KR100377810B1 - Apparatus and Method for predicting fuel comsumption rate of vehicle - Google Patents

Abstract

The present invention relates to an apparatus and method for predicting driving fuel economy of a vehicle, and a recording medium recording a program for predicting driving fuel economy of a vehicle. More specifically, the present invention relates to predicting the fuel economy of a vehicle in consideration of a changing road slope. An apparatus and method, and a recording medium having recorded thereon a program for predicting the fuel economy of a vehicle. In the present invention, when the brake of the engine is not operating and the vehicle is not in coasting state, the transmission stage is calculated using data on the performance of the torque converter, and then the fuel consumption rate is calculated using the data on the engine performance. When the brakes are running or coasting, data on the engine's performance are used to determine fuel consumption. The present invention provides an apparatus, method and program for estimating fuel consumption and fuel consumption from the engine and transmission characteristics of a vehicle when driving a driving route including slopes for almost all vehicles using an automatic transmission. In addition, the present invention provides an apparatus, a method and a program which can obtain accurate fuel economy and fuel consumption through a relatively small number of calculations.

Description

Apparatus and Method for predicting fuel comsumption rate of vehicle}

The present invention relates to an apparatus and method for predicting driving fuel economy of a vehicle, and a recording medium recording a program for predicting driving fuel economy of a vehicle. More specifically, the present invention relates to predicting the fuel economy of a vehicle in consideration of a changing road slope. An apparatus and method, and a recording medium having recorded thereon a program for predicting the fuel economy of a vehicle.

In order to measure the fuel economy and exhaust gas of vehicles, each country prepares a driving mode for each country and evaluates the fuel economy and exhaust gas through experiment of chassis dynamometer. The driving modes produced for each country have their own characteristics and are designed to reflect the environmental regulations of each country. In Korea, the US uses FTP-75 mode. In this method, the vehicle is positioned on the chassis dynamometer and the vehicle's speed and acceleration are changed to follow the FTP-75 mode, and carbon dioxide, carbon monoxide, etc. generated at this time are measured to calculate fuel economy.

However, FTP-75 is a mode that assumes that the vehicle runs on the plain. It is not suitable for many mountainous areas such as Korea. In real vehicles, the fuel economy tends to be lowered due to additional load when passing through high slope areas, but the driver of the vehicle does not reflect the fuel economy according to the slope of the road. You will notice a lot of difference in fuel economy between modes.

To solve this problem, the Korean Society of Automotive Engineers, pp. 720-726, proposes a new driving mode in consideration of the inclination of the road under the heading "road slope measurement algorithm and driving mode including slope". In this paper, the slope of the road, the speed and the acceleration of the vehicle, which are obtained by driving a real road using a semiconductor acceleration sensor, are examined. In addition, this paper proposes two driving modes based on the southern circulation road and the Seoul National University ring road.

In order to derive fuel economy of the vehicle according to the driving mode, the vehicle may be positioned on the chassis dynamometer and the driver may directly drive the vehicle as described above, but the fuel economy may be estimated by simulating it based on data on the characteristics of the vehicle such as an engine map. You may. A study on the program for evaluating the fuel economy of a vehicle using the latter method is described by Cho Han-sang and Lee Jang-mu in the Korean Society of Automotive Engineers Vol. 7, No. 2 (1997). A paper under "Simulation of Transmission Systems", Andrew W. Phillips et al. In SAE paper 900619, a paper under "Development and Use of a Vehicle Powertrain Simulation for Fuel Economy and Performance Studies," Wilfried Eichlseder et al. In SAE paper 930850. A paper under "Calculation of Driving Performance, Fuel Consumption and Emissions of Military Trucks by Driving Simulation" published by Thomas R. Stockton, Plenum Press, New York (1984) on pages 393 to 418, "Fuel Economy in Road Vehicles Powered." for example, a paper under "By Spark Ignition Engines." In these papers, the fuel economy is calculated by first calculating the drive torque and then starting the calculation from the wheels and passing the transmission gear train to predict the condition of the engine.

When using this method, the engine state can be determined by calculating the throttle value during acceleration. However, during deceleration, the state of the engine can be changed according to the force applied to the brakes. To overcome this, the method of adding driver control model is discussed by Bengt Jacobson in a paper under "On Vehicle Driving Cycle Simulation" in SAE paper 950031. However, there is a problem that the fuel economy prediction result is not accurate because a large amount of data is required to use the method according to the study and the data itself is not reliable. Therefore, there is a need for a method of calculating fuel economy using data only on general engines and vehicles without control theory.

