WO2010018900A1 - Economiseur de carburant pour véhicule - Google Patents

Economiseur de carburant pour véhicule Download PDF

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Publication number
WO2010018900A1
WO2010018900A1 PCT/KR2008/007432 KR2008007432W WO2010018900A1 WO 2010018900 A1 WO2010018900 A1 WO 2010018900A1 KR 2008007432 W KR2008007432 W KR 2008007432W WO 2010018900 A1 WO2010018900 A1 WO 2010018900A1
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WO
WIPO (PCT)
Prior art keywords
idling
engine
vehicle
fuel saving
fuel
Prior art date
Application number
PCT/KR2008/007432
Other languages
English (en)
Inventor
Min Ho Shin
Original Assignee
Min Ho Shin
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
Priority claimed from KR1020080079113A external-priority patent/KR100873325B1/ko
Application filed by Min Ho Shin filed Critical Min Ho Shin
Publication of WO2010018900A1 publication Critical patent/WO2010018900A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/702—Road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0833—Vehicle conditions
    • F02N11/0837—Environmental conditions thereof, e.g. traffic, weather or road conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/061—Battery state of charge [SOC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0804—Temperature inside the vehicle cabin
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a fuel saving device of a vehicle, and more particularly to a fuel saving device of a vehicle capable of preventing fuel waste caused by idling in a bus or a lorry, or by over-acceleration during a gear shifting time.
  • a starter of a vehicle generally includes a power source device (1) for supplying electric power to the vehicle, a fuel valve driving motor (2) operated by being supplied with the power source from the power source device (1) to supply or stop liquid fuel supplied from a fuel tank of the vehicle, a key box (3) for starting the vehicle and an electric device for supplying necessary electric power to interiors of the vehicle.
  • the electric power of the power source device (1) applied through the key box (3) enables conduction of a first relay (R Y5) and supply of electric power to the electric device at the interiors of the vehicle via a main fuse (4). T he electric power also conducts a second relay (RY6) to allow a current supplied from the power source device (10) to flow in a relay (R Y7), which in turn opens or closes a supply/stop switch (5) of the fuel valve driving motor (2), whereby fuel is supplied to operate an engine.
  • the conventional vehicle thus configured is not mounted with a separate device for restraining the engine driving to disable to limit the idling of the engine.
  • An excessive idling of the engine brings forth an unnecessary energy waste to shorten an engine life and to result in hazardous emission of gas, thereby aggravating the atmospheric pollution.
  • buses or trucks have features that are different from those of a passenger car.
  • buses tend to stop at a bus stop for a long time to pick up passengers, and experience many extreme changes of total weights thereon due to loading or unloading of loads or passengers.
  • the present invention has been proposed to address or to alleviate the above- described drawbacks occurring in the prior art. Accordingly, it is an object of the present invention to provide a fuel saving device of a vehicle capable of efficiently preventing idling of a vehicle.
  • a fuel saving device of vehicle comprises: an idling estimator determining in advance a situation where an idling is expected to occur and determining an end of the idling; a charge detector detecting a charged level of a battery installed on a vehicle; and a fuel saving controller stopping or re-starting an operation of an engine for saving the fuel in consideration of the determination by the idling estimator and the charged level of the battery detected by the charge detector.
  • the fuel saving controller may stop the operation of the engine for saving the fuel if it is determined by the idling estimator that the idling is anticipated and the charged level of the battery detected by the charge detector is higher than a reference value. [21] [22] In some exemplary embodiments, the fuel saving controller may re-start the engine if it is determined by the idling estimator that end of the idling is determined or the charged level of the battery detected by the charge detector is lower than the reference value.
  • the fuel saving device of vehicle may further include a weight detection sensor detecting a weight of a vehicle, an inclination sensor sensing an inclination relative to gravity of the vehicle, and a support force calculator calculating a support force necessary for preventing the vehicle from being pushed out by the weight of the vehicle and the inclination.
  • the fuel saving controller may not stop the operation of the engine of the vehicle if the support force calculated by the support force calculator is greater than a reference value.
  • the fuel saving controller may re-start the operation of the engine of the vehicle if the support force calculated by the support force calculator is greater than a reference value.
  • the idling estimator may determine that the idling has ended if a switch manipulation is received from a user.
  • the fuel saving device of vehicle may further include an engine temperature detector for detecting a temperature of an engine room.
  • the fuel saving controller may not stop the operation of the engine of the vehicle if the temperature detected by the engine temperature detector is lower than a reference value.
  • the fuel saving controller may re-start the operation of the engine of the vehicle under an engine- stopped state if the temperature detected by the engine temperature detector is lower than a reference value.
  • the fuel saving device of vehicle may further include an indoor temperature detector installed inside the vehicle.
  • the fuel saving controller may not perform the stop operation of the engine of the vehicle for saving the fuel if the temperature detected by the indoor temperature detector is higher than a reference value.
  • the fuel saving controller may re-start the operation of the engine of the vehicle under an engine- stopped state if the temperature detected by the indoor temperature detector is higher than a reference value.
  • the idling estimator may include a gear shift sensor sensing a position of a gear shift lever, a brake sensor sensing an operation state of braking devices, and a speed sensor for sensing speed of a bus.
  • the fuel saving device of vehicle may further include a battery discharge prevention unit for simultaneously stopping main lights and cooling/heating devices if the fuel saving controller stops the engine, re-starting the main lights if the fuel saving controller re-starts the engine, and re-starting the cooling/ heating devices if the charged level of the battery is higher than the reference value by ascertaining if the charged level of the battery is higher than the reference value.
