JPH0138685B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an economical fuel consumption driving instruction device for driving an automobile.

Even when an automobile is driven on the same road at the same constant speed, the engine in an automobile operates in different conditions if the transmission used to drive the automobile has a different gear ratio.

Furthermore, the fuel consumption rate [gr/hr·Ps] of the engine varies depending on its operating state.

This means that even if the required power [Ps] of the car at the same running speed is
This means that there exists an operating condition in which the value of fuel consumption [gr] per unit time [hr] is minimized.

Figure 9 shows general characteristics when using a gasoline engine, where the vertical axis is the engine output torque T, the horizontal axis is the engine rotational speed n, θm is the characteristic at the maximum throttle opening of the engine, and θx shows the characteristics when the throttle opening is arbitrary and constant.

Also, diesel engines have similar characteristics.

With these engine characteristics, the operation that gives the best fuel consumption rate of the engine is as shown in the economical fuel consumption line E in Figure 9, and when the car is running, the engine ideally In order to operate on the economic fuel consumption line E, the transmission must be a continuously variable transmission, and its gear ratio must be adjusted so that when the engine throttle opening is a given θx, the engine rotational speed n is n=nt. It would be a good idea to control it steplessly.

However, such ideal continuously variable transmissions still have many problems in practical use. For this reason, due to the ease of use of the gear transmission, the gear transmission has conventionally been a stepped gear transmission, and the economic fuel consumption line E has an upper limit Eu and a lower limit El.
There is a concept of always improving the fuel consumption rate of the engine by instructing the driver to upshift or downshift the transmission by means of a lamp display, etc. when the engine operation deviates from the range of .

Such a conventional concept is to effectively use the engine of the automobile to its maximum horsepower, and in the method of using the engine effectively, the fuel consumption rate of the engine is improved. In other words, it does not matter whether the vehicle is used with maximum acceleration or with moderate acceleration.

However, in addition to this idea, the amount of fuel consumed by a car also differs depending on how the car is driven.

Fig. 10 shows the same engine characteristics as Fig. 9, and when a car equipped with the engine is running, the gear ratio of the gear transmission is kept at a constant gear ratio such as 1st speed or 2nd speed. This shows how the engine operates when accelerating a car.

In Fig. 10, characteristic Aa indicates the characteristic of accelerating the car to near the maximum horsepower Pa,
After setting a certain gear, the engine is accelerated from its idling rotational speed ns to a rotational speed at which the accelerator pedal is depressed considerably while engaging the clutch, and the engine rotational speed n is close to the maximum horsepower Pa. In order to shift up to a higher gear ratio, the clutch is disengaged and the accelerator pedal is released (the rotational speed n returns to the idling rotational speed ns).

On the other hand, characteristic Ab indicates a case where the acceleration is gentler than the acceleration of characteristic Aa.

Due to the difference in acceleration between characteristics Aa and Ab, when comparing the fuel consumption of an engine in an actual vehicle, it was found that for acceleration with characteristics Aa,
The fuel consumption is several percent lower in the case of the gentle acceleration of characteristic Ab.

Also, even if the car is driven repeatedly with sporty acceleration like characteristic Aa as described above,
Particularly when driving in a city, the vehicle quickly catches up with the vehicle in front, or the stop signal at an intersection causes the suddenly accelerated energy to be dissipated by the brakes. The time required to reach the destination is not much different from driving with characteristic Aa, which involves repeated rapid accelerations, and speeding with characteristic Ab, which involves repeated gradual accelerations.

Apart from particularly sporty passenger cars, in commercial vehicles such as trucks, it is desirable to save the amount of fuel used by the engine as much as possible.

In addition, Pa and Pb in Figures 9 and 10
are the characteristics of constant output horsepower of the engine, and in this case, there is a relationship of Pa>Pb, and the characteristic e is,
Indicates the part where the engine has the best fuel consumption rate,
The fuel consumption rate of an engine has a property that the value generally decreases as the distance from the characteristic e portion increases.

Therefore, not only when the vehicle is accelerating, but also during steady running, the engine consumes more fuel when operating at the operating point Ca, which has a higher engine rotational speed than the operating point Cb.

Furthermore, if one attempts to travel between the upper limit Eu and the lower limit El in FIG. Since it is difficult to maintain a wide range of gears, the frequency of shifting becomes extremely high, making it difficult to drive.