In addition, in order to predict the fuel economy of the vehicle for the driving mode including the inclination of the road, several things should be additionally considered. The existing driving mode can determine the state of the engine and the throttle value only by the speed profile, but in the case of the driving mode including the slope, there is a problem in that the state of the vehicle cannot be determined by the speed profile. Specifically, in the speed profile, even if the acceleration section is downhill and the brake is applied, even if the speed profile and the inclination profile are given at the same time, the state of the engine varies depending on the force applied to the brake. There is a problem that the state of the engine is unknown.

It is an object of the present invention to provide a recording medium which records a method, apparatus and program for estimating fuel consumption of a vehicle by the characteristics of the engine and transmission of the vehicle without using the control theory.

Another object of the present invention is to provide a recording medium for recording a method, apparatus and program for estimating fuel consumption of a vehicle, which can calculate fuel consumption from characteristics of the vehicle even when the brake is operated in a driving mode in consideration of the inclination of the road. It is.

It is still another object of the present invention to provide a recording medium that records a method, apparatus and program for predicting fuel economy of a vehicle more closely in consideration of the inclination of a road.

Still another object of the present invention is the data on the relationship between the output torque of the engine speed, the fuel throttle value of the engine and the engine output speed data, the data on the torque ratio and capacity factor for the speed ratio, the throttle value and speed Method, apparatus, and method for predicting fuel economy of a vehicle in a driving mode that includes slope of a road from data on the characteristics of a transmission representing a change in the transmission stage with respect to the ratio, and data about lockup and unlockup of the torque converter, and To provide a recording medium for recording the program.

1 is a diagram illustrating various forces applied to a vehicle on a sloped road.

2 is a schematic diagram showing a power transmission system in a vehicle having a torque converter and an automatic transmission.

3 is a general flowchart of a method for predicting driving fuel economy of a vehicle according to an embodiment of the present invention.

FIG. 4 is a flowchart specifically illustrating a step of calculating a fuel consumption rate and a fuel consumption amount in FIG. 3.

FIG. 5 is a flowchart specifically illustrating a step of calculating a pump torque by changing a pump speed in FIG. 4.

FIG. 6 is a flowchart specifically illustrating an operation of calculating an engine speed from the turbine speed of FIG. 4.

7 is an engine map showing the relationship between the output torque of the engine and the speed.

8 is a fuel consumption curve for the throttle value and the engine output speed of the engine.

9 is a diagram illustrating torque ratio and capacity coefficient of a torque converter with respect to a speed ratio.

10 is a characteristic curve of a transmission showing a change in the transmission stage with respect to a throttle value and a speed ratio.

11 is a curve for lockup and lockup release of a torque converter.

An object of the present invention as described above comprises: first storage means for recording data on characteristics of a vehicle; Second storage means for storing data on the travel route including the speed profile and the slope of the roadway; And an apparatus for estimating driving fuel economy of a vehicle having a calculator for performing an operation of predicting driving fuel economy of the vehicle based on the data.

Preferably, the calculator uses data on the characteristics of the engine, torque converter and transmission gear train of the vehicle, and assumes the number of stages of transmission when the brake of the engine is operating, so that the data on the characteristics of the engine and the characteristics of the torque converter are assumed. The speed and torque of the engine are calculated using the data, and the fuel consumption rate is calculated based on the data on the fuel consumption rate of the engine and the speed and torque of the engine.

Further, preferably, the data on the characteristics of the vehicle include data on the relationship between the output torque of the engine and the speed, fuel consumption data on the engine throttle value and engine output speed, torque ratio and capacity coefficient data on the speed ratio, And data on the change in the transmission stage for the throttle value and speed ratio.

On the other hand, the method for predicting the fuel economy of the vehicle according to the invention, the step of reading data on the characteristics of the vehicle; Reading data on a travel route including the slope of the roadway; And calculating a fuel consumption amount of the vehicle based on the data.

