JP4591916B2 - Fuel efficient driving evaluation system - Google Patents

Description

  The present invention relates to a system for evaluating a driving state of a vehicle when performing fuel-saving driving in, for example, a truck or a bus having a large difference in total vehicle mass between an empty vehicle and a loaded vehicle.

  When determining whether to drive at high speed, in the digital tachograph, if the vehicle speed exceeds the specified value, a technology regarding the function to notify the vehicle speed excess by a warning sound or voice, or to recommend fuel-saving driving, for example, "Let's shift up. There are technologies relating to a display for prompting upshifting such as “I stepped on the accelerator too much” or a display for prompting attention to the accelerator work.

  However, the above-mentioned technology aims to improve the evaluation method and evaluation system for each fuel efficiency evaluation, and comprehensively and chronologically aligns with the overall operation, contributing to fuel efficiency as a whole. There are few technologies, and the effect of raising the driver's willingness to improve fuel-saving driving is also low.

  In addition to the above technique, a technique for promoting improvement of the driving technique of the driver and improving the fuel consumption by improving the driving operation is disclosed (for example, see Patent Document 1).

However, even the technique (Patent Document 1) does not solve the above-described problems.
JP 2002-362185 A

  The present invention is proposed in view of the above-described problems of the prior art, and is comprehensively and time-sequentially matched with respect to the entire driving, contributing to fuel saving as a whole and saving to the driver. The purpose is to provide a fuel-saving driving evaluation system that is highly effective in increasing the willingness to improve fuel-efficient driving.

  According to the present invention, the engine speed measuring means (2) for measuring the engine speed for measuring operation data of the vehicle (1), the accelerator opening degree measuring means (3) for measuring the accelerator opening degree, A vehicle speed measuring means (4) for measuring the vehicle speed and a fuel flow rate measuring means (5) for measuring the fuel flow rate are provided. The vehicle (from the measured engine speed, accelerator opening, vehicle speed and fuel flow operation data) 1) The fuel consumption of 1), the control means (7) for calculating the estimated standard fuel consumption and the target fuel consumption where the vehicle has traveled so far, and the display means for displaying the calculation results and items related to the operation evaluation ( 8), the control means (7) displays a main screen on the display means (8) and calls one of the engine model, the cargo and the tractor and the registration number. Out (S5) An initial value is set (S6), data of the first predetermined period (A) is received (S7), and the average value of the received data of the first predetermined period in the second period (B) The maximum value processing is performed (S8), then it is determined whether the vehicle is traveling at high speed or general driving (S9), and the climbing and / or downhill determination is performed using the gear ratio and the engine load (S10), and real It is determined whether or not advice is to be performed (S11), it is determined whether or not to end control (S12), and if not ended, the process returns to the reception of data in the first predetermined period (A) (S7). If it is terminated, it has a function of terminating the system program.

  And according to this invention, the engine speed measuring means (2) which measures the engine speed for measuring operation data of the vehicle (1), and the accelerator opening degree measuring means (3) which measures the accelerator opening degree. Vehicle speed measuring means (4) for measuring the vehicle speed, and fuel flow measuring means (5) for measuring the fuel flow rate, and from the measured engine speed, accelerator opening, vehicle speed and fuel flow operation data. The control means (7) for calculating the fuel consumption of the vehicle (1), the travel distance, the estimated standard fuel consumption and the target fuel consumption where the vehicle has traveled so far, and the items related to the calculation results and driving evaluation In the vehicle fuel-saving driving evaluation system comprising the display means (8) for displaying, the control means (7) starts processing for every stop of the vehicle or every third predetermined period (C), and calculates the average vehicle speed and / Or vehicle speed shift Perform initial processing in data storage for calculating the average (S21), estimate the mass of the vehicle (S22), set parameters according to the estimated mass (S23), high speed running, general running, climbing, If it is determined that the vehicle is traveling in general (S24), the fuel consumption and / or driving evaluation for one data storage is analyzed (S27), and data processing for the general traveling after starting is performed (S28). The data to the array is stored (S29), the past predetermined travel distances are collectively analyzed for each predetermined section (S30), advice is displayed (S31), and if it is determined that the vehicle is traveling at high speed, one data Analysis of fuel consumption and / or driving evaluation for the saved portion (S33), data processing for the high speed running after the start (S34), and data processing for the entire running (S35), and Performing advice display (S36) has a function.

