JPS6228673Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention is an economical running control device for a vehicle to improve fuel efficiency, and in particular, the maximum movement amount of a fuel amount control member that controls the amount of fuel supplied to the engine is determined based on the engine load and vehicle speed. The present invention also relates to an economical running control device for a vehicle, which includes means for regulating based on engine speed.

Fuel costs account for the largest portion of vehicle operating costs, and measures are being taken to improve fuel efficiency in accordance with various fuel efficiency improvement factors.
Among these, it is known that fuel efficiency is greatly influenced by the driving method of the vehicle, but since this driving method differs greatly depending on the driver, it is possible to uniformly improve fuel efficiency only by the driver's awareness. It is considered difficult to measure.

Incidentally, the fuel consumption of a vehicle varies depending on the driving conditions, such as starting, accelerating, climbing, descending, and flat ground, and on the road conditions, such as sloped roads, expressways, and urban roads.

Regarding the fuel efficiency of the engine installed in such a vehicle, considering its characteristics, as shown in Figure 1, the fuel efficiency (fuel consumption per unit time)
When each equal fuel consumption curve based on [1/h] is attached to the engine rotation speed uniaxial torque characteristic curve, it is clear that the fuel efficiency deteriorates at high rotation and high shaft torque. Furthermore, as is clear from Figure 2, the higher the vehicle speed, the greater the power required, which leads to worse fuel efficiency, indicating that driving for long periods of time at high speeds has a significant impact on fuel efficiency. There is. Furthermore, as is clear from FIG. 3, when climbing a slope, the shaft torque increases and fuel efficiency deteriorates, whereas when descending a slope, the fuel consumption becomes good. Furthermore, as is clear from Fig. 4, high-load operation is repeated during starting and acceleration, but such conditions are usually for a relatively short time and have a relatively small effect on fuel efficiency. be.

Based on the above characteristics, by shifting up or down gears early within the range in which the desired vehicle speed can be achieved when driving the vehicle, the driving range where engine speed and shaft torque can be kept low can be used more. It is clear that this makes it possible to achieve lower fuel consumption. In other words, depending on the vehicle speed, the driving time is regulated in a driving range that is disadvantageous for fuel efficiency, and the accelerator opening (shaft torque) is forced to be driven in a driving range that is advantageous for fuel efficiency. It is effective to regulate fuel efficiency (proportional) in order to measure fuel efficiency.

An object of the present invention is to provide an economical running control device for a vehicle that can improve fuel efficiency by regulating the amount of movement of a fuel amount control member.

The present invention includes a fuel amount control member that is operated to control the output of the engine, an engine load detection sensor that detects the amount of movement of the fuel amount control member, and a rotation speed detection sensor that detects the rotation speed of the engine. , a vehicle speed detection sensor that detects the vehicle speed of a vehicle equipped with the engine; and that the vehicle maintains a state preset based on the vehicle speed, engine load, and engine rotation speed for a predetermined limited time or more; a controller that generates an output signal for regulating the maximum movable range of the fuel amount control member when detected by the detection signal from each of the sensors; The object of the present invention is to provide an economical running control device for a vehicle, which is characterized by having a movement amount regulating means for regulating a movable range.

FIG. 5 shows an economical running control device for a vehicle (hereinafter simply referred to as an economical running control device) 1 as an embodiment of the present invention. This economical running control device 1 is attached to a fuel injection device 3 as a fuel supply means for a diesel engine 2. The fuel injection device 3 has a timer 4, an injection pump 5, and a governor 6 connected to the engine body 7.
These are fixed to a fuel tank (not shown), and fuel is supplied to these from a fuel tank (not shown), and fuel is injected using an injection nozzle (not shown). The governor 6 uses inertia due to the rotation of a flyweight (not shown) to regulate the operation of the rack 601 that adjusts the amount of fuel injection, and a control lever 602 operates the rack 601 in parallel with the flyweight. It has a well-known structure. control lever 6
02 is connected to the accelerator pedal 8 via the connecting link 7.
A sliding amount corresponding to the opening degree is transmitted as a moving amount. The accelerator pedal 8 can be depressed from a position of zero accelerator opening indicated by a solid line in FIG. 5 to a fully open position (indicated by a dashed line), which is the maximum accelerator opening, that is, 100%. In addition, code 9
indicates a return spring.