Advantageously, estimating fuel consumption of the vehicle comprises: assuming a transmission stage; Determining whether the brake of the vehicle is operating or coasting; Determining whether the engine is in an overrun state; Determining whether the torque converter of the vehicle is locked up; Determining whether the number of stages of the assumed transmission matches the state of the vehicle obtained in the step; Obtaining fuel consumption by multiplying a fuel consumption rate of each vehicle by a time step and accumulating the fuel consumption amount; Calculating speed and torque at both ends of the torque converter on the assumption that the throttle value is not zero, and calculating a fuel consumption rate by calculating torque and speed of the engine using the same; Assuming that the throttle value is 0, obtain the engine speed and torque value that match the pump side torque value of the torque converter obtained from the data on the engine characteristics and the torque value of the pump side obtained from the data on the torque converter characteristics. Obtaining a fuel consumption rate; And setting the fuel consumption rate to zero when the engine is overrun.

In addition, the recording medium recording a program for predicting the fuel economy of the vehicle according to the present invention, the process for receiving data on the characteristics of the vehicle; A process of reading data on a driving route including the inclination of the roadway; And a computer that executes a process of calculating a fuel consumption amount of the vehicle based on the data, and predicts the fuel economy of the vehicle.

Preferably, the process of calculating the fuel consumption amount of the vehicle includes: a process of determining the number of transmission stages; A process of determining whether the brake of the vehicle is operating or coasting; A process of determining whether the engine is in an overrun state; A process of determining whether the torque converter of the vehicle is locked up; A process of determining whether the number of stages of the assumed transmission matches the state of the vehicle obtained in the process; Assuming that the throttle value is not zero, calculating speed and torque at both ends of the torque converter, and calculating a fuel consumption rate by calculating torque and speed of the engine using the same; Assuming that the throttle value is 0, obtain the engine speed and torque value that match the pump side torque value of the torque converter obtained from the data on the engine characteristics and the torque value of the pump side obtained from the data on the torque converter characteristics. Processing to find fuel consumption rate; And a process of setting the fuel consumption rate to zero in the engine overrun state.

The first storage means for recording data on the characteristics of the vehicle includes data on the relationship between the output torque of the engine and speed, fuel consumption data on the engine throttle value and engine output speed, torque ratio and capacity factor on the speed ratio. Data for transmission, data on the characteristics of the transmission indicating changes in the transmission stage for the throttle value and speed ratio, data on the lockup and unlocking of the torque converter, data on the gear ratio and the final reduction ratio of each stage of the transmission, transmission And data on the efficiency of the final reduction gear, the specification of the vehicle (vehicle weight, tire and ground friction coefficients, air resistance coefficient, tire and wheel inertia, and the overall surface of the vehicle). This information is read in the step of reading data and processing of receiving input.

The present invention may be applied to all vehicles including an automatic transmission. For example, engines using gasoline, diesel, etc. as well as electric power or all types of engines using hybrid engines can be modified to use data on the characteristics of the transmission for that engine. If so, it may be applied to an automatic transmission other than a vehicle having a manual transmission mainly dependent on the driver's characteristics. In addition, by establishing a database of driver's driving habits and the like, it is possible to predict fuel economy and fuel consumption not only for a specific driving mode but also for any driving path having various inclinations and speed profiles.

As shown in FIG. 1, the driving resistance torque Tv applied when the vehicle driving on the inclined road performs the constant velocity motion at a predetermined speed may be obtained as follows.

Tv = r x (Fr + Fa + Fg) ..................... (Equation 1)

Where r is the radius of the wheel, Fr is the force exerted by the friction of the wheel, Fa is the force exerted by the resistance of the air, Fg is the component of the acceleration of gravity relative to the direction of travel of the vehicle. These components of force can again be described as follows.

_{Fr = μ f · M + M} (Kc · V + Ke · V 2) / p .................... ( Equation 2)

(Where M is the mass of the vehicle, V is the speed of the vehicle, and μ _f , Kc, Ke, and p are coefficients that vary depending on the characteristics of the vehicle.)

Fa = 0.5 ρA _F C _D V ² ... (Equation 3 )

(Where ρ is the density, A _F is the area of the vehicle subjected to air resistance, and C _D is the coefficient for air resistance determined by the shape of the vehicle.)

Fg = Mgsinθ ......................... (Equation 4)

(Where g is gravity acceleration and θ is the slope of the road)

On the other hand, the second storage means may store data on the driving route including the speed profile and the slope of the road. The speed profile refers to the speed of the vehicle over time, and the second storage means stores the speed profile and the slope of the road corresponding to the speed. The acceleration required between time t and time t + 1 is calculated by the following equation.

a = (V _{t + 1} -V _t ) / Δt ......................... (Equation 5)

(The time step Δt is the time interval between t and t + 1.)