  In addition, after the initial processing in the storage of one data, and before the classification of high-speed traveling, general traveling, climbing, and descending, the vehicle mass considering the influence of the load or the number of passengers is estimated, and the estimated mass is calculated. It is preferable to set various parameters in accordance with the estimated vehicle acceleration based on the parameters.

  According to the fuel-saving driving evaluation system of the present invention having the configuration and the evaluation method described above, the engine speed measuring means for measuring the engine speed of the vehicle, the accelerator opening measuring means for measuring the accelerator opening, the vehicle speed Vehicle speed measurement means for measuring fuel flow rate, fuel flow rate measurement means for measuring fuel flow rate, vehicle fuel consumption, travel distance, and estimated future standard fuel from the measured engine speed, accelerator opening, vehicle speed and fuel flow rate Control means for calculating consumption and target fuel consumption, and display means for displaying the calculation results and items related to operation evaluation, the control means being registered as an engine model and any of cargo and tractor Call up the number and set the initial value, perform the average / maximum processing in the second period of the received data of the first predetermined period, determine whether it is high speed driving or general driving, climbing and descending After determining the slope, it is configured to determine whether or not to give real advice, and / or the control means (7) is for each stop or every third predetermined period (for example, continuous traveling 1200 sec). 1 Perform initial processing with data storage, classify high-speed driving, general driving, uphill driving, and downhill driving, determine whether high-speed driving or general driving, normal driving or high-speed driving After the fuel consumption analysis and / or driving evaluation analysis for one data storage of the driving, it is configured to display advice on the display means, so the overall driving is consistent and consistent in time series As a whole, it contributes to fuel saving, and can increase the driver's willingness to improve fuel saving driving.

  For driving evaluation, when configured to estimate the vehicle mass, accurate fuel consumption data can be obtained according to the estimated vehicle mass (considering the loading capacity or the number of passengers), and Appropriate advice can be given.

  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-saving driving evaluation system according to the first embodiment transfers the data recorded by the equipment U1 on the vehicle 1 side, the equipment U2 on the management side, and the equipment U1 on the vehicle 1 side to the equipment U2 on the management side. It is comprised with the memory card 15 which is a transfer means.
Here, the management side refers to, for example, a vehicle management department of a transportation company that owns the vehicle 1.

  The vehicle-side equipment U1 includes an engine speed measuring means (hereinafter referred to as an engine speed sensor) 2 for measuring the engine speed of a vehicle (lorry vehicle in the illustrated example) 1, an accelerator opening degree. Accelerator opening measuring means (hereinafter referred to as accelerator opening sensor) 3, vehicle speed measuring means (hereinafter referred to as vehicle speed sensor) 4 for measuring vehicle speed, and fuel flow rate And a fuel flow rate measuring means 5 (hereinafter, the fuel flow rate measuring means is referred to as a fuel meter).

  Further, the equipment U1 on the vehicle side uses the measured engine speed, accelerator opening, vehicle speed, and fuel flow rate to determine the fuel consumption of the vehicle (1), the travel distance, the estimated standard fuel consumption, and the target fuel consumption. Is equipped with a vehicle-mounted control unit 7 and a monitor 8 which is a display means for displaying the calculation result and items related to driving evaluation.

  On the other hand, the management-side equipment U2 inputs the vehicle data via the memory card 15, and calculates the fuel of the vehicle 1 from the measured engine speed, accelerator opening, vehicle speed, and fuel flow, which are vehicle data. Control means (management side control unit; personal computer for fuel consumption data analysis) 20 for calculating and evaluating the consumption amount, the estimated standard fuel consumption amount and the target fuel consumption amount that has been traveled so far, and the management side control unit 20 The printer 22 is an output means for outputting the evaluation result.

  Note that the management-side control unit 20 can also input information on fuel consumption calculated by the in-vehicle control unit 7 by a wireless transmission / reception means (not shown).

  The in-vehicle control unit 7 calls an engine model, one of a cargo and a tractor and a registration number to set an initial value, and a second period of received data in a first predetermined period (A: 200 msec period, for example). (B: average value / maximum value processing at 1 sec cycle, for example), whether high-speed driving or general driving is determined, and whether uphill and downhill are determined, and whether or not real advice is to be performed is determined It is configured like this.

