KR101080214B1 - Fuel saving device of vehicle - Google Patents

Abstract

An apparatus for reducing fuel of a vehicle according to the present invention includes: an idle prediction unit configured to determine in advance a situation in which idle is expected to occur and to determine an end of idle; An air pressure sensing device for detecting air pressure of an air tank supplying air pressure to an air brake of a vehicle; And when the idling prediction unit determines that idling is expected, stops the operation of the engine of the vehicle in order to save fuel, and determines the end of idling in the idling prediction unit, or if the air pressure is less than the reference value, It includes a fuel saving control unit for restarting the engine.

Vehicles, buses, fuel savings, anti-idling, air pressure

Description

FUEL SAVING DEVICE OF VEHICLE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel saving device of a vehicle, and more particularly, to a fuel saving device capable of preventing fuel waste due to over acceleration at a time when idling or gear change is necessary in a large vehicle such as a bus.

As oil price trends are expected to continue, various technologies have been proposed to prevent fuel waste in vehicles.

Typically, the engine is started (idle) by starting before the vehicle runs. In particular, it is preferable that a large vehicle of a diesel engine via an energy source runs the engine at a temperature higher than a predetermined temperature by idling the vehicle for a certain period of time, but in general, the engine is left idle for a long time, causing unnecessary energy consumption. As a result, air pollution has been aggravated by emissions from the vehicles.

In general, the starting device of the vehicle is a power supply device (1) for supplying power to the vehicle as shown in Figure 8, and the liquid fuel supplied from the fuel tank of the vehicle is operated by receiving power from the power supply device And a fuel valve drive motor 2 for blocking / blocking, a key box 3 for starting the vehicle, and an electric device for supplying necessary power to the inside of the vehicle.

When power is applied to the vehicle power supply device 1 through the key box 3, the first relay RY5 conducts to supply power to the electric device inside the vehicle through the main fuse 4, and also the second relay. RY6 is turned on so that the current supplied from the power supply device 1 of the vehicle flows to the relay RY7 to open and close the supply / disconnect switch 5 of the fuel valve drive motor 2 to supply fuel to operate the engine. Let's do it.

The conventional vehicle configured as described above does not have a device for restricting the driving of the engine, so that the idling of the engine cannot be restricted, resulting in unnecessary waste of energy due to excessive idling, which shortens the life of the engine and causes its emission. The harmfulness of gases has increased air pollution.

In particular, idling on a road, such as a traffic jam, is a major cause of fuel waste of the vehicle, and a hybrid vehicle has been developed to prevent this, and various idling prevention technologies such as Korean Patent Laid-Open Publication No. 2001-48230 have been proposed.

However, large vehicles such as buses and vans have different characteristics from ordinary cars. Buses often stop for quite a long time to pick up passengers, and the overall weight changes due to passengers getting on and off. Therefore, if the idling prevention device for a general passenger car is applied to the bus as it is, the reduction efficiency of the idling prevention device is reduced, and there is a risk of adversely affecting the safe operation of the bus. In addition, the waste of fuel of the bus vehicle occurs not only in the idling situation, but also when the gear change is inefficient due to the characteristics of the bus which is a manual transmission vehicle.

In addition, the bus drives the brake device using air pressure, and opens and closes the door. Here, the air pressure is reduced by brake / access door operation and natural leakage and is recharged by the operation of the engine.

When the engine is stopped for fuel saving, safety measures may occur if no countermeasure against the air pressure drops.

However, no fuel saving device has been proposed to efficiently operate large vehicles such as buses.

The present invention has been made to solve the above problems, an object of the present invention is to provide a fuel saving device of a vehicle that can effectively prevent the idle of the vehicle.

In addition, another object of the present invention is to provide a fuel saving device for a vehicle capable of preventing idling and inefficient shifting gear change of the vehicle.

In addition, another object of the present invention is to provide a fuel saving apparatus for a vehicle that can prevent idle air from being lowered while preventing a decrease in air pressure used for braking the vehicle.

Fuel saving device according to an aspect of the present invention for achieving the above object, the idle prediction unit to determine in advance the situation that is expected to occur idle, the idle idle prediction unit; An air pressure sensing device for detecting air pressure of an air tank supplying air pressure to an air brake of a vehicle; And when the idling prediction unit determines that idling is expected, stops the operation of the engine of the vehicle in order to save fuel, and determines the end of idling in the idling prediction unit, or if the air pressure is less than the reference value, It includes a fuel saving control unit for restarting the engine.

Fuel saving device according to another aspect of the present invention for achieving the above object, Idle prediction unit for determining in advance the situation that is expected to occur idling, the end of idling; An air pressure detecting device for detecting air pressure of an air tank that supplies power for opening and closing a door of a vehicle; And when the idling prediction unit determines that idling is expected, stops the operation of the engine of the vehicle in order to save fuel, and determines the end of idling in the idling prediction unit, or if the air pressure is less than the reference value, It includes a fuel saving control unit for restarting the engine.

Fuel saving device according to another aspect of the present invention for achieving the above object, Idle predicting unit for determining in advance the situation that is expected to occur idling, the end of idling; A first air pressure sensing device for sensing first air pressure of a first air tank supplying power for a vehicle braking device; A second air pressure sensing device for sensing a second air pressure of a second air tank supplying power for the parking device of the vehicle; And when the idling prediction unit determines that idling is expected, stops the operation of the engine of the vehicle in order to save fuel, and determines the end of idling in the idling prediction unit, or when the first air pressure is less than the reference value Or a fuel saving control unit for restarting the engine of the vehicle when the second air pressure is less than the reference value.

Fuel saving device according to another aspect of the present invention for achieving the above object, Idle predicting unit for determining in advance the situation that is expected to occur idling, the end of idling; An air pressure detecting device for detecting air pressure of an air tank that supplies power for opening and closing a door of a vehicle; And determining that idling is expected in the idling prediction unit, and when the air pressure is higher than a reference value, when the engine of the vehicle is stopped to save fuel, and determining the end of idling in the idling prediction unit, And a fuel saving control unit for restarting the engine.

Fuel saving device according to another aspect of the present invention for achieving the above object, Idle predicting unit for determining in advance the situation that is expected to occur idling, the end of idling; A first air pressure sensing device for sensing first air pressure of a first air tank supplying power for a vehicle braking device; A second air pressure sensing device for sensing a second air pressure of a second air tank supplying power for the parking device of the vehicle; And determining that idling is expected in the idling prediction unit, and when the first air pressure is greater than the reference value and the second air pressure is greater than the reference value, the engine of the vehicle is stopped to save fuel, and the idling prediction is expected. If the unit determines the end of the idle, it may include a fuel saving control unit for restarting the engine of the vehicle.

