KR100946842B1 - Method for improving fuel ratio of car - Google Patents

Abstract

The present invention relates to a method for improving fuel economy of a vehicle, wherein when the speed of the vehicle is decelerated, checking a state factor indicating a current state of the vehicle, setting an offset RPM according to the state factor, and predetermined Calculating a fuel amount entry RPM as a reference for fuel amount entry by applying the offset RPM to a target RPM; and comparing the current engine RPM with the fuel amount entry RPM and entering the fuel amount if the engine RPM is smaller than the fuel amount entry RPM. With steps. According to the present invention, by applying the state and environmental conditions of the vehicle, it is possible to reduce fuel consumption by delaying the fuel injection time after deceleration.

Vehicle, fuel economy, improvement, RPM, ingress, fuel level, downtown, high speed, driving, deceleration, offset.

Description

How to improve fuel economy {Method for improving fuel ratio of car}

The present invention relates to a method for improving fuel economy of a vehicle, and more particularly, to a method for improving fuel economy incurred during urban driving.

In general, fuel consumption (fuel consumption) is the amount of fuel consumed in accordance with the running of a vehicle, which is divided by the amount of fuel using the mileage and expressed as a driving kilometer per liter (L) of fuel or miles per gallon. As such, fuel economy of a vehicle plays an important role in selecting a vehicle for a consumer, and thus, a manufacturer of a vehicle focuses on technology development for improving fuel economy.

In the case of a vehicle running in the city, there is a characteristic that the constant speed driving section is small and acceleration / deceleration frequently occurs. Therefore, there is a problem in that fuel consumption is increased compared to the case of driving at a constant speed, leading to deterioration of fuel efficiency.

FIG. 1 is a diagram showing logic for obtaining a conventional fuel amount entry RPM.

As shown in FIG. 1, in the related art, an offset RPM is uniformly applied to a target RPM to obtain a fuel amount entry RPM. For example, assuming that the target RPM is 840 RPM and the offset RPM is 394 RPM, the fuel amount entry RPM is 1234 RPM. Therefore, in the related art, regardless of many acceleration and deceleration conditions generated in a city running in a city, when a constant fuel amount entry RPM becomes a fuel amount, fuel is wasted as a result. That is, conventionally, the fuel amount entry point is determined by applying a uniform fuel amount entry RPM regardless of the driving and environmental conditions of the vehicle, thereby deteriorating fuel economy.

2 is a graph illustrating a relationship between a vehicle speed, a fuel amount, and an engine RPM. In FIG. 2 the engine RPM 1, the fuel amount 2, and the vehicle speed 3 over time are shown.

As shown in FIG. 2, an overrun section is entered at a dotted line, and the vehicle speed 3 is reduced. At this time, when the engine RPM 1 reaches 1234 RPM, which is the fuel amount entry RPM, the fuel amount 2 starts to enter. In FIG. 2, the "a" part shows a time at which the fuel amount starts to enter.

As described above, since a fuel entry point is constant in the related art, there is a problem in that fuel economy is poor in a section in which acceleration and deceleration frequently occurs, such as urban driving.

The present invention has been made to solve the above problems, an object of the present invention is to provide a method for reducing fuel consumption by varying the fuel amount entry time according to the state of the vehicle.

According to the present invention for achieving the above object, when the speed of the vehicle is decelerated, checking a state factor indicating the current state of the vehicle, setting an offset RPM according to the state factor, and a predetermined target RPM Calculating the fuel amount entry RPM as a reference for fuel amount entry by applying the offset RPM to the step; and entering the fuel amount if the engine RPM is less than the fuel amount entry RPM compared to the current engine RPM. Equipped.

The state factor is the gear stage, and the higher the gear stage, the offset RPM can be set to have a smaller value.

The state factor is intake temperature, and the lower the intake temperature, the offset RPM may be set to have a smaller value.

The state factor is atmospheric pressure, and the higher the atmospheric pressure, the offset RPM may be set to have a smaller value.