From this, the angular acceleration α required for the acceleration of the vehicle is calculated by the following equation.

α = a / r ... (Equation 6)

Therefore, if the output torque of the vehicle is T _out , the following relation holds.

T _out = Ivα + Tv ... (Equation 7)

(Where Iv is the moment of inertia of rotation)

From these results, it can be seen that the output torque T _out is a function of α, V and θ. Hereinafter, the relationship between the output torque T _out , the wheel speed W _out = V / r and the power transmission system of the other vehicle will be described with reference to FIG. 2.

If T _out is given, the torque T _tm and the angular velocity W _tm on the transmission output side, before passing through the reduction gear 12, can be given by

T _tm = T _out / (Second reduction gear efficiency x longitudinal reduction gear ratio) .............. (Equation 8)

W _tm = W _out x Gear ratio of longitudinal reduction gear (Equation 9)

Preferably, in the fuel efficiency prediction method, apparatus and program according to the present invention, when the engine brake is not operating and the vehicle is not coasted (that is, when the throttle value ≠ 0), the transmission stage is applied to the performance of the torque converter. Calculate fuel consumption using data on engine performance. Here, coasting refers to a case of driving with inertia of a vehicle without stepping on a brake or accelerator. In order to obtain the engine output speed W _E , it is necessary to know the number of gear stages of the transmission, but since the gear stage is not known at present, the present invention assumes the stage of the transmission gear train, The turbine side angular velocity W _t and the torque T _t can be obtained.

From the thus obtained W _t and the torque T _t , the pump-side angular velocity W _p and the torque T _p of the torque converter can be obtained using data on the performance of the torque converter. Once W _p and T _p are obtained, the torque T _E and the angular velocity W _E of the engine can be obtained in consideration of the efficiency and speed ratio of the power transmission element between the engine and the torque converter. The current throttle value can then be determined using data on the engine's performance from the engine's torque T _E and the angular velocity W _E. Since the throttle value, the angular speed and the output torque of the engine can be known, the calculator can calculate the heat consumption rate of the engine. However, when the pump-side angular velocity W _p and torque T _p of the torque converter are not obtained from the data on the performance of the torque converter by this process, the brake of the vehicle may be operating or coasting. The fuel consumption rate should be calculated by

In the fuel consumption prediction method, apparatus and program according to the present invention, it is desirable to obtain fuel consumption rate using data on engine performance when the engine brake is operating or coasting (ie, when the throttle value = 0). . Hereinafter, the specific method will be described.

When the brake is active or coasting, especially when the engine is overrun, ie when the turbine-side angular speed of the torque converter is greater than the pump-side angular speed (W _t W _p ) and the angular speed of the engine is greater than the reference speed (W _E W _ref As the fuel supplied to the engine is cut off, the fuel consumption rate can be easily set to zero. However, if the engine is not overrun, the brake force exerted by the driver will not be known, and the output torque and fuel consumption rate of the engine should be determined using a method different from when the throttle value is not zero. In the present invention, the fuel consumption rate is calculated based on the fact that the turbine side W _T of the torque converter can be obtained from the gear stage of the assumed transmission during brake operation or coasting and that the throttle value is zero.

Specifically, since the data on the engine performance, that is, the data about the engine output speed W _E and the output torque T _E for a predetermined throttle value are known experimentally, the output speed W _E and the output torque are experimentally known. Assuming one of (T _E ), the other (T _E or W _E ) is obtained from data on engine performance. From the thus obtained W _E and T _E , the pump-side angular velocity W _p and torque T _p of the torque converter can be obtained. On the other hand, since the current speed of the vehicle is known, the turbine-side angular speed W _T of the torque converter can also be assumed using the assumed number of transmissions. The pump side angular velocity W _p and torque T _p and the turbine side angular velocity W _{T of the} torque converter thus obtained are determined using data on the performance of the torque converter. If it is determined that the relationship between the angular speed and the torque of the torque converter is not possible, the trial and error process of repeatedly calculating the angular speed and the torque of the torque converter is continued, assuming one of the output speed W _E and the output torque T _{E again} . You can enforce the law.

The throttle value and the transmission output angular velocity (W _TM ) are then assumed for both the brakes being operated or coasting (throttle value = 0) and not (throttle value ≠ 0). Use data on the operating characteristics of to determine whether the assumption of transmission gear stages is valid. If not, it is desirable to repeat the calculation process to find the fuel consumption rate by changing the assumptions for the transmission stage. If the assumed transmission stage is valid, the fuel consumption rate and fuel consumption can be calculated by determining whether the torque converter is in the locked up state.

