WO2009051407A2 - Appareil de guidage de conduite optimale - Google Patents

Appareil de guidage de conduite optimale Download PDF

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Publication number
WO2009051407A2
WO2009051407A2 PCT/KR2008/006083 KR2008006083W WO2009051407A2 WO 2009051407 A2 WO2009051407 A2 WO 2009051407A2 KR 2008006083 W KR2008006083 W KR 2008006083W WO 2009051407 A2 WO2009051407 A2 WO 2009051407A2
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WO
WIPO (PCT)
Prior art keywords
fuel
vehicle
main control
control unit
unit
Prior art date
Application number
PCT/KR2008/006083
Other languages
English (en)
Other versions
WO2009051407A3 (fr
Inventor
Jae Park Kim
Original Assignee
Jae Park Kim
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jae Park Kim filed Critical Jae Park Kim
Priority claimed from KR1020080100975A external-priority patent/KR20090038378A/ko
Publication of WO2009051407A2 publication Critical patent/WO2009051407A2/fr
Publication of WO2009051407A3 publication Critical patent/WO2009051407A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions

Definitions

  • the present invention relates to a vehicle driving guidance apparatus, and more particularly to a vehicle driving guidance apparatus, which analyzes road conditions and guides a vehicle to be driven according to the road conditions.
  • a hybrid driving method in which high efficient driving is carried out using an engine efficiency map, and a hybrid driving control system for achieving the same, and a fuel saving guidance apparatus of a vehicle and a method for controlling the same have been conventionally proposed.
  • the above techniques refers to driving guidance apparatuses, which perform macroscopic control using an engine load map, and provide driving methods through display devices using the macroscopic engine load map.
  • the present invention has been made in view of the above problems, and it is an object of the present invention to provide a vehicle driving guidance apparatus, which calculates a load amount according to a driving speed of a driver using signals required to calculate the load amount, and guide a vehicle to be driven according to road conditions corresponding to the load amount.
  • a vehicle driving guidance apparatus including an input unit to input a signal according to the driving of a vehicle; a signal converter to convert the signal inputted from the input unit to a digital signal; a main control unit to calculate a fuel loss state of the vehicle through the digital signal inputted from the signal converter and output a control signal according to the fuel loss state; and a guidance device to guide the vehicle to be driven according to the control signal inputted from the main control unit.
  • the input unit may include a fuel injector to input a fuel injection amount signal of the vehicle; a speed sensor to input a speed signal of the vehicle; and an oxygen concentration signal to input an oxygen concentration signal of an engine of the vehicle.
  • the main control unit may include an engine RPM determining unit to determine an engine load amount of the vehicle; a fuel economy measuring unit to calculate a fuel consumption amount of the vehicle from the speed and mileage of the vehicle and the engine load amount; a maximum efficiency time determining unit to determine a maximum efficiency time using an engine efficiency map and the engine load amount; an over load time determining unit to determine an over load time using the engine efficiency map and the engine load amount; a fuel loss amount calculating unit to calculate a fuel loss amount by analyzing an exhaust gas characteristic and a variation of the engine load amount in a cycle unit; and a guidance control unit to output the control signal according to a signal inputted from at least one of the engine RPM determining unit, the fuel economy measuring- unit, the maximum efficiency time determining unit, the over load time determining unit, and the fuel loss amount calculating unit.
  • the guidance device may include a sound output unit to output the fuel loss state of the vehicle in a sound; a guidance display to display the fuel loss state of the vehicle; a guidance instrument installed on an accelerator pedal of the vehicle, and operated to allow a driver to recognize the fuel loss state by touch; and a guidance instrument driving unit to drive the guidance instrument.
  • the guidance instrument includes a vibration motor, or a solenoid to change pressure applied to the accelerator pedal.
  • the fuel loss state may display a driving standard of the vehicle, excessive waste amounts and momentary loss amounts of the fuel in deceleration and acceleration, a maximum efficiency time, the engine load amount, and whether or not the fuel.