Here, the fuel saving device further includes a third air pressure detection device for detecting a third air pressure of the third air tank for supplying power for opening and closing the door of the vehicle, the fuel saving control unit, the idle If the prediction unit determines the end of idle, or if the first air pressure is less than the reference value, the second air pressure is less than the reference value, or the third air pressure is less than the reference value, the engine of the vehicle You can restart it.

Here, the fuel saving device further includes a charge detection unit for detecting a charge amount of the battery installed in the vehicle, the fuel saving control unit, if the charge amount detected by the charge detection unit is less than the reference value, the engine of the vehicle Re-starting, and / or the vehicle engine may not be stopped if the charge amount detected by the charge detector is smaller than a reference value.

Here, the fuel saving device, a weight detection sensor for detecting the weight of the vehicle; A tilt sensor for detecting a tilt with respect to gravity of the vehicle; And a bearing force calculation unit for calculating a bearing force necessary for the vehicle not to be pushed from the weight and the slope of the vehicle, wherein the fuel saving control unit stops the operation of the bus engine when the bearing force calculated by the bearing force calculation unit is higher than a reference value. And / or, in a state in which the engine is stopped, the engine can be restarted if the bearing force calculated by the bearing force calculation unit is higher than the reference value.

Here, the fuel saving device further includes an engine temperature sensing unit for sensing a temperature of the engine room, and the fuel saving control unit stops the engine of the vehicle when the temperature detected by the engine temperature sensing unit is lower than a reference value. And / or when the engine is stopped and the temperature sensed by the engine temperature sensor is lower than a reference value, the engine of the vehicle may be restarted.

Implementing the fuel saving device of the bus of the present invention according to the above configuration has the advantage that can be effectively prevented idle bus.

In addition, the fuel saving device of the bus according to the present invention has the advantage of preventing fuel consumption due to inadvertent engine idling and blocking the emission of exhaust gas.

In addition, the fuel saving device of the bus according to the present invention has the advantage of ensuring the safety while preventing fuel consumption due to engine idle.

( Example  One)

1 illustrates a structure of an embodiment of a fuel saving apparatus for a bus according to the spirit of the present invention.

The fuel saving device 1000 of the illustrated bus includes: an idle prediction unit 100 which determines in advance a situation in which idle is expected to occur and determines the end of idle. An air pressure sensing unit for sensing air pressure used for braking of the bus; And a fuel saving controller 203 for stopping the operation of the engine of the bus in order to save fuel.

The fuel saving control unit 203 according to one embodiment of the present embodiment stops the operation of the engine of the bus to save fuel when it is determined that idle is expected by the idle predicting unit 100, and the idle predicting unit 100 At the end of idling or if the air pressure detected by the air pressure detector is less than the reference value, the engine of the bus is restarted.

According to another embodiment of the present embodiment, the fuel saving control unit 203 determines that idling is expected in the idle prediction unit 100, and when the air pressure detected by the air pressure detection unit is greater than a reference value, in order to save fuel. The engine of the bus is stopped and the engine of the bus is restarted when the idle predicting unit 100 determines the end of the idle.

Stopping the operation of the engine in order to save fuel according to the fuel saving control unit 200 is somewhat different from the general stop of the engine.

"Operating the engine in order to save fuel" means to stop the operation of the engine consuming the fuel under conditions that can smoothly preserve the state of the engine.

For example, the operation of stopping the engine to save fuel may be to stop the operation of the fuel pump for supplying fuel to the engine (inside the cylinder) and to stop the operation of the ignition device. The ignition device is a pressurized ignition device for a diesel engine and a spark plug for a gasoline engine.)

For example, the operation is not included in the 'operation of stopping the engine to save fuel', and may be an operation of supplying lubricant to each friction part of the engine.

The idling predictor 100 is configured to predict in advance whether the vehicle is in an idling situation for a predetermined time to come. The predetermined time is a condition in which the engine is free from waste or fuel waste even when the engine is turned off for a while, and may be 10 seconds or more for a bus engine of a diesel engine, and 5 seconds or more for a bus vehicle of an LNG engine. It is okay if.

The idle prediction unit 100 may include various sensing devices for collecting parameters that are the basis of the determination for predicting idle, and may include a kind of computing device for determining the idle prediction from the parameters.

The computing device of the idle predictor 100 may be implemented as an internal module of the CPU that performs other operations. For example, it may be implemented as an internal module of the CPU that performs the operation as the fuel saving control unit 200.

A detailed structure of the idle predicting unit 100 will be described later.

A kind of pneumatic press is used to drive the brake device during braking of the bus, and the pressure accumulated by the pneumatic press is called air pressure. A structure for providing the pneumatic press on a bus, comprising: a compressor 1500 for compressing air with power of an engine; And an air tank 1600 for accumulating the air compressed by the compressor 1500. As illustrated, the compressed air accumulated in the air tank 1600 may include a rear brake 1820 for braking the rear wheel of the bus, a front brake 1840 for braking the front wheel of the bus, and a bus when the bus is parked. It is supplied to the parking device 1860 for locking the movement of the door, the door opening and closing device 1880 for automatically opening and closing the door of the bus.

The air pressure detector is used to detect the air pressure, and in the drawing, the air pressure sensor 1608 measures air pressure in the air tank 1600 of the bus.

As shown, the case of the barometric pressure sensor 1608 installed inside the air tank 1600 may be highly accurate, but in addition, the air pressure sensor 1608 may be installed in a part of a sealed conduit to the braking device (called an air brake) to which air pressure is applied. It may be implemented to read the value of the air pressure sensor or the air pressure sensor mounted on the bus (which may be an air pressure sensor or a gauge installed to control the operation of the compressor for generating air pressure) as it is.

Here, the air pressure due to the compressed air stored in the air tank is reduced by the braking operation and / or the door opening and closing operation, natural leakage, and periodically and / or intermittently by the compressor 1500 driven by the running engine. Recharged.

The fuel saving control unit 200 receives output signals of the idle prediction unit 100 and the air pressure sensing unit and performs a predetermined operation to output a signal for stopping the operation of the engine to save fuel, and output the engine. If the engine is to be restarted while the engine is stopped, a signal for restarting the engine is output.

The fuel saving control unit 200 outputs an engine restart signal when one of the notification of the end of idling and the notification that the air pressure is smaller than a predetermined reference value occurs from the air pressure detecting unit.

On the other hand, the fuel saving control unit 200 according to another embodiment, if the idle prediction is expected in the idle prediction unit 100 and the air pressure detected by the air pressure detection unit is greater than the reference value, to save the bus The engine of the bus may be restarted when the engine of the engine is stopped and the idle predictor 100 determines the end of the idle.