  Alternatively, the in-vehicle control unit 7 performs initial processing with one data storage every stop or every third predetermined period (C: for example, continuous travel 1200 sec), and classifies high speed travel, general travel, uphill travel, and downhill travel. It is determined whether the vehicle is traveling at high speed or general traveling, and after performing fuel consumption analysis and / or driving evaluation analysis for one data storage of general traveling or high speed traveling, the display monitor 8 It is configured to display advice.

  When it is determined that the vehicle is in general driving, data processing for the general driving after starting is performed between fuel consumption analysis for one data storage and / or driving evaluation and advice display, and data is stored in the array. The past predetermined distances are collected for each predetermined section and the analysis process is performed.

  In addition, when it is determined that the vehicle is traveling at high speed, the data processing for the high-speed traveling after the start is performed between the fuel consumption analysis and / or the driving evaluation and the advice display for one data storage, and the data processing for the entire traveling is performed. Configured to do.

  The processing data is stored in the memory card after the advice display in the general traveling or high-speed traveling processing.

  Here, after the initial processing in the storage of one data, and before the classification of high-speed traveling, general traveling, climbing, and descending, the vehicle mass is estimated in consideration of the influence of the load or the number of passengers, and the estimation It is preferable to set various parameters according to the mass and estimate the vehicle acceleration based on the parameters.

  Next, the control (evaluation) method of the first embodiment will be described with reference to the flowchart of FIG. 2 and the configuration of FIG.

  First, in step S1, the program for the fuel-saving driving evaluation system is started. In step S2, the vehicle-mounted control unit 7 determines whether the program is not double-started. The process proceeds to step S4. On the other hand, if double activation has been performed (NO in step S2), the unnecessary side is deleted (step S3), and then the process proceeds to step S4.

  In the next step S4, the main screen is displayed on the monitor 8, and the process proceeds to step S5.

In step S5, an engine model, whether it is a cargo or a tractor, and a registration number are called, and an initial value is set in the next step S6.
Here, the initial value includes, for example, engine torque and various parameters used for driving evaluation.

In step S7, data in the first predetermined cycle (A: 200 msec, for example) is received, and in the next step S8, data in the first predetermined cycle (200 msec), the second predetermined cycle (B: 1 sec, for example). The average and maximum values are processed.
When receiving data in step S7, in the first embodiment, each parameter is received by the control unit 7 from each sensor by a dedicated circuit. However, in the second embodiment to be described later, an accelerator signal, fuel The flow rate signal, vehicle speed signal, engine speed signal, and engine load signal are collected as digital signals (CAN data) by the in-vehicle communication network “in-vehicle LAN (CAN)” and received by the in-vehicle control unit 7 through the communication cable. .

  In the next step S9, it is determined whether or not “high speed running determination”, that is, whether the vehicle is running at high speed or general running, and the process proceeds to step S10. Here, “high speed running determination” will be described later with reference to the control flow of FIG.

  In step S10, "uphill determination" and "downhill determination" are performed, and the process proceeds to step S11. Here, “uphill determination” will be described later with reference to the control flow of FIG. 5, and “downhill determination” will be described later with reference to the control flow of FIG.

  In step S11, it is determined whether or not to perform real advice determination, that is, real advice, and in next step S12, the in-vehicle controller 7 determines whether or not to end the control. Here, the termination determination condition is, for example, a case where the external power-off state continues for 10 seconds.

  If completed (YES in step S12), the process proceeds to the next step S13. If not completed (NO in step S12), the process returns to step S7 and repeats step S7 and subsequent steps.

  In step S13, an end process such as storage of data in a memory card and an end process of the system program is performed, and the process ends.

  Next, the “high speed running” determination method in step S9 will be described based on FIG. 4 and also referring to FIG.

  First, in step S41, the in-vehicle control unit 7 determines operation data (engine speed by the engine rotation sensor 2, accelerator opening by the accelerator opening sensor 3, vehicle speed by the vehicle speed sensor 4, fuel flow by the fuel meter 5, engine load sensor. Engine load).

  In the next step S42, time measurement is started by a timer (not shown). In the next step S43, the travel distance is calculated based on the vehicle data described above, and then the process proceeds to step S44.

  In step S44, the vehicle-mounted control unit 7 determines whether or not the travel distance (L) is equal to or greater than a first predetermined value (L1: for example, 2 km), and if it is equal to or greater than the predetermined value (L1) (step S44). YES), the process proceeds to step S45, and if it is less than the predetermined value (L1) (NO in step S44), the loop of step S4 is repeated.