  • the guidance display may include at least one of an LED display unit, an LCD display unit, and a 7-segment display unit.
  • the LED display unit may include lamps having brightness differentially controlled according to the momentary loss amounts of the fuel in deceleration and acceleration, include lamps displaying the momentary loss amounts of the fuel in deceleration and acceleration using at least one method of magnification, reduction, integral, differential, and delay methods, or include lamps arranged in a bar shape.
  • the LED display unit may include lamps turned on in different colors according to the fuel loss state of the vehicle, and the lamp of the LED display unit representing the driving standard of the vehicle may be turned on in a green color and the lamps of the LED display unit representing the momentary loss amounts of the fuel in deceleration and acceleration may be turned on in a blue color.
  • the LED display unit includes lamps disposed at right and left sides and differentially turned on according to the fuel loss states of the fuel in deceleration and acceleration.
  • the momentary loss amounts of the fuel in deceleration and acceleration may be respectively classified into three grades including larger, middle, and small grades, and the lamps of LED display unit may be installed corresponding to the grades.
  • the main control unit may divide road conditions into a high incline road, a low incline road, and a flat road; on the high incline road, in an initial access section, the main control may turn on the momentary loss amount display lamps of the LED display unit in the range indicating that the momentary loss amount in acceleration is small and thus guide a driver to gradually operate the accelerator pedal in an accelerating direction, in an inflection point section, the main control unit may guide the driver to rapidly operate the accelerator pedal to the maximum efficiency point and maintain the maximum efficiency point up the apex, in a section near the apex, the main control unit may turn on the momentary loss amount display lamps of the LED display unit in the range indicating that the momentary loss amount in deceleration is reduced, and in a downhill section, the main control unit may guide the driver to operate the accelerator pedal in the direction opposite to the accelerating direction to cut the fuel; on the flat road, the main control unit may turn on the momentary loss amount display lamps of the LED display unit in the range indicating that the momentary loss
  • the LCD display unit may include lamps divided to respectively display the fuel loss states in deceleration and acceleration, which are controlled differentially according to the fuel loss states of the fuel in deceleration and acceleration, include lamps arranged in a bar shape, or include lamps turned on in different colors according to the fuel loss state of the vehicle.
  • the 7-segment display unit may display the fuel consumption amount of the vehicle.
  • the 7-segment display unit may display a sectional fuel consumption amount for a designated time after the stop of the vehicle, display a cumulative fuel consumption amount after the designated time has elapsed, and initialize the sectional fuel consumption amount on the re-start of the vehicle, and thus automatically display the fuel consumption amount.
  • the main control unit may divide road conditions into a high incline road, a low incline road, and a flat road; on the high incline road, in an initial access section, the main control unit may guide a driver to gradually operate the accelerator pedal in an accelerating direction, in an inflection point section, the main control unit may guide the driver to rapidly operate the accelerator pedal to the maximum efficiency point and maintain the maximum efficiency point up the apex, and in a downhill section, the main control unit may guide the driver to operate the accelerator pedal in the direction opposite to the accelerating direction to cut the fuel; on the flat road, the main control unit may guide the driver to fix the accelerator pedal to the load corresponding to the driving speed of the vehicle; and on the low incline road, in an uphill section, the main control unit may guide the driver to gradually operate the accelerator pedal in the accelerating direction, and in a downhill section, the main control unit may guide the driver to operate the accelerator pedal in the direction opposite to the accelerating direction.
  • the driving guidance apparatus allows a driver to stably drive a vehicle, and enhances the fuel consumption of the vehicle. Thereby, the driving guidance apparatus saves energy consumption and reduces air pollution due to the fuel consumption of the vehicle.