The signal for stopping the operation of the engine and the signal for restarting the engine may be implemented to open and close a switch for controlling the operation of the engine pump and the ignition device.

The fuel saving controller 203 may be implemented as an internal module of the CPU that performs other operations.

If the fuel saving control unit 203 having the simplest structure is implemented, the output signal of the on / off type air pressure sensor 330 and the output signal of the on / off type idle prediction unit 100 are simultaneously When on, it can be an AND gate that outputs an on signal as the engine stop signal. Here, the on output signal of the air pressure detector 330 means that the air pressure is greater than a predetermined reference value, and the on output signal of the idle predictor 100 means that it is determined that idle is expected.

In addition, the fuel saving control unit 200 having the simplest structure may receive an output signal off (meaning the end of idle run) from the idle predictor 100, or output signal off (from the air pressure detector 330). Outputting an off signal, which can be applied as an engine restart signal.

If the fuel saving device of the illustrated bus does not have sufficient air pressure even when idling is expected, if the engine does not stop the fuel for fuel saving or if the air pressure of the bus becomes insufficient during the engine stop for fuel saving. By restarting the engine, there is an improved effect that can prevent the risk of the braking device due to insufficient air pressure.

In addition, the fuel saving device 1000 of the bus may further include a restart operation unit 600 capable of receiving an instruction to restart the engine from the driver. In this case, the idle prediction unit 100 may instruct the restart of the engine. If it is inputted, it can be judged as the end of idling.

Since the restart of the engine by the restart operation unit 600 is required to be quick, and restarting due to a mistake is not greatly a problem, the restart operation unit 600 is preferably implemented as a switch means for quick operation such as a touch switch. In addition, in general, when the vehicle is temporarily stopped due to traffic jams and then started again, the driver of the manual transmission vehicle is generally configured to change gears by gripping the gear rods, so that the restart operation unit 600 is held by the driver of the gear rods. It is preferable to locate in the area. That is, the restart operation unit 600 may be implemented as a grip detection unit for detecting whether the driver grips the gear operation rod of the bus, which will be described later.

( Example  2)

Figure 2 shows another embodiment of a fuel saving device of the bus according to the spirit of the present invention. Description of elements overlapping with the elements of FIG. 1 among the illustrated elements is partially omitted below.

The illustrated fuel saving device 1001 differs from FIG. 1 in that the fuel saving control unit 201 has a structure in which a plurality of air pressures are input.

The bus of the present embodiment includes a compressor 1500 for compressing air by the power of an engine as a structure for providing an air pressure press; And four air tanks 1620, 1640, 1660, and 1680 for accumulating air compressed by the compressor 1500.

As shown, the compressed air accumulated in the rear air tank 1620 is supplied to the rear brake 1820 for braking the rear wheel of the bus, and the compressed air accumulated in the front air tank 1640 is supplied to the bus. The compressed air accumulated in the parking air tank 1660 is supplied to the parking device 1860 for locking the movement of the bus when the bus is parked, and the accessory is supplied to the front brake 1840 for braking the front wheel of the accessory. The compressed air accumulated in the air tank 1680 is supplied to the accessory drive devices of the vehicle. The accessory driving device may be additional devices of a vehicle operated by using air pressure. In the case of a bus vehicle, the accessory driving device may be a door opening and closing device 1880.

The air pressure sensing unit is for detecting air pressure, and in the drawing, implemented with air pressure sensors 1628, 1648, 1668, and 1688 for measuring air pressure in four air tanks 1620, 1640, 1660, and 1680. It was.

As shown, the air pressure sensor installed inside each air tank 1620, 1640, 1660, 1680 may have high accuracy, but in addition, a sealed conduit toward each device 1820, 1840, 1860, 1880 to which air pressure is applied. It can be implemented to read the value of an air pressure sensor installed at a part of the air pressure sensor, or an air pressure sensor mounted on the bus (which may be a pressure sensor or a gauge installed to control the operation of the compressor for generating air pressure). .

7 shows a structure for measuring air pressure of an air tank for another purpose. The circuit shown in FIG. 4 is a vehicle which has four types of air tanks, such as a rear air tank, a front air tank, a parking air tank, and an accessory air tank, when the air pressure of each tank is lower than a predetermined reference value. To inform. The air pressure detector may be implemented to simply receive an air pressure detection value in the air pressure measurement structure for the other purpose.

The air pressure due to the compressed air stored in each of the air tanks 1620, 1640, 1660, and 1680 is reduced by the braking operation and / or the door opening and closing operation, the natural leakage, and the compressor 1500 driven by the running engine. Recharged periodically and / or intermittently.

The fuel saving control unit 201 may determine the end of idle in the idle predicting unit 100, or the air pressure of the rear air tank 1620 is less than a reference value, or the front air tank 1640 If the air pressure is less than the reference value, or the air pressure of the parking air tank 1660 is less than the reference value, or the air pressure of the accessory air tank 1680 is less than the reference value, the engine of the vehicle is restarted.

Alternatively, the fuel saving controller 201 determines the idle in the idle predicting unit 100, the air pressure of the rear air tank 1620 is greater than a reference value, and the air pressure of the front air tank 1640 is increased. When the air pressure of the accessory air tank 1680 is greater than the reference value, and the air pressure of the accessory air tank 1680 is larger than the reference value, the engine of the vehicle is stopped.

The fuel saving control unit 201 includes a total of eight air pressure reference values for stopping and restarting the engine, and the eight reference values may be different values.

The other components are similar to those of the first embodiment, and thus redundant descriptions thereof will be omitted.

( Example  3)

Figure 3 shows another embodiment of a fuel saving device of the bus according to the spirit of the present invention. Description of elements overlapping with the elements of FIGS. 1 and 2 among the illustrated elements is partially omitted below.

The fuel saving device 1001 of the illustrated bus includes: an idle prediction unit 101 which determines in advance a situation in which idle is expected to occur and determines the end of idle. A charge detector 301 for detecting a charge amount of the battery 1200 installed in the bus; A fuel saving control unit 201 for stopping the operation of the engine of the bus to save fuel; A bearing capacity calculation unit 401 for calculating bearing capacity necessary for the bus not to be pushed on the ramp; A gear blocker 701 which blocks the change of the gear 1400 when the fuel saving controller stops the engine of the bus; When the fuel saving control unit 201 stops the engine, the headlight and the cooling / heating unit are stopped at the same time. When the fuel saving control unit 201 restarts the engine, the headlight is restarted, and the amount of charge of the battery is a reference value. A battery discharge preventing unit 801 for re-activating the cooling / heating device when it is equal to or greater than a reference value (or after a predetermined waiting time has elapsed since the headlight is restarted); An engine temperature detector 901 for detecting a temperature of an engine room of a bus; An indoor temperature sensor 901 for detecting an indoor temperature of a bus; And an air pressure sensing unit for detecting air pressure of four air tanks 1620, 1640, 1660, and 1680 installed in the bus.