An object of the present invention is to improve the efficiency of driving a car by instructing the driver to set the engine accelerator pedal depression amount and the gear ratio of the transmission within an appropriate range. An object of the present invention is to provide a device (an economical and fuel efficient driving instruction device) for instructing how to drive.

First, before explaining the present invention, the economical and fuel consumption of internal combustion engines will be explained. Fig. 1 shows the general characteristics of a diesel engine for a vehicle, and the vertical axis T shows the output torque of the diesel engine. , the horizontal axis n shows the rotation speed, and the loop-shaped line (thin line) e shows the equal fuel consumption curve (gr/ps-h)
It shows that the fuel consumption rate (fuel efficiency rate) increases as the loop moves outward, and the characteristic ai shown by the dotted line is the characteristic when the amount of depression of the accelerator pedal is an arbitrary constant amount, and the characteristic is , depending on the amount of depression, it moves up and down on Figure 1 while maintaining the shape of the characteristic AI.

Figure 1 above shows a truck equipped with a diesel engine in an overtop (6-speed gear shift, differential gear ratio x overtop gear ratio = 4.25) transmission state, and in a steady running state with 100% load and 0% running slope. , the running resistance characteristics of the vehicle are as indicated by the thick dotted line i shown in FIG.

When such a car runs on a highway at 90 km/h, the engine speed of the diesel engine at this time is no, c indicates the boundary line at which no is constant, and the output torque T of the engine at this time is This becomes the operating point f.

When a freight vehicle running with the above-mentioned running resistance is running on a highway, as is clear from Figure 1, it runs at an engine speed as close to the loop center of the equal fuel economy curve e as possible. It is desirable to do so, and for that purpose, it is necessary to
In other words, it is better to drive while keeping the vehicle speed below n=no.

Furthermore, in the driving state of a car, the car repeatedly accelerates and decelerates, not only when driving in the city, but also when driving outside the vehicle, and in this acceleration state, the operating state of the engine is as follows. In FIG. 1, the operating range is above the running resistance characteristic i.

As mentioned above, considering the high vehicle speed required on the expressway and the power required to accelerate the car, and trying to drive with less fuel consumption, the vehicle will fall into the boundaries a, b, and c. It is desirable to drive within this range.

Note that the boundary a indicates a constant depression amount characteristic of the accelerator pedal that maintains a state close to the minimum fuel consumption, and this increases the torque T required to increase the traction force of the vehicle and satisfies a state close to the minimum fuel consumption. be.

In addition, boundary b means a state in which the vehicle speed is accelerated while approaching the state as close to the minimum fuel efficiency as possible from the above-mentioned high traction force.
It is shown that in the operation of the engine, it is preferable to decrease the depression amount ai of the accelerator pedal as the rotational speed n increases.

In addition, the boundary c indicates a limit to which the maximum vehicle speed can be suppressed, and when the maximum vehicle speed can be lowered further, such as when driving in a city, it is possible to bring no further closer to the region of minimum fuel efficiency.

In order to give an instruction to drive the freight vehicle inside the boundaries a, b, and c in FIG. You can use .

FIG. 2 shows one embodiment of the present invention. To explain its structure, terminal 1 is connected to an AC terminal connected to the diesel engine of the freight vehicle and driven by the diesel engine. Deriving the neutral part voltage of the generator, 1a is
It is a pulse/voltage converter that converts an alternating current pulse at a terminal 1 into a voltage, and a characteristic converter 2 converts the input voltage V1 from the pulse/voltage converter 1a into a third voltage converter.
It converts into the output voltage V2 as shown in the figure, and a voltage proportional to the amount of depression of the accelerator pedal in the diesel engine is led to terminal 3, and 3a is a triangular wave generator as a signal exciter. , 3b is an adder that adds the voltage value from terminal 3 and the sawtooth wave voltage output from the triangular wave generator, 2a, 2b, 3c, 3d and 3e are wirings, and wirings 2b and 3e are This is the input to the converter 4.

The output wiring 4a of the comparator 4 is connected on the one hand via an amplifier 5a to the marginal colored lamp 5, and on the other hand its output is connected via an inverter 6a and an amplifier 6b to the red lamp 6 and the lamp 5 and 6 are integrated into a light bulb 7.