  • FIG. 1 is a diagram illustrating a practical hybrid driving pattern being suitable to a road topography
  • FIG. 2 is a graph illustrating a driving pattern causing high fuel waste
  • FIG. 3 is a graph illustrating a static speed and static load driving pattern
  • FIG. 4 is a graph illustrating a hybrid driving pattern based on theoretical and macroscopic modeling
  • FIG. 5 is a graph illustrating a hybrid driving pattern being suitable to real road conditions
  • FIG. 6 is a block diagram of a vehicle driving guidance apparatus in accordance with an embodiment of the present invention.
  • FIG. 7 is a diagram illustrating a variation of a fuel consumption rate according to an engine RPM and a load amount
  • FIGS. 8 to 12 are views respectively illustrating examples of a guidance display in accordance with the embodiment of the present invention.
  • FIG. 13 is a view illustrating examples of a guidance instrument in accordance with the embodiment of the present invention.
  • FIG. 14 is a graph illustrating a driving pattern in accordance with the embodiment of the present invention.
  • FIG. 15 is a graph illustrating result values obtained from the driving pattern on a high uphill road in accordance with the embodiment of the present invention.
  • FIG. 16 is a graph illustrating result values obtained from the driving pattern on a middle uphill road in accordance with the embodiment of the present invention.
  • FIG. 17 is a graph illustrating an example of LED display classified by sections using the guidance display in accordance with the embodiment of the present invention.
  • FIG. 18 is a flow chart illustrating a process of operating the vehicle driving guidance apparatus in accordance with the embodiment of the present invention.
  • FIG. 1 is a diagram illustrating a practical hybrid driving pattern being suitable to a road topography
  • FIG. 2 is a graph illustrating a driving pattern causing high fuel waste
  • FIG. 3 is a graph illustrating a static speed and static load driving pattern
  • FIG. 4 is a graph illustrating a hybrid driving pattern based on theoretical and macroscopic modeling
  • FIG. 5 is a graph illustrating a hybrid driving pattern being suitable to real road conditions.
  • the hybrid driving has a driving pattern including three modes, i.e., static load, optimum efficiency acceleration, and fuel cut such that a road topography, driving conditions, and a vehicle speed are analyzed to produce the maximum road use efficiency.
  • the hybrid driving pattern is a driving pattern, in which a vehicle is driven to have static load on a flat road, optimum efficiency acceleration on an uphill road, and fuel cut on a downhill road, under any road circumstances, as shown in FIG. 1.
  • FIG. 2 is a graph illustrating a driving pattern of a driver, which drives a vehicle at a high fuel waste rate.
  • the vehicle when the driver drives the vehicle in an economical speed region on a real road, the vehicle generally runs at a driving fuel consumption efficiency of 100% compared with that in a federal test procedure (FTP)-75 mode.
  • FIG. 3 is a graph illustrating a static speed and static load driving pattern.
  • FIG. 4 is a graph illustrating a hybrid driving pattern based on theoretical and macroscopic modeling.
  • the vehicle theoretically runs at a driving fuel consumption efficiency of 250% compared with that in the FTP-75 mode, but actually runs at a driving fuel consumption efficiency of 140% compared with that in the FTP-75 mode.
  • FIG. 5 is a graph illustrating a hybrid driving pattern being suitable to real road conditions.
  • the vehicle runs at a driving fuel consumption efficiency of 160% compared with that in the FTP-75 mode.
  • a medium vehicle (2,000cc) runs at a driving fuel consumption efficiency of 120-130% compared with that in the FTP-75 mode.
  • the air-fuel ratio in the cylinder is high due to the evaporation of the fuel attached to the inner wall of the intake pipe caused by the formation of a vacuum state in the intake pipe at an initial stage of a fuel cut or deceleration period, and thus imperfect combustion occurs. This fact is confirmed through a portion
  • FIG. 6 is a block diagram of a vehicle driving guidance apparatus in accordance with an embodiment of the present invention
  • FIG. 7 is a diagram illustrating a variation of a fuel consumption rate according to an engine RPM and a load amount.