The fuel saving control unit 201 stops the operation of the engine of the bus to save fuel when the idle prediction unit 101 determines that idle is expected, and determines the end of idle in the idle prediction unit 101. Alternatively, if any one of the air pressures detected by the air pressure detector is less than each reference value, the engine of the bus may be restarted.

According to another embodiment, the fuel saving control unit 201 determines that idling is expected in the idle prediction unit 101, and when all the air pressures detected by the air pressure detecting unit 330 are greater than each reference value, the fuel is saved. In order to stop the operation of the engine of the bus, the idle prediction unit 101 determines that the end of the idle can be restarted the engine of the bus.

In addition, the fuel saving controller 201 determines that idling is expected in the idle prediction unit 101, and when the charge amount detected by the charge detection unit 301 is greater than a reference value, the engine of the bus to reduce fuel When the operation is stopped and the idling prediction unit 101 determines the end of idling, the engine of the bus can be restarted. This is to prevent battery discharge due to the stop of the engine for fuel saving.

However, as a result of the determination of the output signals of the idle predicting unit 101 and the charge detecting unit 301, the fuel saving control unit 201 needs to stop operating the engine of the bus in order to save fuel. Even if the load capacity calculated by the load calculation unit 401 is higher than the reference value, the operation of the bus engine may not be stopped. This is to prevent the bus from rolling on a slope.

In addition, even when the temperature detected by the engine temperature detector 901 is lower than the reference value, the engine of the bus may not be stopped to save fuel. This is to prohibit engine shutdown for fuel savings when the engine is not sufficiently warmed up.

In addition, in the case of detecting the braking pressure applied to the brake of the bus (which may be implemented to be detected by a separate brake sensor), when the braking pressure is greater than the reference value, the bus engine may not be stopped. This is to prevent the engine from stopping for fuel saving on the slope by using a large braking pressure applied to the brake when the bus stops on the slope.

In addition, the fuel saving device 1001 of the bus, the weight detection unit 481 for detecting the weight of the bus due to the amount of occupants; And a tilt detector 482 for detecting a tilt with respect to gravity of the bus. In this case, the bearing force calculator 401 may include a weight and a weight of the bus detected by the weight detector 481. The tilt detection unit 482 calculates a bearing force necessary for the bus not to be pushed from the detected slope.

In addition, the fuel saving device 1001 of the bus may further include an opening stop prevention device 501 for deactivating the operation of the acceleration pedal 1300 when the door is opened, in which case the fuel saving control unit ( If it is determined that the RPM is higher than the number of gears in operation, the operation 201 may deactivate the operation of the acceleration pedal 1300 by operating the opening stop prevention apparatus 501.

In addition, the fuel saving device 1001 of the bus may further include a restart operation unit 607 which can be instructed to restart the engine from the driver. In this case, the idling predictor 101 may instruct the engine to restart. If it is inputted, it can be judged as the end of idling.

The idle predicting unit 101 is configured to predict in advance whether the vehicle is in an idle state for a predetermined time to come. The predetermined time is a time under which the engine is not unreasonable or wasteful even when the engine is temporarily turned off and then restarted.

The idle prediction unit 101 may include various sensing devices for collecting parameters that are the basis of the determination for predicting idle, and may include a kind of arithmetic unit for determining the idle prediction from the parameters.

The computing device of the idle predicting unit 101 may be implemented as an internal module of the CPU that performs other operations. The specific structure of the idle predicting unit 101 will be described later.

The charge detector 301 is for detecting a charge amount of a battery 1200 such as a lead storage battery installed in a bus. Various methods of determining the amount of charge of the battery may be applied, and as a result, it may be implemented to output an on / off value, a digital value, or an analog value.

The fuel saving controller 201 outputs signals from the idle predictor 101, the temperature detectors 901 and 902, the support force calculator 401, the charge detector 301, and the air pressure detector 331. Outputs a signal to stop the engine operation to save fuel, and outputs a signal to restart the engine when the engine needs to be restarted while the engine is stopped. do.

The signal for stopping the operation of the engine and the signal for restarting the engine may be implemented to open and close a switch for controlling the operation of the engine pump and the ignition device. The fuel saving controller 200 may be implemented as an internal module of the CPU that performs other operations.

The engine temperature detector 901 is for directly or indirectly measuring the temperature of the engine room. Although it can be implemented to measure the temperature of the engine room directly, it is preferable to implement with a temperature sensor installed in an area where the temperature is actually close to the engine room and the temperature varies depending on the temperature of the engine room for cost reasons.

When the engine temperature detection unit 901 is provided, the fuel saving control unit 201 is a fuel, if the temperature value detected by the engine temperature detection unit 901 is lower than a predetermined reference temperature, even when the idle state occurs, It can be implemented so as not to stop the engine of the bus in order to save the cost.

In an environment that requires preheating to operate the engine, such as in winter, if the engine is stopped, the fuel efficiency is reduced and the bus fatigue accumulates rather than restarting. There is an advantage of keeping the engine running. Thus, the predetermined reference temperature will be a temperature at which the engine can be operated smoothly.

The weight detection unit 481 is for detecting that the weight of the bus changes in real time according to the getting on and off of passengers, and may be implemented by a sensor installed in a spring device provided on the axle of the bus. For example, it may be implemented as a sensor for detecting the displacement of the hydraulic or mechanical spring, or may be implemented as a sensor for detecting the hydraulic pressure of the hydraulic spring.

The inclination detector 482 detects the inclination of the bus body with respect to the gravity direction, and through this, the inclination of the slope of the bus that is driven may be known. The tilt detection unit 482 may be implemented as a 2-axis or 3-axis acceleration sensor or a gravity detection sensor widely used in the market.

The bearing force calculation unit 401 calculates the bearing force necessary to avoid pushing from the weight of the bus and the inclination of the bus. The bearing capacity increases as the bus has more passengers, and as the slope increases.

As the bearing capacity calculation method performed by the bearing force calculation unit 401, various ones based on the conventional physical / mechanical theory may be applied. For example, as shown in FIG. 8, the force received due to gravity with respect to the total weight of the vehicle is M, and when the inclination angle with respect to the horizontal plane of the road is θ, it is simply received by gravity in the direction parallel to the oblique plane from the inclined plane. When the force F is calculated, F = M x sin θ. The force (F) may be applied as a bearing force according to the spirit of the present invention.