The fuel consumption rate is performed for a predetermined time step, and the fuel consumption rate and the time step value for each time step are accumulated as the fuel consumption amount. The cumulative fuel consumption finally obtained is the fuel consumption consumed when passing through the travel route. On the other hand, such a time step is preferably set to a value that can obtain the desired accuracy without applying excessive computational load to the calculator.

As described above, the data on the characteristics of the vehicle include data on the relationship between the output torque of the engine and the speed, fuel consumption data on the engine throttle value and engine output speed, torque ratio and capacity coefficient data on the speed ratio. , And data on transmission stage change for throttle values and speed ratios, and data on air friction and rolling resistance of the vehicle.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. However, the present invention should be construed in an illustrative sense only, and should not be construed as limiting the scope of the present invention.

In the present embodiment, the data on the characteristics of the vehicle and the driving route including the inclination of the road are stored in a recording medium such as a hard disk in the personal computer, and the data is transferred to the memory as needed. The constant area of the serves as the first storage means and the second storage means. In addition, the central processing unit of the computer performs a variety of operations and judgments in accordance with a predetermined program serves as a calculator.

2 shows a vehicle 2 and a power transmission system used in this embodiment. Power is output from the engine 4 at the output of the speed W _E and torque T _E and is transmitted to the pump 16 of the torque converter 8 via the power train 6. Here, the input torque T _p and the speed W _p of the pump 16 are transmitted to the turbine 18 through the fluid, so that the gear train 10 of the transmission at the speed of the speed T _t and the torque W _t 10. Is delivered. In the gear train 10 of the transmission, it is output through a predetermined gear train according to the number of stages (speed: W _tm , torque: T _tm ), and then output from the reduction gear 12 to the wheel 14 (speed: W _out , torque: T _out ).

Hereinafter, the overall procedure according to the embodiment of the present invention will be described with reference to FIG. 3. First, the engine map that records the characteristics of the engine, the information on the slope of the road and the driving profile including the speed profile, the data of the torque converter, the characteristic data of the torque converter, the vehicle air and rolling resistance, etc. Read accordingly (S2). Normally, engine maps, fuel consumption curves, torque converter curves, transmission shift maps and lockup maps obtained from experiments by each manufacturer can be used. On the other hand, data on the rolling resistance and air resistance of the engine are obtained through experiments or theoretical modeling.

When the simulation is started, the acceleration stage (a = dWv / dt) for following the above-described driving mode is obtained by setting the stage of the transmission in the first stage (S4). Subsequently, the driving resistance, that is, the torque Tv according to the driving resistance is calculated using Equations 1 to 4 (S6), and an output torque T _out to be transmitted through the wheel from Equation 7 is calculated (S8). . Then, the fuel consumption amount according to the fuel consumption rate and the driving distance of the vehicle based on the output torque (T _out ) (S10). Then, it is determined whether or not to end the simulation in accordance with the elapse of the time step (S14), and if it is not the time to end, the time step is increased to return to step S4 for calculating the acceleration for the corresponding section.

Hereinafter, the step of calculating the fuel consumption rate will be described in more detail with reference to FIG. 4. First, the stage of transmission is assumed (S18). When starting the engine, it will usually start in the first stage, so the first stage assumes the number of stages of the transmission, but the stage will increase as it accelerates. Since the speed of the vehicle is given in the data on the driving mode, the angular velocity (W _out = V / r) of the vehicle is calculated therefrom, and the input side torque (T _tm ) and the angular velocity (W _tm ) of the longitudinal reduction gear (12) are calculated. The output torque and the angular velocity of the transmission are calculated using Equations 8 and 9, and the torque T _t and the angular velocity W _t of the turbine 18 side of the torque converter 8 are calculated according to the assumed number of transmissions (S20). ).