  • the vehicle driving guidance apparatus in accordance with the embodiment of the present invention includes an input unit 100, a signal converter 200, a main control unit 300, and a guidance device 400.
  • the input unit 100 inputs various signals generated by the driving of a vehicle engine, the driving of a vehicle, and user's manipulation.
  • a fuel injector 102 injects a fuel into the engine when a vehicle runs, and outputs a fuel injection amount signal corresponding to the amount of the fuel injected into the engine.
  • a speed signal input unit 104 inputs a speed signal corresponding to the speed of the vehicle.
  • the speed signal input unit 104 may input the speed signal through a global positioning system (GPS) as well as a speed sensor installed in the vehicle.
  • GPS global positioning system
  • An oxygen sensor 106 inputs an oxygen concentration signal corresponding to the concentration of oxygen supplied to the engine of the vehicle, and a switch input unit 108 inputs various variables according to a user's control instruction and a switch signal to set an initial value.
  • the signal converter 200 converts the signal inputted from the input unit
  • the signal converter 200 includes a noise filter (not shown) to remove noise of the signal inputted from the input unit 100, and a signal level converting device (not shown).
  • the main control unit 300 calculates a fuel loss state of the vehicle through the digital signal inputted from the signal converter 200, and outputs a control signal to control the guidance device 400 according to the fuel loss state. That is, the main control unit 300 calculates the momentary loss states of the fuel in deceleration and acceleration by calculating and analyzing an engine load through the digital signal inputted from the signal converter 200, and controls the guidance device 400 based on the momentary loss state of the fuel, thus allowing a driver to drive a vehicle at a reduced fuel loss.
  • An engine RPM determining unit 302 calculates an injection interval using counter and capture functions of a timer (not shown) of the main control unit 300 and analyzes and determines a fuel injection method, i.e., any one of a simultaneous fuel injection method, a sequential fuel injection method, and a random fuel injection method, thus determining an engine RPM.
  • a load amount calculating unit 304 measures the total fuel injection period within one engine cycle using the counter and capture functions of the timer (not shown) of the main control unit 300, and calculates a fuel injection amount by coefficient-processing the total fuel injection period. Further, the load amount calculating unit 304 calculates a load applied to the engine by comparing the fuel injection amount with a max injection value in a cycle unit.
  • a speed and mileage determining unit 306 determines the speed and the mileage of the vehicle. That is, the speed and mileage determining unit 306 measures the cycle of the speed and the mileage of the vehicle using the counter and capture functions of the timer (not shown) of the main control unit 300. Here, the speed and the mileage may be determined through a speed and a mileage inputted from the GPS.
  • a vehicle movement determining unit 308 determines whether or not a signal is inputted from the speed and mileage determining unit 306 for a designated time, and determines that the vehicle is stopped when the signal is not inputted from the speed and mileage determining unit 306 for the designated time.
  • An oxygen concentration measuring unit 310 measures the concentration of oxygen in an exhaust gas pipe. Specifically, the oxygen concentration measuring unit 310 converts a variation of the concentration of oxygen in the cycle unit into a cycle unit oxygen concentration value in a sine wave from a value measured by an A/D converter (not shown) of the main control unit 300 and the engine RPM.
  • a fuel economy measuring unit 312 calculates a fuel consumption efficiency in units of Km/L, L/lOOKm, or L/hr from the speed and the mileage obtained by the speed and mileage determining unit 306 and the fuel injection amount obtained by the load amount calculating unit 304.
  • a maximum efficiency time determining unit 314 determines a maximum efficiency time using an engine efficiency map shown in FIG. 7 and the engine load amount calculated by the load amount calculating unit 304.
  • An over load time determining unit 316 determines an over load time using an engine efficiency map shown in FIG. 7 and the engine load amount calculated by the load amount calculating unit 304.