By deciding whether to 'stop the engine on the bus to save fuel' by simply considering the slope of the slope, the engine is maintained at idle even when there are few passengers and there is no fear of being pushed on the slope with a small slope. Thus, fuel waste may occur.

On the other hand, in the present embodiment, by using the bearing capacity calculation unit 401, by determining whether to stop the operation of the engine of the bus to save fuel in consideration of the bearing capacity necessary for the bus not to be pushed back on the slope This can save fuel more efficiently while ensuring safety on slopes. This is more useful in environments with heavy weight changes such as buses.

The gear blocking unit 701 is to prevent this because the risk of an accident increases when the transmission gear is changed while the engine of the bus is stopped to save fuel according to the spirit of the present invention. In general, the automatic transmission vehicle is started only in the parking mode, the range of gear change is limited when the engine is stopped, the risk does not exist, but in the case of the manual transmission vehicle, the risk exists.

The gear blocking unit 701 may be implemented as a deactivation device for the clutch pedal in the case of a manual transmission bus, and in a case of an automatic transmission bus, may be implemented as a structure for sending a signal to lock the device for locking the transmission operation rod.

The gate departure preventing apparatus 501 is not a configuration newly presented in this embodiment, but is a configuration generally installed in an existing bus. That is, the gate opening stop prevention device 501 is for preventing the acceleration is performed even if the driver stepped on the accelerator pedal, the accelerator pedal is not stepped on, or the accelerator pedal is stepped in the situation that the door is opened.

Another idea to save fuel in the bus is to prevent RPMs from increasing without gear shifts in a manual transmission bus. To this end, the fuel saving control unit 201 receives the current speed, the position of the shift gear, and the RPM value, and if it is determined that the RPM is increasing in a situation where gear shifting is required, it is preferable to deactivate an accelerator such as an accelerator pedal. Do.

However, rather than implementing a separate accelerator deactivation device for this purpose, in this embodiment it is proposed to use the gate departure preventing device 501 already present in the general bus.

In other words, if it is determined that the RPM is higher than the number of gears in operation as described above, by deactivating the operation of the acceleration pedal 1300 by operating the opening stop prevention device provided in the general bus, the manufacturing for applying the present idea This has the advantage of reducing costs.

In addition, the opening stop prevention device 501 may be applied to predict the idle as follows. For example, the idle predicting unit 101 may receive a value from the gate detecting sensor constituting the gate departure preventing apparatus 501, and may stop the engine for fuel saving when the gate is in the gated state.

On the other hand, if it is desired to obtain the operation state of the brake of the bus in more detail (i.e., in more steps), the brake sensor is measured by the braking pressure applied to the brake (in the case of a hydraulic brake, hydraulically when braking, In the case of braking, it will be easy to measure the air pressure. In this case, the brake sensor of the brake pressure sensing method included in the idle predicting unit 101 will be provided.

In this case, the fuel saving controller may be configured not to stop the operation of the bus engine when the brake pressure detected by the brake sensor is greater than a reference value. This is to stop the engine in the state of braking pressure when it stops on the slope, and to stop the engine for fuel saving so that the bus is not pushed for safety.

The above-described processes performed by the fuel saving control unit 201 include a process of inspecting predetermined conditions when stopping the start of the engine for fuel saving. Also, depending on the implementation, the above conditions may be applied as conditions for restarting the engine while the engine is stopped for fuel saving.

For example, the fuel saving controller 201 may restart the engine when the amount of battery charge input from the charge detection unit 300 is less than a predetermined reference value in the engine stop state for fuel saving.

Alternatively, the fuel saving control unit 201 may restart the engine when the room temperature input from the room temperature sensing unit 902 is higher than a predetermined reference value in the engine stop state for fuel saving.

Alternatively, the fuel saving control unit 201 may restart the engine when the engine temperature received from the engine temperature sensing unit 901 is lower than a predetermined reference value in the engine stop state for fuel saving.

Alternatively, the fuel saving controller 201 may restart the bus engine when the bearing force calculated by the bearing force calculator 401 is higher than a reference value in an engine stop state for reducing fuel.

Figure 4 shows the structure of one embodiment and the connection structure for the idle prediction unit for implementing the spirit of the present invention.

Illustrated idle prediction unit 102, the gear position detection sensor 183 for detecting the position of the transmission gear; Brake sensors 181 and 182 for sensing operating states of the braking devices; A speed sensor 184 for sensing the speed of the bus; And an arithmetic unit 112 for determining whether to estimate idling from the detected values of the sensors. In addition, the idle prediction unit 102, the distance detecting sensor 185 for detecting the distance to the vehicle ahead; An opening detection sensor 188 for detecting opening and closing of a bus entrance door; An accelerator pedal sensor 189 for sensing a position of an accelerator pedal; And it may further include an RPM sensor 186 for detecting the RPM of the engine.

In the figure, the output of each sensor is input to the calculator 112 of the idle predictor via the photo coupler, but may be input directly or via another input stage buffer circuit, depending on the implementation.

The gear position sensor 183 is for detecting the position of the gear, that is, how many gears are fitted. In general, in the automatic transmission vehicle, since the position of the gear may be input from the automatic transmission set, the gear position sensor 183 may be easily implemented as an input terminal for this.

In the case of a manual transmission vehicle, the gear position sensor 183 may be implemented by pairs of beam-emitting elements-beam sensing elements provided in regions where a gear rod is located according to the gear stage (slot type region is preferable). Here, the beam is a concept of a linear energy wave including light, ultrasonic waves, infrared rays, and the like). Alternatively, it may be implemented as an energization sensing element for sensing a change in electrical characteristics depending on the presence of a gear rod in the region. In this case, it is preferable that the surface of the gear rod have conductive properties because it can increase the electrical characteristic change.

When the brake sensor is implemented to detect the operating state of the brake from the braking pressure (hydraulic) of the brake, one sensor can know the operating state of the brake, and it is advantageous to obtain the operating state in more steps. However, there are disadvantages in that the implementation is difficult and the cost is increased.

In the drawing, the brake sensor is implemented as a foot brake sensor 181 for detecting the position of the foot brake and a side brake sensor 182 for detecting the position of the side (hand) brake.

The foot brake sensor 181 and the side brake sensor 182 may include position sensing means (beams) provided in regions (preferably slotted regions) in which the levers of the foot / side brakes or moving parts linked thereto are located. Emitter-pair pair of beam sensing elements, or energization sensing elements). Alternatively, the present invention may be implemented as a touch sensor such as a touch switch capable of detecting physical contact with a driver's pedal or handle.