  In step S45, the vehicle-mounted control unit 7 determines whether or not the vehicle speed (V) is maintained at or above the first predetermined value (V1), and is maintained at or above the first predetermined value (V1). In step S45 (YES in step S45), the process proceeds to step S46. If the first predetermined value or more is not maintained (NO in step S45), the process returns to step S41, and steps S41 and after are repeated again.

  In step S46, the vehicle-mounted control unit 7 makes a temporary determination as “high speed running (temporary)”. Then, the process proceeds to step S47, and it is determined whether or not there is less than the second vehicle speed (V2: for example, 10 km / h) at the time of data storage or in a predetermined cycle, and if there is less than the second vehicle speed (V2) (step S47). YES), the process proceeds to step S48. On the other hand, if there is not less than the second vehicle speed (V2) (NO in step S47), the process proceeds to step S48.

  In step S48, the in-vehicle control unit 7 determines whether or not the vehicle has traveled more than the second predetermined distance (L2: 10 km, for example) by the provisional determination of “high speed travel (temporary)”, and the second predetermined distance (L2). If the vehicle has traveled above (YES in step S48), the process proceeds to step S49, and after determining “high speed travel”, the process returns to step S41, and step S1 and subsequent steps are repeated again.

  On the other hand, if the vehicle has not traveled more than the second predetermined distance (NO in step S48), the process returns to step S41, and step S41 and subsequent steps are repeated again.

  Next, the “climbing” determination method in step S10 will be described with reference to the flowchart of FIG. 5 and the configuration of FIG.

  First, in step S51, the in-vehicle control unit 7 determines the operation data (the engine speed by the engine rotation sensor 2, the accelerator opening by the accelerator opening sensor 3, the vehicle speed by the vehicle speed sensor 4, the fuel flow by the fuel meter 5, the engine load sensor. Engine load).

  In the next step S52, the gear ratio is calculated, and in step S53, time measurement is started by a timer (not shown), and the process proceeds to the next step S54.

  In step S54, the vehicle-mounted control unit 7 determines whether or not the ratio between the current gear ratio and the gear ratio before the first predetermined time (t1) is within the setting area. If it is (YES in step S54), the process proceeds to the next step S55. On the other hand, if it is not in the setting area (NO in step S54), the process returns to step S51 and repeats step S51 and subsequent steps.

  In step S55, it is determined whether or not the engine load before the first predetermined time (t1) from the present time is equal to or greater than the first predetermined value. If the engine load is equal to or greater than the predetermined value (YES in step S55). The process proceeds to step S56. On the other hand, if the engine load is less than the first predetermined value (NO in step S55), the process returns to step S51, and step S51 and subsequent steps are repeated.

  In step S56, it is determined whether or not the current engine load is equal to or greater than a second predetermined value. If the engine load is equal to or greater than the second predetermined value (YES in step S56), the process proceeds to step S57. On the other hand, if the engine load is less than the second predetermined value (NO in step S56), the process returns to step S51, and step S51 and subsequent steps are repeated.

  In step S57, it is determined whether or not the deceleration is greater than or equal to a predetermined value. If the deceleration is greater than or equal to the predetermined value (YES in step S57), the process proceeds to step S58. On the other hand, if the deceleration is less than the predetermined value (NO in step S57), the process returns to step S51, and step S51 and subsequent steps are repeated.

  In step S58, the in-vehicle control unit 7 determines that the traveling state is “uphill”, and proceeds to step S59 to determine whether or not one or more of the conditions in steps S51 to S54 is not satisfied. If not established (YES in step S59), the process proceeds to step S60.

  In the next step S60, the in-vehicle control unit 7 waits until a predetermined time elapses, and when the predetermined time elapses (YES in step S60), after canceling “uphill” (step S61), the process returns to step S51. Step S51 and subsequent steps are repeated again.

  Next, the “downhill” determination method will be described with reference to the flowchart of FIG. 6 and the configuration of FIG.

  First, in step S71, the in-vehicle control unit 7 determines the operation data (the engine speed by the engine rotation sensor 2, the accelerator opening by the accelerator opening sensor 3, the vehicle speed by the vehicle speed sensor 4, the fuel flow by the fuel meter 5, an unillustrated engine. Engine load) by the load sensor.

  In the next step S72, the gear ratio is calculated, and in step S73, time measurement is started by a timer (not shown), and the process proceeds to the next step S74.