Next, assuming that the brake of the vehicle is not active or coasting and the throttle value is not zero, the speed W _p and the torque T _{p of} the torque converter 8 side of the torque converter 8 are calculated according to the trial and error method. Calculate by (S22). The method of obtaining the speed W _p and the torque T _p of the pump 16 side of the torque converter 8 by the trial and error method will be described in detail later with reference to FIGS. 5 and 9. To determine whether a valid torque (T _p) exists (S24), if the proper torque (T _p) that when present pump-side speed (W _p) and the torque (T _p), the engine 4 and the torque converter (8 from In consideration of the power transmission device 6 between), the output torque T _E and the angular speed W _E of the engine 4 are calculated (S26). When the engine torque T _E and the angular velocity W _E are obtained, the throttle value can be known from the engine map as shown in FIG. 7 (S28). The engine map is a plot of the engine's output torque (T _E ) and angular velocity (W _E ) for a specific throttle value. Next, it is determined whether the throttle value and the speed ratio (Wr = W _t / W _p ) thus obtained coincide with the number of transmission stages of the characteristic data of the transmission as shown in FIG. 10 (S30). The characteristic data of the transmission as shown in FIG. 10 represents the throttle value for each speed ratio, the dotted line represents the bottom shift, and the solid line represents the top shift. For example, a 1 ← 2 dotted line indicates a boundary region shifting from the second stage to the first stage at the bottom, and a 1 → 2 solid line represents the boundary region shifting the upper stage from the first stage to the second stage. Therefore, if the assumed stage is not within the boundary area in relation to the previous stage, it is determined that the first stage is not valid and the assumed transmission stage is changed again (S31) and the turbine speed W _t and torque ( Return to step S20 for calculating T _t ).

On the other hand, if it is determined that the number of transmission stages is valid, it is determined from the lockup diagram of the torque converter of FIG. 11 whether the current torque converter is in the locked up state (S38). In the case of the transmission used in the present embodiment, the lockup is performed only in the case of the third and fourth stages, and the portion indicated by the dotted line in FIG. 11 represents the case where the lockup is released, and the portion indicated by the solid line represents the case where the lockup is performed. have. If it is not in the lock-up state, the fuel consumption curve of FIG. 8 is calculated using the obtained engine output speed W _E and the throttle value (S42), and the fuel consumption amount is calculated at the current time step (S44). If it is determined that the lock-up state, the pump speed (W _t ) and the turbine speed (W _P ) of the torque converter 8 is the same, and the pump torque (T _t ) and the turbine torque (T _P ) is the same again in Figure 7 The throttle value is obtained using the engine map (S40). Subsequently, the fuel consumption rate is also calculated based on the engine output speed W _E and the throttle value (S42).

On the other hand, when the appropriate torque T _p is not found in step S22 of calculating the speed W _p and the torque T _p of the pump 16 side of the torque converter 8 by the trial and error method ( Another step is taken to check whether the brake of the vehicle is operating or coasting. Specifically, it is checked whether the engine is in an overrun state (S32). If the engine is in an overrun state, the fuel consumption rate is calculated as 0 (S36), and the fuel consumption amount for the corresponding time step is calculated (S44).

On the other hand, if it is determined that the engine is not in the overrun state, step S34 of calculating the engine speed W _E from the turbine speed W _t is performed. The step S34 of calculating the engine speed W _E will be described in detail later with reference to FIG. 6. In this way, when the output speed of the engine is obtained, the pump side speed W _P of the torque converter 8 after passing through the power train 6 can be obtained, and the turbine side speed W _t is the running of the vehicle. It can be calculated from the speed W _out , the gear ratio of the known reduction gear 12 and the gear stage 10 stages of the assumed transmission, where the speed ratio Wr = W _t / W _p can be obtained ( S35). Then, the flow proceeds to step S30 of checking whether or not the assumed number is valid. In this step, it is checked whether the speed ratio calculated when the throttle value is 0 in FIG. 10 is valid for the assumed number of stages. The following processing relationship is the same as the case where there is a throttle value, so a detailed description thereof will be omitted.

Hereinafter, the relationship between the step (S22) to obtain a pump 16 side velocity (W _p) and the torque (T _p) of the torque converter 8 with Figure 5 will be described in more detail. First, it is assumed that the pump side speed (W _p ) (S50). On the other hand, the angular speed W _out of the wheel is calculated from the traveling speed of the vehicle, and the turbine side 18 of the torque converter 8 is determined through the gear ratio of the longitudinal reduction gear 12 and the gear stage 10 of the assumed transmission. ) Calculates the angular velocity (W _t ), and obtains the velocity ratio (W _r ) through this (S52). Next, the primary pump side torque T _P1 is calculated from the curve of the torque ratio Tr = T _t / T _P with respect to the speed ratio Wr in FIG. 9 (S54). Next, the secondary pump side torque T _P2 is calculated from the curve of FIG. 9 with respect to the capacity coefficient Cp = T _P / W _p ² and the speed ratio (S56). It is determined whether or not the two calculated pump side torques T _P1 and T _P2 coincide (S58). If they do not match, the value of the assumed Wp is changed (S60) to match the pump side within a predetermined error limit. The above process is repeated until the torque value is obtained. As a result, when a satisfactory pump-side torque value is obtained, T _P = T _P1 = T _P2 (S62) and the corresponding W _P value is used. However, if the proper pump-side torque value is not obtained even if the trial-and-error method is performed for the pump-side angular velocity W _{P in} all possible ranges, the process proceeds to step S32 of FIG. In this embodiment, a method of assuming the pump side angular velocity Wp is used, but on the contrary, a method of assuming the pump side torque Tp and determining whether an appropriate pump side angular velocity Wp is present or other corresponding variable You can also use