The foot brake sensor 181 is a component that senses in which state the brake of the vehicle to which the idle limit device of the present invention is mounted is in a state where the driver's foot is pressed on the brake pedal and pressed. The sensor 181 may be installed adjacent to the brake pedal of the target vehicle to determine whether the brake pedal is pressed or not. As a result, the position signal for the foot brake state of the bus can be output to the controller.

The speed sensor 184 is to measure the driving speed of the bus, and may be implemented as a separate acceleration sensor or may be implemented to receive a speed from a GPS module for location tracking and route search of the vehicle, but simply a speedometer installed in the vehicle. It is advantageous in terms of cost to implement to receive a speed value from.

The RPM sensor 186 may also be implemented to receive an RPM value from an RPM meter installed in a general vehicle.

The distance sensor 184 measures the distance to the vehicle ahead of the bus, and may be implemented as one of various means for measuring the distance from the time after the beam is emitted, such as a laser, reflected back.

On the other hand, if it is implemented to receive the output from the measuring instrument installed in a typical vehicle, the output of the speed sensor 184 and the engine RPM sensor 186 is a pulse-type output, so that the D / A converter 188 and A / D converter Through the reference numeral 199, the signal may be converted into a signal having an appropriate shape and applied to the calculator 112.

The accelerator pedal detection sensor 189 is for detecting a user pressing the accelerator pedal. Position sensing means (beam emitting element-a pair of beam sensing elements, or energization sensing element, etc.) located in the driving portion of the accelerator pedal, or may be implemented as a touch sensing sensor such as a touch switch capable of sensing physical contact with the accelerator pedal. It can be implemented as. Or it may be implemented as a position sensing means for detecting the presence of an object on the upper accelerator pedal, such as the driver's foot.

The opening detection sensor 188 is a configuration provided in a general bus vehicle, and in this embodiment, the detection value of the opening detection sensor 188 is used by the idle predicting unit 102 as data for determining the idling. Can be input.

In order to determine a situation in which idling is expected, it may be desirable to suspend the determination for a predetermined time even when the idle value is satisfied as a result of determining the detection values from the sensors. This is because instantaneous stops occur frequently while driving a vehicle.

To this end, the idle predicting unit 102 is preferably provided with a timer to determine the elapse of the predetermined time for the reservation reservation. In the drawing, an internal counter 122 that counts the number of driving reference clocks input to the controller 113 of the idle predictor is implemented.

On the other hand, the idle prediction unit 102 may use the idle analysis DB 132 to determine and reflect the driver's habit to determine the idle situation.

That is, the idling predictor 102 stores the output values of the illustrated sensors, such as the transmission gear sensor, the brake sensor, and the speed sensor, which can predict the idling according to the driver's habit in advance. It may be provided.

For example, the calculator 112 of the idle predicting unit 102, when the vehicle is stopped for a considerable time (time that can be determined to be unnecessary idling) during the operation, the gear position sensor at the time when the corresponding timing state started 183, the output values of the foot brake sensor 181, the side brake sensor 182, the accelerator pedal sensor 189, and the speed sensor 184 may be analyzed and recorded in the idle analysis DB. Accordingly, the idle analysis DB may maintain a cumulative record of the output values of the sensors in the idle state.

In situations where stoppages are anticipated for a significant period of time during driving, there is a somewhat different behavior depending on the habits of each driver. For example, if it is determined that traffic must be stopped for some time during a traffic jam, one driver may set the transmission gear to neutral to prevent damage to the vehicle, and another driver may engage the side brake and rest the foot brake to rest the right leg. Sometimes take a foot off.

For example, in the latter case, the idling analysis DB may record a number of times such as side brake on, foot brake off, speed 0, accelerator pedal 0, and the like. The calculator 112 may output an idle start signal when a situation where a predetermined number of times (eg, eight times) is recorded in the idle analysis DB occurs.

The gripping sensor 172 determines that the driver has finished the idling situation, and receives the gripping of the gear operating rod as an instruction to restart the engine of the paused bus. That is, the gripping detector 172 is an embodiment of the restart operation unit 600, 607 of FIGS. 1 and 2. In another embodiment, the gripping sensor may be mounted on the handle of the vehicle instead of the gear operating rod. This takes into account the fact that the driver always grips the steering wheel while driving or the steering wheel is the most accessible place when the driver is willing to drive.

When the gripping sensor 172 does not receive a restart instruction from the driver, the idler estimator 112 may determine the end of the idle in the following manner.

In the simplest case, when all the devices for braking (foot / side brake, parking gear) are released, it can be determined that the idle ends.

In the case of an automatic transmission vehicle, when the driver sets the shift gear lever to drive or reverse while the braking devices are released, the calculator 112 of the idle predictor 102 outputs an idle stop signal to restart the engine. Can be.

In the case of the manual transmission vehicle, when the driver presses the clutch pedal in a state in which the braking devices are released, the operator 112 of the idling predictor may output the idling end signal to restart the engine. To this end, a sensor for identifying the position of the clutch pedal is separately required.

Hereinafter, methods for calculating the idle start prediction by the calculator 112 and outputting the idle start signal and the idle end signal will be described.

When the driver looks at the change when the vehicle is temporarily stopped while the vehicle is running, the speed is in the range of 0, the foot is released from the accelerator pedal, and the braking means is engaged. Here, the engagement of the braking means means that the foot brake pedal is pressed, the side brake pedal is pressed, or the gear is set to parking in the case of an automatic transmission vehicle, and the phrase that the speed is within the range of 0 is strictly meant. Even if the speed is not zero, it means that it has a weak speed in a range that is equal to the lack of speed realistically or humanly.

Accordingly, the operator 112 periodically monitors whether the conditions are satisfied, and when the conditions are satisfied, a signal meaning that idle operation will continue when a predetermined time for the reservation is passed (that is, the drawing). Outputs the idle start signal). The predetermined time for the reservation is preferably set to a specific time of 2 seconds to 4 seconds.

On the other hand, in general, the driver engages the side brakes and rests when standing still, releases the side brakes by pressing the foot brakes when starting after standing and adjusts the shift gear. In consideration of such characteristics, the calculator 112 of the idle predictor may predict idle when the side brake is engaged, and predict the end of idle when the foot brake is stepped in the state in which the side brake is engaged. When the end of idling is expected by the operation of the foot brake, the calculator 112 may output an idling end signal so that the engine is immediately restarted.