  • a fuel loss amount calculating unit 318 calculates a fuel loss amount by analyzing a variation of the cycle unit load amount calculated by the load amount calculating unit 304, or calculates a fuel loss amount from an exhaust gas characteristic calculated by the oxygen concentration measuring unit 310. Further, the fuel loss amount may be exactly calculated through the load amount calculating unit 304 and the oxygen concentration measuring unit 310.
  • a guidance control unit outputs control signals to control the guidance device 400.
  • the guidance control unit receives signals corresponding to the engine RPM, the fuel consumption amount, the maximum efficiency time, the over load time, and the fuel loss amount inputted from the engine RPM determining unit 302, the fuel economy measuring unit 312, the maximum efficiency time determining unit 314, the over load time determining unit 316, and the fuel loss amount calculating unit 318, and inputs control signals to the guidance device 400.
  • the guidance control unit includes an LED display control unit 320, an LCD display control unit 322, a sound control unit 324, and a touch control unit 326.
  • the LED display control unit 320 and the LCD display control unit 322 respectively output control signals such that an LED display unit 404, a 7- segment display unit 412, and an LCD display unit 406 display a driving standard of the vehicle, excessive waste amounts and momentary loss amounts of the fuel in deceleration and acceleration, the maximum efficiency time, the engine load amount, and whether or not the fuel is cut.
  • the sound control unit 324 outputs a control signal such that a sound output unit 402 outputs a bell or a voice to reduce the consumption of the fuel
  • the touch control unit 326 outputs a control signal to reduce the consumption of the fuel by touch through an accelerator pedal 431 to an valve driving unit 408 and a motor driving unit 410.
  • FIGS. 8 to 12 are views respectively illustrating examples of a guidance display in accordance with the embodiment of the present invention
  • FIG. 13 is a view illustrating examples of a guidance instrument in accordance with the embodiment of the present invention.
  • the guidance device 400 displays the fuel loss state including the momentary loss amounts and the load amounts in deceleration and acceleration, i.e., the driving standard of the vehicle, the excessive waste amounts and the momentary loss amounts of the fuel in deceleration and acceleration, the maximum efficiency time, the engine load amount, and whether or not the fuel is cut, and operates the guidance instrument.
  • the sound output unit 402 outputs a bell or a voice, which expresses the excessive waste amounts and the momentary loss amounts of the fuel in deceleration and acceleration, the driving standard, an accelerating time, and the load amount, in response to the control signal of the sound control unit 324, and thus allows a user to recognize the above fuel loss state aurally.
  • factors outputting the alarm sound are the excessive waste amounts and the momentary loss amounts of the fuel in deceleration and acceleration, the driving standard, the accelerating time, and the load amount
  • the present invention is not limited thereto but the alarming sound may be outputted in other various points of time.
  • the guidance display includes the LED display unit 404, the LCD display unit 406, and the 7-segment display unit 412, and displays a driving pattern to reduce fuel consumption.
  • the LED display units 404 and the LCD display units 406, as shown in FIGs. 8 to 12, allow a driver to rapidly move to a high-output maximum efficiency time on an engine load map so as to satisfy driving response when the vehicle runs on a high incline road or requires rapid acceleration or deceleration, and the driver to properly manipulate the accelerator pedal 431 corresponding to calculated fuel waste factors in acceleration or deceleration to prevent the momentary fuel loss when the accelerator pedal 431 is used in other regions, thus causing the driver to drive the vehicle at a reduced fuel waste.
  • each of the LED display units 404 includes excessive waste amount display lamps, waste amount display lamps, momentary loss amount display lamps representing the fuel consumption amounts in deceleration and acceleration such that the user can visually easily recognize the fuel consumption amounts in deceleration and acceleration, and further includes lamps formed at the left or right to respectively display over load or static load, fuel cut, and a load amount.
  • the momentary loss amount display lamps of each of the LED display units 404 are turned on in different colors, and the number of the turned on/off momentary loss amount display lamps is increased or decreased in proportion to the fuel consumption amount. That is, the recognition intensities, i.e., the brightness, of the momentary loss amount in acceleration and the momentary loss amount in deceleration, are differentially controlled, and thus the driver easily recognizes the momentary loss amount and spontaneously performs economic driving.