Next, the step S34 of calculating the engine speed W _E from the turbine speed W _t will be described in more detail with reference to FIG. 6. It is assumed that the speed of the engine within the speed range of the engine once possible (S80). Next, when the throttle value is 0, the engine torque T _E is calculated from the engine map of FIG. 7, and the torque T _P3 after passing through the power train 6, that is, the pump side torque is calculated (S82). ). Subsequently, the angular speed W _out of the wheel is calculated from the running speed of the vehicle, and the speed ratio Wr is derived from the longitudinal reduction gear 12 and the turbine-side angular speed W _t according to the number of stages of the gear train 10 of the assumed transmission. The torque ratio Tr and the pump-side torque T _p4 are calculated from the curve for the capacity coefficient Cp of FIG. 9 (S84). Now by the two pump-side torque values obtained confirm that it matches within a predetermined error range (S86), if specified, and in the assumed engine speed (W _E) match, if the engine speed until a match if the incorrect (W _E Repeat the above process while continuing to change).

Many modifications and variations will be possible in light of the above embodiments. For example, other kinds of characteristic data corresponding to characteristic curves of the engine map and the torque converter used in this embodiment may be used. In addition, although the driving mode provided for estimating fuel economy is used for various vehicles in the present embodiment, the driving mode may be used to predict the amount of fuel required for any driving path including a slope on the road instead of the driving mode. have. In addition, the present embodiment may be modified to predict fuel economy more accurately in consideration of ambient temperature, road friction characteristics, loss of various mechanical elements in the vehicle, and the like.

The present invention provides an apparatus, method and program that can more accurately predict the fuel consumed when a vehicle travels through a traveling route including a slope. In addition, the present invention provides an apparatus, a method and a program that can calculate the fuel consumption and fuel consumption for the driving route including the inclination for almost all vehicles using the automatic transmission from the engine and transmission characteristics of the vehicle. In addition, the present invention provides an apparatus, a method and a program which can obtain accurate fuel economy and fuel consumption through a relatively small number of calculations.

Claims (9)