In the above configuration, the operation is explained as follows.
The voltage at the alternator of the engine input to terminal 1 outputs an alternating current pulse proportional to the rotational speed of the engine;
In the voltage converter 1a, it is converted into a voltage proportional to the number of pulses, so the voltage at the wiring 2a corresponds to the rotational speed of the engine, and in the characteristic converter 2, the voltage at the wiring 2a is equal to the input voltage V1 at the wiring 2a. The relationship with the output voltage V2 at the wiring 2b is converted as shown in FIG. The average value is compared with the voltage value corresponding to the amount of depression of the accelerator pedal, and when the voltage value at the wiring 2b is larger than the voltage value at the wiring 3e, the comparator 4
Outputs voltage to.

In the comparison in comparator 4 above, wiring 2
The output voltage V2 at point b shows a constant value in the range where the input voltage V1 corresponds to the low rotational speed of characteristic a2 in FIG. is the output voltage V2 corresponding to characteristic a2
When it is smaller, a voltage is output at the output of the comparator 4, and this state indicates that the engine operation is present in the lower part of the boundary a in FIG.

Similarly, the characteristic b2 in FIG. 3 indicates the boundary b in FIG. 1, and in the range of b2, when the voltage value at the wiring 2b in FIG. The device 4 outputs voltage to the wiring 4a, and this state is the first
In the figure, engine operation exists below boundary b.

Similarly, the characteristic c2 in FIG.
This shows the boundary c in the figure, which indicates that the voltage at the wiring 2b always becomes zero voltage when the rotational temperature n of the engine is above no, and as a result, the rotational speed n increases.
At no or higher, as long as the accelerator pedal is depressed, the voltage value at wire 3e is the same as wire 2b.
In this state, no voltage is output from the comparator 4.

As a result of the above operation, when a voltage is generated in the wiring 4a, the power generated by the voltage is amplified in the amplifier 5a, and the amplified power lights the lamp 5. However, at this time, since the inverter 6a exists between the lamp 6 and the wiring 4a, no current flows to the lamp 6.

Contrary to the above operation, when no voltage is generated in the wiring 4a, no current is generated on the lamp 5 side, but on the lamp 6 side, the inverter 6
Due to the presence of a, a current flows through the amplifier 6b, and the lamp 6 is turned on by this current.

As described above, the economic fuel consumption driving indicating device in FIG. When the lamp 5 is turned on and the engine is operating outside the boundaries a, b and c, a red lamp 6 is turned on.

In the above operation, the comparator 4 compares the sawtooth wave voltage value in the wiring 3e and the DC voltage value in the wiring 2b, so that the relative value between the voltage value in the wiring 3 and the voltage value in the wiring 2b is correct. A special state exists when changing from negative to negative or from negative to positive.

That is, assuming that the voltages at the wirings 2b and 3e are q and p, respectively, now the voltage q
If we consider a state in which the voltage p is rising with the voltage p being a constant value, the voltage p becomes as shown in FIG. 4 as the elapsed time t increases. At this time, since the voltage p is a triangular wave, even if the average value of the voltage p increases with the elapsed time t, the triangular wave may be above or below the voltage q. After performing the operation, the voltage p of the triangular wave moves completely above the voltage q.

As a result, when the voltage p increases while acting up and down on the voltage q as described above,
The output at the wiring 4a is in an intermittent output state as indicated by r in FIG. 4, which means that the voltage p
Similarly, when the voltage r becomes smaller than the voltage q as the elapsed time t passes, the voltage r at the wiring 4a becomes an intermittent output.

As can be understood from the above explanation, when the voltage p becomes larger than the voltage q, that is, when the engine operation goes outside the boundary a or b in FIG. voltage r
disappears intermittently, and the time interval between these intermittences becomes shorter as time t passes.

To explain this about the blinking of the lamps 5 and 6, as mentioned above, when voltage is being output to the wiring 4a, the green lamp 5 lights up, and when the situation is reversed, the red lamp 6 lights up. Therefore, in the state shown in FIG. 4, the edge lamp 5 and the red lamp 6 flash alternately, and as time passes, the duration of the edge lamp 5 lighting becomes shorter.
On the other hand, the time period during which the red lamp 6 is turned on becomes longer,
Eventually, only the red lamp 6 turns on, and since both lamps 5 and 6 are attached to a single bulb 7, the driver's vision sees a certain intermittent range due to the afterimage phenomenon. In the image, the light bulb 7 appears to have a color intermediate between red and the edge. This is also the case when the engine operates from the outside to the inside of the boundary a or b in FIG. 1, that is, when the voltage p becomes smaller than the voltage q in FIG. 4.