  • the driving standard lamp is turned on in a light green color to reduce driver's eye strain during driving.
  • the over load display lamp, the momentary loss amount display lamps, and the load amount display lamps are formed in a bar shape to be more strongly recognized visually.
  • each of the LED display units 404 displays the load amount, the excessive waste amount, the over load, the maximum efficiency time, the momentary loss amount, and the driving standard in the vertical and horizontal directions using a plurality of -lamps.
  • each of the LCD display units 406, which is divided into right and left parts display the momentary loss amounts in acceleration and deceleration, and displays the load amount, the over load, and the maximum efficiency time.
  • the fuel loss state displayed by the LCD display unit 406 is equal to that displayed by the LED display unit 404.
  • FIG. 12 illustrates a guidance display further including the 7-segment display unit 412.
  • the 7-segment display unit 412 displays the fuel consumption amount in figures such that a user can recognize the fuel consumption amount. That is, the guidance display displays the momentary loss amount based on through LCD and LED lamps, and expresses the fuel consumption amount, which is generally used, in figures.
  • the above LED display unit 404, the LCD display unit 406, and the 7- segment display unit 412 apply an integral weighted value and a differential value to allow a driver to easily recognize the fuel consumption amount, and thus the driver conveniently drives the vehicle on a road.
  • These display units cause the driver to drive based on the response of the autonomous nervous system through visual recognition in an unconscious state rather than to drive as instructed, thus allowing the driver to perform economic driving. Further, the lamps are turned on in a light green color to reduce driver's eye strain during driving, and the momentary loss display lamps are turned on in blue color to be easily recognized by the driver and employ three-stage LED lamps having differential brightness according to the momentary loss amount.
  • the 7-segment display unit 412 automatically determines the stop and start of the vehicle without driver's key manipulation in terms of a section display function, and thus displays the sectional fuel consumption amount for 30 seconds after the stop of the vehicle, displays the cumulative fuel consumption amount after 30 seconds after the stop of the vehicle, and initializes the sectional fuel consumption amount on the re-start of the vehicle. That is, in case that a driver repeatedly drives a vehicle on the same road, such as commutating, the 7-segment display unit 412 determines the stop and start of the vehicle and thus automatically displays the fuel consumption amount such that the driver can confirm whether or not the driver effectively followed the improved hybrid driving pattern and then more effectively perform the improved hybrid driving pattern with reference to the confirmation.
  • the fuel loss state displayed through the LED display unit 404, the LCD display unit 406, and the 7-segment display unit 412, may include other various factors, if necessary, in addition to the fuel consumption amounts, the momentary loss amounts, whether or not the fuel is cut, and the excessive waste amounts in deceleration and acceleration.
  • a guidance instrument driving unit includes the valve driving unit 408 and the motor driving unit 410, and as shown in FIG. 13, the valve driving unit 408 and the motor driving unit 410 are respectively driven by the control signal of the touch control unit 326 such that a driver can recognize a waste part by touch of a foot to perform economic driving.
  • FIGs. 13A and 13B respectively illustrate examples of the installation of the guidance instrument.
  • a vibration motor 433 or a solenoid 434 is installed on an accelerator pedal cover 432 formed on the accelerator pedal 431.
  • the vibration motor 433 or the solenoid 434 vibrates or generates a change in pressure due to the driving of the motor driving unit 410 or the valve driving unit 408 according to the control signal of the touch control unit 326 caused by the generation of the momentary loss of the fuel, and thus allows the driver to recognize the waste of the fuel by touch through the accelerator pedal 431.
  • FIG. 14 is a graph illustrating a driving pattern in accordance with the embodiment of the present invention, FIG.
  • FIG. 15 is a graph illustrating result values obtained from the driving pattern on a high uphill road in accordance with the embodiment of the present invention
  • FIG. 16 is a graph illustrating result values obtained from the driving pattern on a middle uphill road in accordance with the embodiment of the present invention.