  In step S74, the ratio between the gear ratio after the second predetermined time (t2) and the gear ratio before the third predetermined time (t3) is within the set range, the engine load is equal to or less than the third predetermined value, and It is determined whether or not a state where the acceleration is equal to or greater than a predetermined value has passed a fourth predetermined time (t4).

  The ratio between the gear ratio after the second predetermined time (t2) and the gear ratio before the third predetermined time (t3) is within the set range, the engine load is equal to or less than the third predetermined value, and the acceleration is the predetermined value. When the fourth predetermined time (t4) has elapsed (YES in step S74), the process proceeds to step S75. On the other hand, if the condition in S74 is not satisfied (NO in step S74), the process returns to step S71, and again. Step S71 and subsequent steps are repeated.

  In step S75, the vehicle-mounted control unit 7 determines “downhill” and proceeds to the next step S76.

  In step S76, the in-vehicle control unit 7 has been in the YES condition of S74 twice (or the fifth predetermined time t5) within the first time period T1 before and after the step S74 is YES, or the step It is determined whether or not the S74 YES condition has been made at least once (or the sixth predetermined time t6) within the second time zone T2 before and after S74 is YES, and before and after the step S74 is YES. YES (or fifth predetermined time t5) at least twice within one time zone, or once (or sixth predetermined time) within the second time zone T2 before and after the step S74 is YES Time t6) If YES in S74 (YES in Step S76), the process proceeds to the next Step S77.

  On the other hand, before and after the case where the step S74 is YES, it is not the YES condition of the S74 more than twice (or the fifth predetermined time t5) within the first time period T1, or before and after the step S74 is YES If the YES condition of S74 is not satisfied once (or the sixth predetermined time t6) within the second time period T2 (NO in step S76), the process returns to step S71, and step S71 and subsequent steps are repeated again.

  In step S77, the YES region (first and second time zones T1, T2) in step S76 is determined as “downhill”, and the process proceeds to step S78.

  In step S78, the in-vehicle control unit 7 determines whether or not one or more of the conditions in step S74 is not satisfied. If one or more of the conditions in step S74 is not satisfied (YES in step S78), step Proceeding to S79, if one or more of the conditions in step S74 are not satisfied (NO in step S78), the loop in step S78 is repeated.

  In step S79, the process waits until a predetermined time elapses. When the predetermined time elapses (YES in step S39), the process proceeds to step S80. After determining whether to release “downhill”, the process returns to step S71. repeat.

  Next, with reference to FIG. 3, a processing method for each stop in the overall control or for each third predetermined cycle (C: for example, 1200 sec) will be described.

  First, in step S21, the vehicle-mounted control unit 7 performs initial processing with one data storage, for example, calculation of average vehicle speed, vehicle speed moving average, and the like, and then calculates (estimates) mass (step S22) to estimate mass After setting various parameters in accordance with (Step S23), the process proceeds to Step S24.

In step S24, high speed traveling, general traveling, uphill, and downhill are classified, and the process proceeds to step S25 to determine whether the vehicle is currently traveling at high speed or general traveling.
Here, the judgment of high speed traveling / general traveling, uphill, downhill is performed in the control flow charts of FIGS.

  If the vehicle is traveling in general (route of general traveling in step S25), the process proceeds to step S26, and if traveling in high speed (route of high-speed traveling in step S25), the process proceeds to step S33.

  In step S26, the total fuel consumption is calculated, the fuel consumption and / or driving evaluation for one data storage is analyzed (step S27), the data processing for the general running after starting is performed (step S28), and in step S29 Store the data into the array. Here, “data storage in the array” will be described later with reference to the control flow of FIG.

  In the next step S30, the past predetermined travel distances are collectively analyzed for each predetermined section, and the process proceeds to the next step S31. Here, “analysis of past predetermined travel distances for each predetermined section” will be described later with reference to the control flow of FIG.

In step S31, advice display is performed. In step S32, preparation for switching to real-time display is performed, and then the process proceeds to step S38.
It should be noted that the advice display may be performed in advance by determining whether the advice display is necessary or not, and if necessary, the advice display may be performed.

  In step S33, the in-vehicle control unit 7 analyzes the fuel consumption and / or driving evaluation for one data storage, and in the next step S34, performs data processing for the high-speed running after starting.

In the next step S35, data processing for all the travels is performed, advice display is performed in step S36, preparation for switching to real-time display is performed in step S37, and the process proceeds to step S38.
It should be noted that the advice display may be performed in advance by determining whether the advice display is necessary or not, and if necessary, the advice display may be performed.