On the other hand, since the driver may wait for a predetermined time after the transmission gear is set to the parking position or the neutral position after starting the vehicle, when the transmission gear is set to the parking position or the neutral position, the predetermined time for the reservation is determined. It can be set long. For example, in this case, the determination may be withheld for a specified time from 3 to 5 minutes, and the idle start signal may be output when the idle determination condition is satisfied until the time elapses.

When the side brake is engaged or the parking gear is engaged, it can be strongly assumed that the driver is willing to stop for a considerable time. Therefore, when the side brake is engaged or set to the parking gear, the speed is zero, and the accelerator pedal is released, the time for delaying judgment is kept shorter (specified as one of 0.5 seconds to 1 second) or Can be omitted.

The above-described conditions may be implemented in various ways according to the situation.

On the other hand, in the case of a bus, when the door is temporarily stopped for getting on and off the passengers, the door is opened, and when the vehicle is stopped on the road due to the traffic jam, the distance between the front and the front vehicle is likely to be narrow.

Therefore, when the door opening sensor 187 is provided, when the door is opened (detected by the door detecting sensor) and the speed of the bus is 0 (detected by the speed sensor), idling is not necessary without considering other conditions. It is safe to assume that this is expected. In this case, it is easy to implement by not reviewing other conditions, and furthermore, there is an advantage in that it is possible to omit unnecessary sensors for a specific application.

In addition, when the distance sensor 185 is provided, when the distance between the vehicle and the front vehicle is narrow as a result of analyzing the detection value of the distance sensor 185, the conditions (parameters) that were the basis of the idle prediction determination Even if the condition of any one (or two or more) is released, it is still possible to determine that the idle state is expected, so that the idle end signal is not output.

Figure 5 shows the structure of the idle prediction unit and its connection structure according to the simplest embodiment of the present invention.

The idle predictor 102 shown includes a speed sensor 194 for sensing the speed of the bus; An opening detection sensor 197 for detecting opening and closing of an entrance door of a bus; And an operator 113 for determining whether to estimate idling from the detected values of the sensors.

Since the speed sensor 194 and the opening detection sensor 197 are almost the same as the case of FIG. 3, overlapping description thereof will be omitted.

In the case of a bus, the door is always open when the passenger is temporarily stopped for getting on and off the passenger, and idling is inevitable during the passenger's getting on and off time.

Therefore, the calculator 113, when the opening detection sensor 197 detects the door is opened and outputs, and the speed sensor 194 detects and outputs that the speed of the bus is within the range of 0, idling, It is determined that this is expected, and the idle start signal is output.

On the other hand, when the driver closes the door of the bus, the calculator 113, which has confirmed this through the opening detection sensor 197, determines that the idling anticipated situation is finished, and outputs an idling end signal.

FIG. 6 illustrates an embodiment of a circuit for operating an engine and operating a vehicle assistance device controlled by the fuel saving controller 200 for implementing the spirit of the present invention.

In the circuit shown, even if the switch of the key box 30 is in the off-position like the circuit for driving an emergency lamp, the part which keeps the power supply state is abbreviate | omitted. Since the components are always supplied with power regardless of engine stop for fuel saving according to the spirit of the present invention, they are omitted because they are irrelevant to the description of the present invention. In addition, components that are applied only when the switch of the key box 30 is in the start position are omitted. Meanwhile, the omitted portions are obvious from the driving circuit of a general vehicle.

The driving power for the illustrated circuit is supplied by the generator 1100 and / or the battery 1200 which is operated according to the driving of the engine.

The illustrated relay switches RY5 and RY6 are turned on / off according to the position of the switch of the key box 30.

In the illustrated circuit, a switch controlled by the fuel saving control unit 200, a switch SW0 for controlling power supply to an engine driving circuit and a switch SW1 to SWn for controlling power supply to auxiliary electric devices inside the vehicle. ).

The fuel saving control unit 200 reports the occurrence of the anticipated idling situation, and outputs a sw0_on signal for turning on the SW0 switch as an engine stop signal when there is no reason (eg, slope) to stop the engine. On the other hand, the fuel saving control unit 200 outputs a sw0_off signal for turning off the SW0 switch as an engine restart signal when the idle end is reported.

Although the sw0_on signal and the sw0_off signal are separately represented in the drawing, the signal may be one signal having a high level representing the sw0_on signal and a low level representing the sw0_off signal, depending on the implementation.

According to the policy reflecting the usage environment, the on / off methods for the auxiliary electric devices inside the vehicle, which are performed by the discharge preventing unit 801 shown in the idling situation, may have various combinations.

For example, in the case of a bus with a large number of passengers, turning off the air conditioner immediately to slow down the battery discharge due to engine stop for fuel savings can cause a great inconvenience. Therefore, in this case, it is preferable not to turn off the air conditioner immediately, but to lower the lowest stage or to implement only the blowing.

In addition, the radio or information broadcasting device for the passenger's convenience, the device for providing traffic information, the fare collection device by means of a traffic card, etc., the power is supplied even when the engine stops for fuel saving according to the spirit of the present invention It is desirable to implement this.

On the other hand, there may be various methods even when the auxiliary electric devices inside the vehicle which are turned off again by restarting the engine.

For example, in order to prevent the battery from consuming much power at once before it is sufficiently charged, the devices may be sequentially turned on one by one at predetermined time intervals in a predetermined order.

For example, after turning on the headlight first, the air conditioner or the heater can be normally operated after a predetermined time has elapsed.

The fuel saving device of the illustrated bus does not stop the engine for fuel saving if the battery charge of the bus is not sufficient even when idling is expected, thereby preventing inconvenience caused by battery discharge. It has an improved effect.

To this end, the charging detection unit 300 is provided as shown. The charge detecting unit 300 is for detecting a charge amount of the battery 1200 such as a lead storage battery installed in the bus. Various methods of determining the amount of charge of the battery may be applied, and as a result, it may be implemented to output an on / off value, a digital value, or an analog value.

As a method of determining the amount of charge of the battery, it is possible to simply measure the voltage of the battery, measure the resistance of the battery, measure the amount of charge, or measure the density of the solution inside the battery.

As described above, the fuel saving device of the bus for implementing the spirit of the present invention may be selectively provided with various components, and even if the same components are provided, the method of implementation may vary depending on the requirements or environment. There may be.

FIG. 9 illustrates one of fuel saving methods of a bus that can be variously implemented as described above. That is, the method having the structure of FIG. 1 or FIG. 5 and having the gripping sensor as the restart operation part is shown for convenience of understanding the spirit of the present invention. Therefore, the fuel saving method of the bus somewhat different from FIG. 9, which can be easily inferred according to the entire description of the present invention, is of course within the scope of the present invention.