The state factor is whether the load is used, and the offset RPM may be set to have a small value when the load is off. In this case, the load may be an air conditioner.

The target RPM may be 840 RPM.

According to the present invention, by applying the state and environmental conditions of the vehicle, it is possible to reduce fuel consumption by delaying the fuel injection time after deceleration. In particular, the present invention is expected to have a large fuel efficiency reduction effect in urban driving.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. First of all, in adding reference numerals to the components of each drawing, it should be noted that the same reference numerals have the same reference numerals as much as possible even if displayed on different drawings. In describing the present invention, when it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

3 is a flowchart illustrating a method of improving fuel economy of a vehicle according to an exemplary embodiment of the present invention.

When the speed of the vehicle is decelerated (S301), a state factor indicating the current state of the vehicle is checked (S303). In one embodiment of the present invention, the state factor may be the number of gear stages of the vehicle, the intake air temperature, atmospheric pressure, whether the load is used or the like.

Next, an offset RPM is set according to the state factor (S305).

Applying the offset RPM to the predetermined target RPM to calculate the fuel amount entry RPM as a reference for the fuel amount entry (S307). For example, the target RPM may be predetermined to 840 RPM.

The current engine RPM is compared with the fuel level entry RPM (S309). If the current engine RPM is less than the fuel amount entry RPM, the fuel amount is entered (S311).

Referring to the drawings to obtain the fuel amount entry RPM using a specific state factor in the present invention as follows.

4 is a diagram illustrating logic to calculate fuel amount entry RPM according to an embodiment of the present invention.

In the embodiment of FIG. 4, the gear stage, the intake air temperature, the atmospheric pressure, and the air conditioner are set as state factors.

As shown in Figure 4, the fuel amount entry RPM is calculated by applying the offset RPM according to the gear stage, intake temperature, atmospheric pressure, air conditioning to the target RPM.

When the state factor is the gear stage, the offset RPM is set to have a smaller value as the gear stage is higher. In the case of gear stage, when the gear ratio is large, the RPM dropping slope is large, and therefore, the fuel entry time must be early to maintain the target RPM, while in the gear stage where the gear ratio is low, the RPM dropping slope is small, so the fuel entry time is delayed further. Improve fuel economy. Table 1 below is an example of setting the offset RPM according to the gear stage according to an embodiment of the present invention.

TABLE 1

When the state factor is intake temperature, the offset RPM is set to have a smaller value as the intake temperature is lower. This is because, in the case of intake air temperature, the lower the temperature, the greater the amount of torque formation even if the same amount of fuel is injected. Table 2 is an example of setting the offset RPM according to the intake air temperature according to an embodiment of the present invention.

TABLE 2

When the state factor is atmospheric pressure, the offset RPM is set to have a smaller value as the atmospheric pressure is higher. In the case of atmospheric pressure, the higher the atmospheric pressure, the larger the amount of air, and even though the same amount of fuel is injected, there are many parts that contribute to torque formation. Table 3 is an example of setting the offset RPM according to atmospheric pressure according to an embodiment of the present invention.

[Table 3]

When the state factor is air conditioner, the offset RPM is set to have a small value when the load is off. In the case of a load such as an air conditioner, when the load is turned off, the fuel injection time can be delayed. Table 4 is an example of setting the offset RPM according to the on / off of the air conditioner according to an embodiment of the present invention.

TABLE 4

An example of calculating the fuel amount entry RPM using the embodiment of FIG. 4 and the embodiments of Tables 1 to 4 is as follows. If the target RPM is 840 RPM, and the gear stage is three gears, the intake temperature is 0 degrees, the atmospheric pressure is 800 hPa, and the air conditioner is turned off, the fuel quantity entry RPM is 840 (target RPM) +50 (offset according to the gear stage). RPM) + 10 (offset RPM according to intake temperature) + 40 (offset RPM according to atmospheric pressure) + 0 (offset RPM according to air conditioner) = 940 RPM.