  In step S38, after the analyzed data is stored in the memory card, the process returns to step S21, and step S21 and subsequent steps are repeated again.

  Next, the procedure of “data storage in the array” in step S29 will be described below with reference to the configuration of FIG. 7 and FIG.

  First, in step S81, the in-vehicle control unit 7 reads operation data (engine speed by the engine rotation sensor 2, accelerator opening by the accelerator opening sensor 3, vehicle speed by the vehicle speed sensor 4, fuel flow by the fuel meter 5). Do.

  In the next step S82, the travel distance is calculated, and the result is stored in a database (not shown) installed in the in-vehicle control unit 7, and then the process proceeds to step S83.

  In step S83, the fuel consumption is calculated from the read fuel flow rate and the calculated travel distance and stored in the database, and then the process proceeds to step S84.

  In step S84, for example, the estimated standard fuel consumption is calculated from the start acceleration accelerator opening or the shift-up engine speed, and the value is stored in the database. Then, the process proceeds to step S85.

  In step S85, the target fuel consumption is calculated from the calculated estimated standard fuel consumption and, for example, the start acceleration accelerator opening or the shift-up engine speed, and the value is stored in the database. Returning to step S81, step S1 and subsequent steps are repeated again.

  Next, a variable calculation control method for “analyzing the past predetermined distance traveled portion (for example, 50 km) for each predetermined section (for example, 10 km)” will be described with reference to FIGS. 8 and 1.

  First, in step S91, the in-vehicle control unit 7 reads operation data (engine speed by the engine rotation sensor 2, accelerator opening by the accelerator opening sensor 3, vehicle speed by the vehicle speed sensor 4, fuel flow by the fuel meter 5). I do.

  In the next step S92, the data stored in the control of FIG. 3 is divided from the present to the past 50 km every 10 km, and the process proceeds to the next step S13.

  In step S93, the travel distance in each section is calculated, and in the next step S94, the fuel consumption in each section is calculated.

  In the next step S95, the estimated standard fuel consumption in each section is calculated, and in the next step S16, the target fuel consumption in each section is calculated, and then the process returns to step S91, and step S91 and subsequent steps are repeated again.

  According to the fuel-saving driving evaluation system of the first embodiment of the configuration and processing method as described above, the in-vehicle control unit 7 performs the average / maximum processing in the second cycle of the received data of the first predetermined cycle. It is configured to determine whether the vehicle is traveling at high speed or general driving, and after determining whether it is climbing or descending, it is determined whether or not to give real advice. Alternatively, initial processing is performed by storing one data every third predetermined period (for example, continuous traveling 1200 sec), and high speed traveling, general traveling, uphill traveling, and downhill traveling are classified to determine whether high speed traveling is performed. It is configured to display the advice on the display means after performing fuel consumption analysis and / or driving evaluation analysis for one data storage of general driving or high-speed driving. Therefore, overall and time-sequential matching is achieved for the entire driving, contributing to fuel saving as a whole, and increasing the driver's willingness to improve fuel saving driving.

  In the present embodiment, the management side control unit (personal computer for fuel consumption data analysis) 20 is also provided and is configured to display to the driver and report to the manager. The administrator can check the driving state of the driver, further improving the effectiveness of fuel-saving driving.

  For driving evaluation, when configured to estimate the vehicle mass, a highly accurate driving evaluation result can be obtained according to the estimated vehicle mass (considering the loading capacity or the number of passengers). Appropriate advice can be given to the administrator.

Next, a second embodiment will be described with reference to FIG.
In the first embodiment shown in FIGS. 1 to 8, the engine rotation sensor 2, the accelerator opening sensor 3, the vehicle speed sensor 4, and the fuel flow meter 5, which are detection means for each parameter, are respectively connected to the vehicle-mounted control unit 7 by dedicated circuits. It is a connected embodiment.

  On the other hand, in the second embodiment of FIG. 9, the accelerator signal, the fuel flow signal, the vehicle speed signal, the engine speed signal, and the engine load signal are converted into digital signals to the LAN repeater 9 by the in-vehicle communication network “in-vehicle LAN”. Collected and stored in the in-vehicle control unit 7 by the communication cable W. Except for these configurations, the second embodiment is substantially the same as the first embodiment shown in FIGS.