In this case, the comparator 4 compares with respect to the reference value V2 (FIG. 3) in the wiring 2b.
Since we are comparing the voltage wave p that moves up and down in the wiring 3e, the intermittent blinking of the lamps 5 and 6 mentioned above occurs at the a2 and b2 portions in Figure 3, that is, at the boundaries a and b in Figure 1. It is becoming.

In addition, in the explanation in FIG. 2 above,
Since the triangular wave generator 3a is provided independently, the frequency of the triangular wave output from the triangular wave generator 3a can be arbitrarily set to appropriately select the flickering of the lamps 5 and 6. It is also possible to generate a triangular wave using the alternating current wave of the neutral section voltage at the terminal 1, and in this case, the triangular wave generator in FIG. 2 is simplified.

In addition, in FIG. 2, a triangular wave is added to the terminal 3 side that detects the amount of depression of the accelerator pedal, but this is relative to the wires 2b and 3e, which are both inputs to the comparator 4. All you have to do is add the triangular wave, and this is explained in the fourth section above.
This can be understood from the explanation of the figure.

That is, the adder 3b may be interposed on the wiring 2b shown in FIG. 2, and the triangular wave generator 3a may be added to the wiring 2b side as shown in FIG.

In FIG. 7, the same reference numerals as in FIG. 2 indicate the same materials in both figures.

In addition, in Fig. 2, the terminal 3 is a straight line, and the wiring 3 is a straight line.
e, and without using the triangular wave generator 3a, the pulse/voltage converter 1a serves as a new pulse/voltage converter 10a that outputs the alternating current component of the neutral section voltage at the terminal 1 as it is to the wiring 2a.
If this is replaced with the pulse/voltage converter 1a in Fig. 2 and provided as shown in Fig. 8, in Fig. 4, voltage p becomes a DC component, voltage q becomes an AC component, and the output voltage In this case, the input V1 to the characteristic converter 2 becomes oscillatory, so that the discontinuity occurs at the boundaries b and c in FIG. 1.

It will also be understood that even if the triangular wave or the alternating current component is applied to both voltages p and q in FIG. 4, the above-described effect of intermittent voltage r can be achieved.

A case will be described in which the vehicle is driven using the economic and fuel consumption driving instruction device of the present invention illustrated in FIGS. 2, 7, or 8.

As mentioned above, cars are generally
The vehicle constantly decelerates and accelerates repeatedly upon detecting a danger ahead, and the state in which the vehicle accelerates from a decelerated state is explained with reference to Fig. 1.After decelerating the vehicle, When the vehicle speed is in a steady state, the operating position of the engine in FIG. 1 is at the operating point h on the low running resistance characteristic 1.

When the accelerator pedal is depressed from this state, the engine is accelerated as indicated by the arrow d1, and at the same time the vehicle is also accelerated. However, when the amount of depression of the accelerator pedal reaches the limit a, as explained in FIG. When the operator returns the pedal pedal a little, the red lamp 6 goes out again and only the edge lamp 5 lights up.If the operator continues to press the pedal in the same position, the engine speed n will eventually increase along the boundary a. The vehicle then tries to cross the boundary b.

At this time, since the operation of the engine has entered the range having the width of the boundary b, the edge lamp 5 and the red lamp 6 in FIG. It looks like a medium red color.

In this way, the driver decreases the amount of depression of the accelerator pedal while confirming the intermediate color by the alternate flashing of lamps 5 and 6, so that the driver accelerates the car while approaching boundaries a and b. This state continues until the engine operation reaches the steady operating point j on the running resistance characteristic i through the path shown by the arrow d.

In addition, in the above explanation, for freight vehicles,
Due to the heavy cargo and vehicle weight, the temporal changes in the arrows d1 and d are slower than in a passenger car, so the driver has enough time to adjust the accelerator pedal depression while paying attention to the light bulb 7. .

Further, the above applies not only to freight cars but also to buses etc. that carry a large number of passengers, but is essentially applicable to general passenger cars as well.

In response to the above acceleration effect, when the vehicle is running on a hill, the running resistance characteristic i in Figure 1 moves upwards in Figure 1, and when considering the acceleration during hill climbing, the gear ratio is lower than the above-mentioned overtop shifting. However, the operating range varies depending on the selection of gear ratios. However, since the operating range can be indicated by the display of the lamps 5 and 6, the driver can select an appropriate gear ratio in this case.