  • FIG. 14 is a graph illustrating the driving pattern in accordance with the embodiment of the present invention
  • FIG. 15 is a graph illustrating result values obtained from the driving pattern on a high uphill road in accordance with the embodiment of the present invention
  • FIG. 16 is a graph illustrating result values obtained from the driving pattern on a middle uphill road in accordance with the embodiment of the present invention
  • FIG. 17 is a graph illustrating an example of
  • FIG. 18 is a flow chart illustrating a process of operating the vehicle driving guidance apparatus in accordance with the embodiment of the present invention.
  • the momentary loss amounts in deceleration and acceleration are respectively classified into three grades, i.e., larger, middle, and small, and momentary loss amount display lamps are installed corresponding to the respective amounts, as shown in the LED display unit 404 of FIG. 8.
  • the main control unit 300 divides road conditions into a high incline road, a flat road, and a low incline road.
  • the main control unit 300 turns on the momentary loss amount display lamps of the LED display unit 404 in the range (Ul) indicating that the momentary loss amount in acceleration is small, and thus guides the driver to gradually operate the accelerator pedal 432 in an accelerating direction (Tl).
  • the main control unit 300 guides the driver to rapidly operate the accelerator pedal 431 to the maximum efficiency point (T3), preferably to a three forth point of the maximum depth of the accelerator pedal 431, in the accelerating direction (T2), and in the section (H2) up to the apex, the main control unit 300 guides the driver to maintain the maximum efficiency point (T3) of the accelerator pedal 431.
  • the main control unit 300 guides the driver to reduce force applied to the accelerator pedal 431 to gradually operate the accelerator pedal 431 in the direction opposite to the accelerating direction (T4) such that the momentary loss amount display lamps of the LED display unit 404 are turned on in the range indicating that the momentary loss amount in deceleration is small, and in the downhill section (H3), the main control unit 300 turns on the fuel cut display lamp and thus guides the driver to operate the accelerator pedal 431 in the direction opposite to the accelerating direction to cut the fuel.
  • the reason why the main control unit 300 guides the driver to gradually accelerate the vehicle in the initial access section on the high incline road and rapidly operate the accelerator pedal 431 up to the maximum efficiency time is that the overall momentary loss is smaller than the cumulative momentary loss.
  • the high incline road has a maximum efficiency point duration period and a fuel cut period, which are relatively longer than those on the flat road, and thus has a large gain obtained by high-efficiency driving and a long pattern application cycle and has a relatively small momentary loss generated in the operation of the accelerator pedal 431.
  • FIG. 15 illustrates driving results on a real high incline road, and represents that, from the viewpoint of fuel injection characteristics, an engine control system sufficiently performs feedback control throughout the entire sections of the road and thus there is no waste of the fuel.
  • the main control unit 300 turns on the lamps of the LED display unit 404 displaying the load (T6) corresponding to the driving speed to be desired and the momentary loss amounts in the ranges (Dl and Ul) indicating that the momentary loss amounts in deceleration and acceleration are small, and thus guides the driver to fix the load corresponding to the driving speed of the vehicle.
  • the main control unit 300 turns on the momentary loss amount lamps of the LED display unit 404 in the range (Ul) indicating that the momentary loss amount in acceleration is small, and thus guides the driver to gradually operate the accelerator pedal 431 in the accelerating direction (Tl).
  • the main control unit 300 turns on the momentary loss amount lamps of the LED display unit 404 in the range indicating that the momentary loss amount in acceleration is reduced, i.e., in the middle range, and thus guides the driver to operate the accelerator pedal 431 in the direction opposite to the accelerating direction to maintain the depth (T7) of the accelerator pedal 431.
  • FIG. 16 illustrates driving results on a real middle incline road, and represents that, from the viewpoint of fuel injection characteristics, an engine control system sufficiently performs feedback control throughout the entire sections of the road and thus there is no waste of the fuel.