In the device for predicting the fuel economy of the vehicle, The characteristics of the vehicle include 'data on the output torque vs. speed of the engine according to the change in engine throttle value', 'fuel consumption data on the engine's throttle value and the engine's output speed', and 'throttle value and speed ratio'. First storage means for recording the data on the transmission stage change; Second storage means for storing 'data on a travel route including a speed profile'; And If the engine is not in an overrun state, i) obtains the turbine side speed Wt and the turbine side torque Tt of the torque converter from the data of the driving route including the speed profile based on the assumed transmission stage, and calculates the output torque Te and Calculate the engine speed We, ii) using the output torque Te of the engine and the speed We of the engine to determine the throttle value from the 'data on the output torque vs. speed of the engine according to the change in the throttle value of the engine', iii) when the transmission stage corresponding to the throttle value is identical to the assumed transmission stage from the 'data of the transmission stage change for the throttle value and the speed ratio of the engine', the throttle value is used by using the throttle value. Calculate the fuel consumption rate of the vehicle from the fuel consumption rate data for the throttle value and the engine output speed, and if it does not match, assume another transmission stage and repeat the above steps i) to iii) to predict the fuel economy of the vehicle. Apparatus for predicting the running fuel economy of a vehicle, characterized in that it comprises a calculator for performing. delete delete delete In the method for predicting the fuel economy of the vehicle, 1) The characteristics of the vehicle are 'data on the relationship between the output torque of the engine and the speed according to the change of the engine's throttle value', 'fuel consumption data on the engine's throttle value and the engine's output speed', and 'torque speed' Reading the data of the ratio and the capacity factor, and the data of the transmission stage change with respect to the throttle value and the speed ratio of the engine, and the data of the driving route including the speed profile; 2) assuming a transmission stage; 3) calculating the turbine side speed Wt and the turbine side torque Tt of the torque converter based on the data of the driving route including the speed profile and based on the assumed transmission stage; 4) The pump side torque Wp value and the pump side torque Tp value of the torque converter are calculated using the turbine side speed Wt and the 'torque ratio and capacity coefficient data for the speed ratio', and the calculated pump side torque Tp Determining whether a value is within the assumed torque range of the transmission stage; 5) calculating the output torque Te of the engine and the speed We of the engine from the pump side torque Tp value and the pump side speed Wp value if the pump side torque Tp value of step 4) is within the torque range; 6) determining a throttle value from the 'data about the output torque versus the speed of the engine according to the change in the throttle value of the engine' using the output torque Te of the engine and the speed We of the engine; 7) determining whether the engine is in an overrun state when the pump-side torque Tp value of step 4) is out of the torque range; 8) If the engine is in the overrun state, the fuel consumption rate is calculated as 0. If the engine is not in the overrun state, the engine speed is calculated by using the turbine-side speed Wt and the data on the relationship between the output torque of the engine according to the change in the throttle value of the engine. Calculating We and determining the speed ratio Wr (= Wt / Wp); 9) the transmission stage derived from the 'data about the transmission stage change for the throttle value and the speed ratio of the engine' using the throttle value determined in step 6) or the speed ratio Wr determined in step 8); Determining whether or not the transmission stage coincides with the assumed transmission stage; 10) If it does not match in step 9), perform another step 3) after assuming another transmission stage, Calculating a fuel consumption rate of the vehicle from the 'fuel consumption rate data of the engine's throttle value and the engine output speed' using the throttle value; 11) multiplying the fuel consumption rate by a time step to obtain a fuel consumption amount and accumulating the fuel consumption amount. The method of claim 5, wherein after step 10), 12) determining whether the transmission is in a locked up state; 13) When the transmission is in the lock-up state, after calculating the output torque of the engine and the engine speed by setting the turbine side speed Wt as the pump speed Wp and the turbine torque Wt as the pump torque Tp, the output torque of the engine and the engine The throttle value is determined from the data on the output torque vs. speed of the engine according to the change in the throttle value of the engine using torque, and the throttle value and engine of the engine are determined using the engine speed and the throttle value. Estimating the fuel consumption rate from the fuel consumption rate data for the output speed of If the vehicle is not in the lock-up state, the fuel consumption rate is further calculated by using the engine speed and the throttle value from the fuel consumption rate data for the throttle value and the engine output speed of the engine. Method for predicting fuel economy. The pump side speed Wp value and torque Tp value of the torque converter are calculated using the turbine-side torque Wt in step 4) from the data of the torque ratio and capacity coefficient for the speed ratio. The steps are, 14) assuming the pump side speed Wp and determining a speed ratio Wr (= Wt / Wp); 15) Using the speed ratio Wr, the pump torque Tp1 is determined from the torque ratio data for the speed ratio of the 'torque ratio for the speed ratio and the capacity coefficient data', and the pump torque from the capacity coefficient data for the speed ratio. Determining Tp2; 16) Comparing the pump torque Tp1 and Tp2 values, if there is a discrepancy, change the pump side speed Wp value to determine the speed ratio Wr, and then perform step 15) below again and, if a match, match the pump torque Tp. The method for estimating the fuel economy of the vehicle, characterized in that consisting of. The method of claim 5, wherein the step of calculating the engine speed We using the turbine-side speed Wt and the data on the relationship between the output torque versus the speed according to the change in the throttle value of the engine, 17) assuming the speed of the engine; 18) By using the engine speed and setting the throttle value to 0, the output torque Te of the engine in the data of the engine output torque and the engine speed among the data on the relationship between the output torque versus the speed according to the change in the throttle value of the engine. And selecting a pump torque Tp3 and selecting a pump torque Tp4 from the 'torque ratio and capacity factor data for speed ratio'; 19) comparing the pump torques Tp3 and Tp4, if there is a mismatch by changing the speed We of the engine and performing step 17) or less again and determining the speed of the engine as the engine speed We if it is a match. A method for predicting running fuel economy of a vehicle, characterized by the above-mentioned. delete