Further, in the above embodiment, the comparison with the reference value in the comparator 4 uses either the rotational speed n or the accelerator pedal depression amount ai, but as is clear from FIG. Since the operation state also changes depending on the output torque T, the comparison with the reference value can be made using any of the operating factors such as the rotational speed of the engine (internal combustion engine). Good things will be easily understood.

Further, the characteristic conversion of the characteristic converter 2 in FIG. 2 is as shown in FIG. This is compared with the voltage corresponding to the amount of depression of the accelerator pedal, which represents the characteristics of boundaries a, b, and c in Fig. 1 as a function of rotational speed n, and the represented reference output voltage is compared to the voltage corresponding to the amount of depression of the accelerator pedal. This comparison is based on the dimension of the amount of depression of the accelerator pedal. However, in this comparison, boundaries a, b, and c are expressed as a function of the amount of depression, and the expressed reference output is considered as a dimension of rotational speed.
The expressed output may be compared with the actual rotational speed n.

That is, if the characteristics in Fig. 3 are shown in a straight line by the actual rotational speed n of the engine (corresponding to V1) and the reference value θi (corresponding to V2) for the amount of depression of the accelerator pedal, then the relationship θi = f(n ) is the characteristic shown in FIG. 5, which is similar to FIG. 3, and this FIG. This means that the depression θi is expressed by a function f(n) of the rotational speed n.

Conversely, this means that the rotation speed ni (reference value) on boundaries a, b, and c in FIG. 1 can be expressed by a function f (θ) of the accelerator pedal depression amount (θ). As is clear from FIG. 1, its characteristics are as shown in FIG. 6, and A1, B1 and C1 and A2, B in FIGS.
2 and C2 correspond to boundaries a, b, and c in FIG. 1, respectively.

To specifically explain the case of considering characteristic conversion as shown in Fig. 6, in Fig. 2, a detection signal of θ is input to terminal 1, and a detection signal of rotation speed n is input to terminal 3. , and the characteristic converter 2 has:
It is sufficient to provide the characteristic shown in FIG. 6, that is, the characteristic in which the output is ni for the input θ.

To explain the effect in this case, in characteristic C2 where the accelerator pedal depression amount θ is small,
The reference output at the wiring 2b is a high constant output voltage corresponding to the characteristic C2 in FIG. 6, and when the rotational speed detection signal at the terminal 3 is higher than the output voltage, the red lamp 6 lights up. This indicates that the rotational speed n in FIG. 1 is greater than no, and in the range where the depression amount θ corresponds to B2, the output voltage at the wiring 2b becomes a voltage value that decreases as θ increases. When the voltage value at the wiring 3e is higher than this output voltage, the red lamp 6 lights up, and when the accelerator pedal depression amount θ exceeds characteristic A2, the output voltage at the wiring 2b corresponding to the reference circuit speed ni is always zero, and as a result, the finite voltage value occurring in the wiring 3e is
The value is always greater than the value in the wiring 2b, and the red lamp 6 is turned on.

That is, the comparison of comparator 4 in FIG.
It is sufficient that either the rotational speed or the amount of depression is converted into a characteristic and the converted value is compared with the other of the amount of depression or rotational speed.

As is clear from the above description, the economic fuel consumption driving instruction device of the present invention is designed to reduce the amount of accelerator pedal depression so as to avoid using the operating parts of the engine with high output horsepower or the operating parts with high engine rotational speed as much as possible. If you follow the instructions, even an inexperienced driver will be able to operate the engine in a range with low fuel consumption, allowing the engine to operate in a low fuel consumption range. This makes it possible to reduce fuel consumption.

In addition, driving according to the instructions of the economical and fuel efficient driving instruction device can contribute to safe driving by avoiding rough driving such as sudden acceleration or high speed driving.
In addition, since the vehicle is operated slowly, it is possible to extend the life of the engine or brake device in the vehicle, and the vehicle itself is also economical to use.

Furthermore, in addition to the above-mentioned effects, the present economic and fuel efficiency driving instruction device uses a signal vibrator to periodically vibrate the engine rotational speed signal or the detection signal of the amount of accelerator pedal depression, so that Even if you are driving without looking at the light bulb 7, if the engine operation is about to go beyond the economical fuel consumption range of boundaries a, b, or c in Figure 1, the light bulb 5 will light up.
and 6 repeat blinking alternately,
Since dynamic visual changes are given to the driver, the driver can easily know the instructions for economical and fuel-efficient driving without paying much attention to the light bulb 7.