As described above, the fuel amount entry RPM can be calculated according to the offset RPM applying the state factor of the vehicle, and the fuel amount entry time can be delayed as compared with the conventional method.

5 is a graph showing a relationship between the fuel amount and the engine RPM according to an embodiment of the present invention. In FIG. 5, a graph of an engine RPM 10, a conventional fuel amount 20, and a fuel amount 30 according to the present invention is shown.

As shown in FIG. 5, the fuel amount 30 graph according to the present invention may confirm that the fuel amount entry point is delayed compared to the conventional fuel amount 20 graph. That is, in the portion A, the fuel amount 30 according to the present invention is delayed in entering the fuel amount compared to the conventional fuel amount 20, and accordingly, in the present invention, the amount of fuel can be reduced by the area of the hatched portion in comparison with the conventional fuel amount. .

Figure 6 is a graph showing the results of fuel economy improvement experiment according to an embodiment of the present invention. 6 (a) is a city driving mode, FIG. 6 (c) is a high speed driving mode, and FIG. 6 (b) is a graph showing a mixed mode in an environment in which a city driving environment and a high speed driving environment are mixed.

In FIG. 6, the constant speed ratio and the acceleration / deceleration ratio in each mode are shown. As shown in Figure 6, it can be seen that the acceleration and deceleration rate in the city driving mode is higher than other modes. As a result of the fuel efficiency improvement experiment according to the present invention in the simulation state as shown in Figure 6, 4% in the urban driving mode of Figure 6 (a), 1.2% in the mixed mode of Figure 6 (b), the high speed of Figure 6 (c) In the driving mode, fuel economy was less than 0.5%. In other words, it can be seen that the fuel economy reduction logic of the present invention is more effective in a large number of acceleration / deceleration sections such as a city driving state.

While the invention has been described using some preferred embodiments, these embodiments are illustrative and not restrictive. Those skilled in the art will appreciate that various changes and modifications can be made without departing from the spirit of the invention and the scope of the rights set forth in the appended claims.

FIG. 1 is a diagram showing logic for obtaining a conventional fuel amount entry RPM.

2 is a graph illustrating a relationship between a vehicle speed, a fuel amount, and an engine RPM.

3 is a flowchart illustrating a method of improving fuel economy of a vehicle according to an exemplary embodiment of the present invention.

4 is a diagram illustrating logic to calculate fuel amount entry RPM according to an embodiment of the present invention.

5 is a graph showing a relationship between the fuel amount and the engine RPM according to an embodiment of the present invention.

Figure 6 is a graph showing the results of fuel economy improvement experiment according to an embodiment of the present invention.

Claims (7)

Checking a state factor indicating the current state of the vehicle when the speed of the vehicle is decelerated; Setting an offset RPM according to the state factor; Calculating a fuel amount entry RPM as a reference for fuel amount entry by applying the offset RPM to a predetermined target RPM; Entering the fuel amount when the engine RPM is less than the fuel amount entry RPM compared to the current engine RPM. As a fuel efficiency improvement method of a vehicle having a The state factor is the intake air temperature, the lower the intake air temperature, the fuel efficiency improvement method of the vehicle, characterized in that for setting the offset RPM to have a small value. The method of claim 1, The state factor further comprises a gear stage, and the higher the gear stage, the fuel economy improvement method of the vehicle, characterized in that for setting the offset RPM to have a smaller value. delete The method of claim 1, The state factor further includes an atmospheric pressure, the higher fuel pressure improvement method of the vehicle, characterized in that for setting the offset RPM to have a smaller value. The method of claim 1, The state factor further includes whether to use the load, and the fuel economy improvement method of the vehicle, characterized in that for setting the offset RPM to have a small value when the load (off) off (off). The method of claim 5, And the load is air conditioner. The method according to any one of claims 1, 2 and 4 to 6, The target RPM is 840 RPM fuel economy improvement method characterized in that.

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