  In the second embodiment, by using in-vehicle LAN information, necessary information can be obtained at low cost without adding a sensor or the like.

  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-saving driving | operation evaluation system which concerns on 1st Embodiment of this invention. The flowchart which shows the flow of the whole control of the said evaluation system in 1st Embodiment. The flowchart which shows the flow of a process for every stop or for every predetermined period among the whole control of the said evaluation system in 1st Embodiment. The flowchart which was a part of evaluation method of 1st Embodiment, and showed the method of "high-speed driving | running | working" determination. The flowchart which was a part of evaluation method of 1st Embodiment, and showed the method of "climbing slope" determination. The flowchart which was a part of evaluation method of 1st Embodiment, and showed the method of "downhill" determination. The flowchart which was a part of evaluation method of 1st Embodiment, Comprising: The data storage procedure to the arrangement | sequence in general driving | running | working was shown. 6 is a flowchart showing a variable calculation control method that is a part of the evaluation method of the first embodiment, and that equally divides a predetermined distance traveled portion into predetermined sections and performs analysis processing for each divided section. The block diagram which shows the structure of the fuel-saving driving | operation evaluation system which concerns on 2nd Embodiment of this invention.

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 7 ... vehicle-mounted control unit 8 ... display means 15 ... memory card 20 ... management-side control unit 22 ... printer U1 ... vehicle-side equipment U2 ... management-side Equipment

Claims (2)

Engine speed measuring means (2) for measuring engine speed for measuring operation data of the vehicle (1), accelerator opening measuring means (3) for measuring accelerator opening, and vehicle speed measurement for measuring vehicle speed Means (4) and fuel flow measurement means (5) for measuring the fuel flow rate, and the fuel consumption of the vehicle (1) from the measured engine speed, accelerator opening, vehicle speed and fuel flow operation data. And a control means (7) for calculating the estimated standard fuel consumption amount and the target fuel consumption amount where the vehicle has traveled so far, and a display means (8) for displaying the calculation results and items related to the driving evaluation. In the fuel-saving driving evaluation system, the control means (7) displays a main screen on the display means (8), calls one of the engine model, cargo and tractor, and a registration number (S5) Is set (S6), the data of the first predetermined period (A) is received (S7), and the average value / maximum value processing in the second period (B) of the received data of the first predetermined period is performed. (S8) Next, it is determined whether the vehicle is traveling at a high speed or a general traveling (S9), and an uphill and / or downhill determination is made using the gear ratio and engine load (S10), and whether or not real advice is to be performed. (S11), it is determined whether or not the control is to be terminated (S12). If not, the process returns to the reception of data of the first predetermined period (A) (S7). A fuel-saving driving evaluation system for a vehicle, which has a function of performing an end process of a system program. Engine speed measuring means (2) for measuring engine speed for measuring operation data of the vehicle (1), accelerator opening measuring means (3) for measuring accelerator opening, and vehicle speed measurement for measuring vehicle speed Means (4) and fuel flow measurement means (5) for measuring the fuel flow rate, and the fuel consumption of the vehicle (1) from the measured engine speed, accelerator opening, vehicle speed and fuel flow operation data. , A control means (7) for calculating the travel distance, the estimated standard fuel consumption amount and the target fuel consumption amount where the vehicle has traveled so far, and a display means (8) for displaying the calculation result and items related to the driving evaluation In the fuel-saving driving evaluation system for a vehicle, the control means (7) starts processing every stop of the vehicle or every third predetermined period (C), and calculates the average vehicle speed and / or the vehicle speed moving average. Data to do The initial processing is performed (S21), the mass of the vehicle is estimated (S22), the parameter corresponding to the estimated mass is set (S23), and the high speed traveling, the general traveling, the uphill, and the downhill are classified. (S24) If it is determined that the vehicle is traveling in general, the fuel consumption and / or driving evaluation for one data storage is analyzed (S27), data processing for the general traveling after starting is performed (S28), and the data to the array is converted. The data is stored (S29), the past predetermined travel distances are collectively analyzed for each predetermined section (S30), advice display is performed (S31), and when it is determined that the vehicle is traveling at high speed, the fuel consumption for one data storage and / or Alternatively, the driving evaluation is analyzed (S33), the data processing for the high speed running after the start is performed (S34), the data processing for the entire driving is performed (S35), and the advice display is performed (S35). Fuel-saving driving evaluation system of a vehicle, characterized in that it has a 6) functions.

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