  • FIG. 17 is a graph illustrating an example of LED display classified by sections using the guidance display in accordance with the embodiment of the present invention.
  • the main control unit 300 calculates a current load amount using the signal converted by the signal converter 200 (SlO), and analyzes the load amount according to road conditions (S20).
  • the main control unit 30 calculates a mean load during driving, and thus calculates a weighted mean value of a 64, 32, or and 16 cycle (S30).
  • the weighted mean value is larger than the current engine load amount (S40)
  • the momentary fuel loss amount in deceleration is calculated (S42), and the calculated momentary fuel loss amount is displayed to perform the deceleration and the vibration motor 433 or the solenoid 434 is operated (S44).
  • the weighted mean value is smaller than the current engine load amount (S50)
  • the momentary fuel loss amount in acceleration is calculated (S52), and the calculated momentary fuel loss amount is displayed to perform the acceleration and the vibration motor 433 or the solenoid 434 is operated (S 54).
  • the display to perform acceleration or deceleration is stopped (S60), and the current engine load amount is initialized (S80).
  • the driving standard lamps of the LED display unit 404 and the LCD display unit 406 are turned off (S70), and whether or not power supplied to the driving guidance apparatus is cut is determined (SlOO).
  • S70 the driving standard lamps of the LED display unit 404 and the LCD display unit 406 are turned off (S70), and whether or not power supplied to the driving guidance apparatus is cut is determined (SlOO).
  • a driving guidance apparatus of the present invention allows a driver to stably drive a vehicle, and enhances the fuel consumption of the vehicle. Thereby, the driving guidance apparatus saves energy consumption and reduces air pollution due to the fuel consumption of the vehicle.

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
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  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract

L'invention concerne un appareil de guidage de conduite d'un véhicule, qui analyse des conditions routières et guide la conduite d'un véhicule en fonction des conditions routières. L'appareil de guidage de conduite du véhicule comprend une unité d'entrée permettant d'entrer un signal en fonction de la conduite d'un véhicule; un convertisseur de signaux permettant de convertir le signal entré à partir de l'unité d'entrée en un signal numérique; une unité de commande principale permettant de calculer un état de perte de carburant du véhicule au moyen du signal numérique entré provenant du convertisseur de signaux et d'émettre un signal de commande en fonction de l'état de perte de carburant; et un dispositif de guidage permettant de guider la conduite du véhicule en fonction du signal de commande entré à partir de l'unité de commande principale.
PCT/KR2008/006083 2007-10-15 2008-10-15 Appareil de guidage de conduite optimale WO2009051407A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
KR10-2007-0103543 2007-10-15
KR20070103543 2007-10-15
KR10-2008-0100975 2008-10-15
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WO2011126431A1 (fr) * 2010-04-08 2011-10-13 Scania Cv Ab Procédé et module liés au limiteur de vitesse
US9081651B2 (en) 2013-03-13 2015-07-14 Ford Global Technologies, Llc Route navigation with optimal speed profile

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KR100444351B1 (ko) * 2003-02-10 2004-08-18 김종식 연료절감 자동차 도로주행모드 지시, 기록 및 평가 시스템.
KR100645266B1 (ko) * 2003-12-15 2006-11-13 주식회사 립싸이언텍 하이브리드 주행제어 시스템
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KR100444351B1 (ko) * 2003-02-10 2004-08-18 김종식 연료절감 자동차 도로주행모드 지시, 기록 및 평가 시스템.
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JP2007055436A (ja) * 2005-08-24 2007-03-08 Toyota Motor Corp 走行モード設定装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011126431A1 (fr) * 2010-04-08 2011-10-13 Scania Cv Ab Procédé et module liés au limiteur de vitesse
US9081651B2 (en) 2013-03-13 2015-07-14 Ford Global Technologies, Llc Route navigation with optimal speed profile

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