Furthermore, the accelerator pedal 8 as a fuel amount control member is provided with a variable stopper 10 of the running control device 1.
Movement amount regulating means 1 consisting of a solenoid 13 and a solenoid 13
2 is provided oppositely. The variable stopper 10 has a screw rod shape and is pivotally attached to the floor 11 via a pin 17. One end of the variable stopper 10 is a stopper end 101 that operates as a stopper, and comes into contact with the accelerator pedal 8 to restrict its depression stroke. The other end of the variable stopper 10 is the solenoid 1
3, and the operation of this solenoid holds the stopper end 101 at a desired position.
Note that it is desirable that the solenoid 13 has a large pressing force. Further, it is desirable to use the lever ratio of the variable stopper 10 to strengthen the push-back force applied to the stopper end 101 to have a push-back force that can withstand the driver's pedal effort, but it is also possible to create a push-back force that is strong enough to withstand the driver's pedal force. . A controller 14 is connected to the solenoid 13 to send an output signal thereto. The controller 14 includes a rotation speed detection sensor 15 that detects the engine rotation speed and issues a detection signal, and a vehicle speed sensor 16 that detects the vehicle speed of a vehicle (not shown) and issues a detection signal.
and a load sensor 16' that detects the accelerator opening.
is connected. This controller 14 is an electronic device that has a built-in characteristic for regulating the opening degree of the accelerator pedal 8 based on the engine speed, vehicle speed, and accelerator opening degree. In the case of this embodiment, as shown in FIG. 6 and FIG. 7, the limited time allowable range A (which is determined based on the engine speed and the accelerator opening) and is disadvantageous in terms of fuel efficiency is determined according to each vehicle speed. Figure 6 a~
The control patterns P1, P2, P3, and P4 of the accelerator opening are set, which define the forced driving range B (shaded area in d) and the forced driving range B that is advantageous in terms of fuel efficiency. In this case, in each control pattern, if the vehicle stays in the limited time allowable region A for more than the limited time T,
The opening degree of the accelerator pedal 8 is forcibly reduced.
At this time, if the driver feels the need to maintain the vehicle speed before forcibly reducing the opening degree of the accelerator pedal 8, that is, if the driver is driving in a state where constant speed driving is required, he or she may initiate a shift-up operation. Guide. Furthermore, if the vehicle is being driven in an output holding request state that emphasizes acceleration, the driver is guided to perform a downshift operation. Note that the limited time T is appropriately set for each control pattern P1, P2, P3, and P4 under the conditions shown in FIG. Driving that emphasizes the following is permitted. Although each limited time T may be set uniformly, it is preferable to use the pattern shown in FIG. 7. In Fig. 6, the boundary line L (indicated by a solid line in Fig. 6) between each limited time permissible area A and forced driving area B is aligned with the equal fuel efficiency curve, but is not limited to this, and is aligned with the desired curve. may be set. From the controller 14 to the solenoid 13,
In each of the control patterns P1, P2, P3, and P4, an output signal S is applied at a level corresponding to the accelerator opening degree (number of degrees determined according to the engine speed) for maintaining the forced driving range B. This output signal S has a different level depending on each control pattern. Therefore, depending on the level of each output signal S, the solenoid 13 is activated at the stopper end 101 of the variable stopper.
is held at the set stopper position
The opening degree corresponding to each boundary line L of b, c, and d) is restricted.

Next, the operation of the economical driving control device 1 will be explained.
The controller 14 receives detection signals from the rotation detection sensor 15, vehicle speed sensor 16, and load sensor 16' and sends an output signal S to the solenoid 13. In Figures 6 and 7, () When driving at low speed (here, 40 km/h or less), driving in the limited time allowable range A of control pattern P1 shown in Figure 6 a is for a limited time (30 seconds here).
If this continues, the controller 14 outputs the output signal S at a predetermined level to the solenoid 13. This output signal S activates the solenoid, and the stopper position X1 corresponds to the engine speed at that time.
The stopper end 101 is held at the stopper position X1, and the accelerator opening degree corresponding to this stopper position X1 is set to the maximum opening degree, thereby preventing the opening degree of the accelerator pedal 8 from increasing any further. In this case (such as when climbing a hill) the vehicle speed is
If the speed does not exceed 40 km/h, the accelerator opening will be forcibly suppressed by the return amount 1, and as a result, the driver will no longer be able to drive within the permissible range A and will be forced to drive within the permissible range B. As a result, economical operation will be performed.