It should be noted that the above embodiment is for the purpose of illustration and not for the purpose of limitation. In addition, those skilled in the art will understand that various embodiments are possible within the scope of the technical idea of the present invention.

For example, in the above embodiments, the vehicle has been described in detail as a bus, but it is applicable to any vehicle (eg, a truck) as long as it is provided with components for realizing the idea of the present invention. Belongs to the range.

1 is a block diagram showing an embodiment of a fuel saving device of a bus according to the present invention;

2 is a block diagram showing another embodiment of a fuel saving device of a bus according to the present invention;

3 is a block diagram showing another embodiment of a fuel saving device of a bus according to the present invention;

4 is a circuit diagram illustrating an embodiment of an idle predictor for implementing the idea of the present invention.

Figure 5 is a circuit diagram showing another embodiment of the idle predictor for implementing the idea of the present invention.

6 is a circuit diagram illustrating an embodiment of a circuit controlled by a fuel saving controller for implementing the idea of the present invention.

7 is a circuit diagram showing another example of use of the air pressure sensing circuit of the bus vehicle.

8 is a view showing a principle for calculating the bearing force on the slope.

9 is a flowchart illustrating an embodiment of a fuel saving method performed by a fuel saving device according to the spirit of the present invention.

10 is a circuit diagram showing a circuit related to starting of a general vehicle.

Claims (14)

An idling predicting unit that determines in advance a situation in which idling is expected to occur and determines the end of idling; An air pressure detecting device for detecting air pressure of an air tank that supplies power for opening and closing a door of a vehicle; And If the idle prediction is expected to be idle, stop the engine of the vehicle to save fuel, The fuel saving control unit may determine the end of the idling in the idle prediction unit or restart the engine of the vehicle if the air pressure is less than the reference value. Fuel saving device comprising a. An idling predicting unit that determines in advance a situation in which idling is expected to occur and determines the end of idling; A first air pressure sensing device for sensing first air pressure of a first air tank supplying power for a vehicle braking device; A second air pressure sensing device for sensing a second air pressure of a second air tank supplying power for the parking device of the vehicle; And If the idle prediction is expected to idle, stop the engine of the vehicle to save fuel, A fuel saving control unit for re-starting the engine of the vehicle when the idle prediction unit determines the end of the idle, or when the first air pressure is less than the reference value or the second air pressure is less than the reference value. Fuel saving device comprising a. The method of claim 2, Further comprising a third air pressure detecting device for detecting the third air pressure of the third air tank for supplying power for opening and closing the door of the vehicle, The fuel saving control unit, When the idling prediction unit determines the end of idling, or when the first air pressure is less than the reference value, the second air pressure is less than the reference value, or the third air pressure is less than the reference value, Fuel saving control to restart the engine Fuel saving device comprising a. The method according to claim 1 or 2, Further comprising a charge detector for detecting the charge amount of the battery installed in the vehicle, The fuel saving control unit, if the charge amount detected by the charge detection unit is less than the reference value, restarts the engine of the vehicle, The fuel saving device, characterized in that does not stop the operation of the vehicle engine when the charge amount detected by the charge detection unit is less than the reference value. The method according to claim 1 or 2, A weight sensor for sensing the weight of the vehicle; A tilt sensor for detecting a tilt with respect to gravity of the vehicle; And Further comprising a bearing capacity calculation unit for calculating the bearing force required to prevent the vehicle from being pushed from the weight and the slope of the vehicle, The fuel saving control unit does not stop the operation of the bus engine when the bearing force calculated by the bearing force calculation unit is higher than a reference value, And stopping the engine and restarting the engine when the supporting force calculated by the supporting force calculating unit is higher than a reference value. The method according to claim 1 or 2, Further comprising a grip detection sensor for detecting whether the user grips the gear control rod of the vehicle, The idle prediction unit, the fuel saving device, characterized in that determining that the end of idle when the gear operating rod is gripped. The method according to claim 1 or 2, The idle prediction unit, A shift gear sensor for sensing a position of a shift gear; A brake sensor for detecting an operating state of the braking devices; And Speed sensor to detect the speed of the vehicle Fuel saving device comprising a The method according to claim 1 or 2, The idle prediction unit, It further includes an idle analysis DB for storing the output values of the transmission gear sensor, brake sensor and speed sensor, which can predict the idle in accordance with the driver's habit, The idling prediction unit, when the idling occurs during operation, analyzes the output values of the transmission gear sensor, the foot brake sensor, the hand brake sensor and the speed sensor when the idling start time, it is reflected in the idling analysis DB Fuel saving device. The method according to claim 1 or 2, When the fuel saving control unit stops the engine, the main light and the cooling / heating unit are stopped at the same time, The fuel saving device further includes a battery discharge preventing unit for restarting the main light when the fuel saving control unit restarts the engine and restarts the cooling / heating unit when the amount of charge of the battery is greater than the reference value. . The method according to claim 1 or 2, Further comprising an engine temperature sensing unit for sensing the temperature of the engine room, The fuel saving control unit, If the temperature detected by the engine temperature detection unit is lower than the reference value, without stopping the engine of the vehicle, And when the temperature sensed by the engine temperature sensor is lower than a reference value while the engine is stopped, restarting the engine of the vehicle. The method according to claim 1 or 2, The idle prediction unit, The fuel sensing device of a vehicle, characterized in that it is determined that the end of idle when all the devices for braking are released. The method according to claim 1 or 2, The idle prediction unit, The shifting gear is in the neutral or parking position, Speed is in the range of 0, With one or more of the braking devices engaged, The fuel saving device, characterized in that it is determined that idling is expected after a specified time elapses. An idling predicting unit that determines in advance a situation in which idling is expected to occur and determines the end of idling; An air pressure detecting device for detecting air pressure of an air tank that supplies power for opening and closing a door of a vehicle; And When the idle prediction is determined to be idle and the air pressure is higher than the reference value, the engine of the vehicle is stopped to save fuel, The fuel saving control unit restarts the engine of the vehicle when the idle prediction unit determines the end of the idle. Fuel saving device comprising a. An idling predicting unit that determines in advance a situation in which idling is expected to occur and determines the end of idling; A first air pressure sensing device for sensing first air pressure of a first air tank supplying power for a vehicle braking device; A second air pressure sensing device for sensing a second air pressure of a second air tank supplying power for the parking device of the vehicle; And If it is determined that idling is expected in the idling prediction unit, and the first air pressure is greater than the reference value and the second air pressure is greater than the reference value, the engine of the vehicle is stopped to save fuel, The fuel saving control unit restarts the engine of the vehicle when the idle prediction unit determines the end of the idle. Fuel saving device comprising a.

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