In contrast to the above effects, if the effect is particularly large, the lamps 5 and 6 are alternately blinked on both the boundaries a and b, and the light bulb 7 is displayed in a color intermediate between the edge and red. It is.

In this case, as explained in detail in the explanation of the action in FIG. Since the light bulb 7 lights up in the neutral color when operating properly on the boundary, it becomes possible to easily operate the accelerator pedal along the finite width of the boundary.

This allows the acceleration of the vehicle to be kept as large as possible within the range of the boundary, and the effect of operating the engine close to the region with the lowest fuel consumption is effectively utilized. The advantage is that it can be easily operated.

As described above, the economical and fuel efficient driving instruction device according to the present invention is configured to give instructions using a simple single light bulb 7, and the display enables economical and fuel efficient driving without requiring any special driving skills from the driver. It is something to do.

Furthermore, when the triangular wave signal component to be added is from the neutral section of a conventional alternator installed in the engine, the configuration is simple and inexpensive.

[Brief explanation of drawings]

FIG. 1 shows an isometric fuel consumption curve (thin broken line) and its operating characteristics of a diesel engine as an example used in the present invention, and FIG. An example is shown by an electronic circuit diagram, and FIG. 3 shows the functional relationship between the input voltage V1 of the characteristic converter 2 in FIG. 2 and its output voltage V2, and FIG. 4 shows the wiring 3e in FIG. , 2b and 4a, and FIG. 5 shows that when boundaries a, b and c in FIG. 1 are expressed as the amount of depression of the accelerator pedal θi, Figure 6 shows the characteristics when this is expressed as a function of the actual rotational speed n of the engine. Similarly, when boundaries a, b, and c are expressed as the rotational speed ni, this is Actual depression amount θ
FIGS. 7 and 8 are electronic circuit diagrams showing other embodiments of the economic fuel consumption driving indicating device according to the present invention, and FIG. 9 shows the characteristics when expressed as a function of Figure 10 shows the characteristics of a conventional gasoline engine in the economic and fuel efficiency operating region, and Figure 10 shows the engine operating characteristics in the case of the rapid acceleration characteristic Aa and slow acceleration characteristic Ab of an automobile, with the same characteristics as Figure 9. . The symbols used in the examples are as follows.
1: terminal, 1a and 10a: pulse-to-voltage converter. 2: Characteristic converter, 2a and 2b: wiring.
3: terminal, 3a: triangular wave generator, 3b: adder,
3c, 3d and 3e: wiring. 4: Comparator, 4
a: Wiring. 5 and 6: lamps, 5a and 6
b: amplifier, 6a: inverter. 7: Light bulb. T:
Torque, n and no: rotational speed, a, b and c: boundary, ai: characteristic with constant accelerator pedal depression amount, e: equal fuel consumption curve, i: 0% gradient steady running resistance characteristic with constant gear ratio, d and d1 :arrow, f,
g, h and j: operating point, V1: input voltage of characteristic converter 2, V2: output voltage of characteristic converter 2.

Claims (1)

[Scope of Claims] 1. Between the detection signal of the rotational speed of the internal combustion engine or the detection signal of the amount of depression of the accelerator pedal of the internal combustion engine, one or the other detection signal and the comparator. A characteristic converter is interposed, and a signal exciter is interposed between either one of the detection signals or the other detection signal and the comparator, and the characteristic converter includes: a: When the value of the input signal becomes zero, the value of the output signal becomes a finite value, b: When the input signal exceeds a predetermined value, the value of the output signal becomes zero, c: The value of the input signal The value of the output signal is made to be a function of successive values of the input signal from the finite value to the zero value at the predetermined value between the value of zero and the predetermined value. The signal exciter is configured to convert the value of the input signal into a periodically fluctuating signal having a predetermined vertical width centered around the value of the input signal, and in the comparator, the The magnitude relationship between the converted or unconverted one signal and the other unconverted or converted signal of the other detection signal is compared, and the compared output signal from the comparator is:
An economic fuel consumption driving instruction device characterized in that it serves as a display signal on a display device. 2 The indicator consists of one lamp and the other lamp, and when the output signal of the comparator is one signal in the comparison in the comparator, one lamp is lit, and the other lamp is lit. 2. The economic fuel consumption driving instruction device according to claim 1, which is configured to turn on other lamps when the vehicle is in use. 3. The economical fuel consumption driving instruction device according to claim 2, wherein one lamp and the other lamp are installed in the same light bulb.