() When driving at medium speed (here, 40 to 60 km/h or more) By increasing the vehicle speed (here, 40 to 60 km/h or more) following (), the limitation of control pattern P2 shown in Fig. 6b is achieved. When the operation in the time tolerance range A continues for a limited time T (here, 10 seconds), the controller 14 outputs an output signal S at a higher level than in the case of () to the solenoid 13. This output signal S causes the solenoid 13 to hold the stopper end 101 at the stopper position X2, and further suppresses the maximum opening degree of the accelerator pedal 8. As a result, the driver is unable to drive within the permissible range A and is forced to drive within the permissible range B, resulting in economical driving.

() When driving at high speed (60 km/h or more in this case) Following (), increase the vehicle speed and drive at high speed (60 km/h or more here). in this case,
When the operation in the limited time allowable range A of the control pattern P3 continues for a limited time T (5 seconds in this case), the controller 14 outputs an output signal S to the solenoid 13, which moves the stopper end 101 to the stopper position X3. Hold and accelerator pedal 8
Furthermore, the maximum opening degree can be kept low. This prevents the driver from driving within the permissible range A, resulting in economical driving.

() When driving at a constant speed (here, 50km/h or more)
When traveling in the limited time allowable range A of control pattern P4 (here, 50 km/h or more) continues for more than the limited time T (here, 60 seconds), the controller outputs an output signal S to the solenoid 13, and the stopper end 10
1 is held at the stopper position X4. Thereby, the maximum opening degree of the accelerator pedal 8 can be suppressed to the greatest extent. The vehicle speed is regulated by this stopper position X4, which prevents the driver from driving within the permissible range A, resulting in economical driving.

In the economical driving control device 1 shown in FIG. 5, the variable stopper 10 was installed opposite to the accelerator pedal 8 as a fuel control member. However, a configuration may be adopted in which the stroke amount as the amount of movement of each member is forcibly regulated. Furthermore, although the variable stopper 10 had a structure capable of stroke control, instead of this, a well-known fluid cylinder (not shown) is used, and the piston in this fluid cylinder and the stopper (not shown) are linked. The variable stopper 10 may be controlled by controlling the fluid flowing into the fluid cylinder through a solenoid valve (not shown) for each stroke.

As described above, the economical driving control device 1 enforces driving in the limited time allowable range A within the control pattern set for each vehicle speed by forcing the accelerator pedal 8 to be pushed back after the limited time T has elapsed. By receiving the driver's upshift and downshift operations, it is possible to guide the driver to drive in the forced driving range B side, which is the driving range with good fuel efficiency. Therefore, the driving time in the driving range with relatively poor fuel efficiency, that is, the limited time allowable range A in each control pattern, can be forcibly shortened in a predetermined pattern regardless of the will of each driver, improving fuel efficiency. can be measured.

[Brief explanation of the drawing]

Figure 1 is a characteristic curve diagram that explains the trend of engine fuel efficiency, Figure 2 is a characteristic curve diagram that explains the relationship between vehicle speed and fuel efficiency, and Figure 3 is a characteristic curve diagram that explains the relationship between hill climbing, hill descent, and fuel efficiency. , Fig. 4 is a characteristic curve diagram explaining the relationship between starting acceleration and fuel efficiency, Fig. 5 is a schematic configuration diagram of an economical driving control device as an embodiment of the present invention, and Fig. 6 a, b, c, and d are diagrams. FIG. 7 is a characteristic curve diagram illustrating each control pattern performed by the economical driving control device, and FIG. 7 is a diagram showing the relationship between each control pattern and the limited time, which is a characteristic built into the controller. 1...Economic driving control device, 2...Engine, 3
... Fuel injection device, 8 ... Accelerator pedal, 10
...Variable stopper, 12...Movement regulating means, 1
4... Controller, 15... Rotation speed detection device,
16... Vehicle speed detection sensor, 16'... Engine load detection sensor, S... Output signal, X1, X2, X
3,X4...Stopper position.

Claims (1)

[Scope of utility model registration request] a fuel amount control member operated to control the output of the engine; an engine load detection sensor that detects the amount of movement of the fuel amount control member; a rotation speed detection sensor that detects the rotation speed of the engine; a vehicle speed detection sensor that detects the vehicle speed of a vehicle equipped with a a controller that generates an output signal for regulating a maximum movable range of the fuel amount control member when detected by a detection signal from the controller; An economical travel control device for a vehicle, comprising a movement amount regulating means for regulating the amount of travel.