estimated standard fuel consumption amount, the fuel saving amount, and the value obtained by converting the saving amount into a monetary amount are summarized in a table as a total value of the general road and the expressway.

Of the fuel efficiency advice fields R3 and R4, R3 displays, for example, the level of the traveling vehicle speed, the effect on the fuel efficiency, and the further measures for fuel efficiency regarding the traveling vehicle speed.
In R4, for example, the quality of the accelerator operation at the time of start acceleration, the influence on the fuel consumption, a secret measure for further fuel saving, and the like are displayed.

  In the fuel saving amount display field R5, the fuel saving amount and the target fuel saving amount are compared with each other for each operation parameter, and are shown as a bar graph as an actual quantity.

  In the general summary column R6, a general summary regarding the driving method is displayed.

  As an evaluation of a single item, for example, as shown in FIG. 18, comparison data D between the target value d1 of the accelerator opening for start acceleration and the actual operation (driving operation) d2 can be output.

  As described above, according to the first embodiment, how much fuel can be saved or how much wasted can be obtained quantitatively and accurately with respect to the average operation for each region. I can do it. It can also be associated with how the driver is driving.

  In addition, when the average driving method is assumed to be 100%, the ratio of fuel consumption in actual operation is obtained, and how much fuel is required for the average driving method or the target driving method. It is possible to grasp quantitatively and accurately how much was saved or how much was wasted.

  Since the evaluation related to the fuel consumption is displayed in real time by the on-vehicle display means (monitor 12), fuel-saving driving can be learned by OJT (On The Job Training).

  In the report given to the driver and / or the operation manager, the specific method of improving the driving method and the amount of improvement in the fuel consumption obtained by the improving method are quantitatively determined, or the average driving method and Compared with the target driving method, guidance (advice) can be given.

  Further, how the fuel consumption can be saved by how the driving method is specifically improved is displayed on the monitor 12 in real time, which encourages the driver to save energy.

  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 immediately.

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 18, the engine rotation sensor 2, the accelerator opening sensor 3, the vehicle speed sensor 4, and the fuel flow meter 5 which are means for detecting each parameter are connected to the in-vehicle database 7 by dedicated circuits. Embodiment.
On the other hand, in the second embodiment of FIG. 19, the accelerator signal, the fuel flow signal, the vehicle speed signal, and the engine speed signal are collected as digital signals in 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. The block diagram which shows the structure of the control means for vehicles of 1st Embodiment. 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 carrying out 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. The figure which showed the display screen in driving | running | working in connection with embodiment. The figure which showed the display screen of the real-time information in driving | running | working in connection with embodiment. The figure which showed the other display screen of the real-time information in driving | running | working in connection with embodiment. The figure which showed another display screen of the real-time information in driving | running | working in connection with embodiment. The figure which showed the display screen during a stop in connection with embodiment. The figure which showed the other display screen in the stop in connection with embodiment. The fuel-saving driving diagnosis report R output as a summary of the fuel-saving driving evaluation related to the embodiment. Comparison data between the target value of accelerator opening for start acceleration and actual operation (driving operation) output as an evaluation of a single item related to the embodiment. 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 database 8 ... LAN repeater 9 ... Interface 10 ... In-vehicle control means 11 ... Control unit 12 ... Display means / monitor 15... Memory card 20... Control means / PC for analyzing fuel consumption data 22... Printer 24.

Claims (5)

  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 measuring means for measuring the measured engine speed, accelerator opening, vehicle speed, fuel flow rate and engine load data, and the vehicle fuel consumption and vehicle mass from the data. A control means for calculating and a display means mounted on the vehicle, wherein the control means classifies from start to stop of travel into a plurality of travel areas, and parameters relating to fuel consumption for each of the plurality of travel areas; Is calculated, the fuel consumption during actual driving is calculated, the vehicle mass is calculated, and the fuel consumption ratio of the actual driving to the average driving is calculated for each parameter. Calculating the fuel consumption ratio of the target driving with respect to the average driving for each parameter, dividing into the travel region, and calculating the fuel consumption ratio of the actual driving and the fuel consumption of the target driving The fuel consumption for the target driving is calculated from the ratio and the fuel consumption during the actual driving, the fuel consumption during the actual driving is compared with the fuel consumption during the target driving, and the comparison evaluation result is displayed. The plurality of areas include an area for increasing the accelerator opening from a relatively low speed and increasing the vehicle speed or moving average vehicle speed, an area for decreasing the accelerator opening, and an accelerator opening. When the accelerator opening is increased from the relatively low speed, including a region where the engine speed is relatively small and the engine speed is relatively low, and a steady travel region that does not correspond to any of the above three regions. In the region where the vehicle speed or moving average vehicle speed increases, the parameters are the engine speed and the accelerator opening at the time of gear shift, and the parameters in the region where the accelerator opening is decreased are neither stepped on the accelerator nor the brake. Is the ratio of the distance traveled without stepping on either the accelerator or the brake in the sum of the distance traveled by the vehicle and the distance traveled by stepping on the brake. The accelerator opening is relatively small and the engine speed is relatively small. The parameter in the low region is the vehicle speed, the parameter in the steady traveling region that does not correspond to any of the above three regions is the engine speed, and the parameter value is determined when the fuel consumption amount for the target operation is obtained. All fuel consumption evaluations that take into account the effects of vehicle mass system.
  2.   2. The fuel consumption evaluation system according to claim 1, wherein the steady travel region is classified into a high speed travel region that travels at a predetermined distance or more at a predetermined vehicle speed and a region that does not correspond to the steady travel region and data is collected.
  3.   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 claim 1 or claim 2 obtained as described above.
  4. The fuel consumption evaluation system according to any one of claims 1 to 3, wherein the vehicle mass is obtained from a measured vehicle speed, a measured engine load, and specifications of the vehicle.
  5.   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 4, wherein an evaluation based on the obtained fuel consumption rate is output.
JP2004238139A 2004-08-18 2004-08-18 Fuel consumption evaluation system Active JP4353476B2 (en)

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JP2004238139A JP4353476B2 (en) 2004-08-18 2004-08-18 Fuel consumption evaluation system
EP05766350A EP1780393B1 (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
PCT/JP2005/013176 WO2006018944A1 (en) 2004-08-18 2005-07-15 Fuel consumption evaluation system

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