  • a battery discharge prevention unit for simultaneously stopping main lights and cooling/heating devices if the fuel saving controller stops the engine, re-starting the main lights if the fuel saving controller re-starts the engine, and re-starting the cooling/ heating devices if the charged level of the battery is higher than the reference value by ascertaining if the charged level of the battery is higher than the reference value.
  • the idling estimator may determine that the idling has ended if the devices for braking are all released.
  • the idling estimator may determine that the idling can be anticipated if the change gear is in a neutral position or in a parking position, speed is in the range of zero, one or more braking devices are in a fastened state and a predetermined time period has lapsed.
  • FIG.1 is a block diagram illustrating an exemplary embodiment of a fuel saving device of vehicle according to the present invention.
  • FIG.2 is a block diagram illustrating another exemplary embodiment of a fuel saving device of vehicle according to a novel idea of the present invention.
  • FIG.3 is a circuit diagram illustrating an exemplary embodiment of an idling estimator for realizing a novel idea of the present invention.
  • FIG.4 is a circuit diagram illustrating another exemplary embodiment of an idling estimator for realizing a novel idea of the present invention.
  • FIG.5 is a circuit diagram illustrating an exemplary embodiment of a circuit controlling a fuel saving controller for realizing a novel idea of the present invention.
  • FIG.6 is a schematic view illustrating a principle for calculating support force on a slope.
  • FIG.7 is a flowchart illustrating a fuel saving method performed by a fuel saving device of a vehicle according to an exemplary embodiment of the present invention.
  • FIG.8 is a circuit diagram illustrating a start-related circuit of a conventional vehicle.
  • FIG.1 is a block diagram illustrating an exemplary embodiment of a fuel saving device of vehicle according to the present invention. Referring to FIG.1, an exemplary embodiment of a fuel saving device mounted on a bus will be described.
  • a fuel saving device (1000) mounted on a bus may include an idling estimator (100) determining in advance a situation where an idling is expected to occur and determining an end of the idling; a charge detector (300) detecting a charged level of a battery (1200) installed on a bus; and a fuel saving controller (200) stopping an operation of an engine of the bus for saving the fuel.
  • the fuel saving controller (200) may be operated according to any one method of the following three methods.
  • the fuel saving controller (200) may stop the operation of the engine for saving the fuel if it is determined by the idling estimator (100) that an idling is anticipated and a charged level of a battery detected by the charge detector (300) is higher than a reference value, and re-start the engine if it is determined by the idling estimator (100) that end of the idling is determined.
  • the fuel saving controller (200) may stop the operation of the engine for saving the fuel if it is determined by the idling estimator (100) that an idling is anticipated and re-start the engine if it is determined by the idling estimator (100) that end of the idling is determined or the charged level of the battery detected by the charge detector is lower than the reference value.
  • the fuel saving controller (200) may stop the operation of the engine for saving the fuel if it is determined by the idling estimator (100) that an idling is anticipated and a charged level of a battery detected by the charge detector (300) is higher than a reference value, and re-start the engine if it is determined by the idling estimator (100) that end of the idling is determined or the charged level of the battery detected by the charge detector is lower than the reference value.
  • the stopping of an operation of an engine for saving fuel according to the fuel saving controller (200) may be a little different from that of a conventional engine.
  • the operation of performing a deactivation of an engine for saving fuel' may be to stop an operation of an engine pump supplying fuel to an engine (into cylinders) and to stop an operation of an ignition device (At this time, the igniting device may be a pressure ignition device for a diesel engine, and may be an ignition plug for a gasoline engine).
  • an operation that is not included in 'the operation of performing a deactivation of an engine for saving fuel' may be an operation for supplying lubricant to each friction part of an engine.
  • the idling estimator (100) is configured in anticipation of a vehicle being in an idling situation for a predetermined forthcoming time period.
  • the predetermined time period is a conditional time in which there is no unreasonable burden on an engine or there is no fuel consumption of an engine if the engine is temporarily stopped for a short time period and re-started, where the predetermined time period may be 10 seconds for a diesel-engine bus, and 5 seconds for an LNG (Liquified Natural Gas)-engine bus.
  • the idling estimator (100) may include various detection devices for collecting parameters which are bases for determining the anticipation of the idling.
  • the idling estimator (100) may also include an operation device which is a kind of arithmetic unit for determining the idling anticipation from the parameters.
  • the operation device of the idling estimator (100) may be realized by an interior module of a CPU (Central Processing Unit) for performing other operations.
  • the operation device may be realized by an interior module of a CPU for performing an operation of the fuel saving controller (200).
  • the charge detector (300) is to detect a charged level of a battery (1200) such as a lead condenser installed at a bus.
  • a battery (1200) such as a lead condenser installed at a bus.
  • Various methods for determining the charged level of a battery may be applied, and the determined charged level of a battery may be outputted in an ON/OFF value, a digital value or an analogue value.
  • the methods for determining the charged level of a battery will be to simply measure voltages of a battery, resistances of a battery, charged levels of a battery or density of liquid inside the battery.
  • the fuel saving controller (200) receives output signals from the idling estimator
  • the fuel saving controller (200) may also output an engine re-start signal when notified of an end of idling from the idling estimator (100) and may also output an engine re-start signal when notified of an end of idling from the idling estimator (100) or notified from the charge detector (300) of the fact that the charged level of the battery is smaller than a predetermined reference value.
  • the signal for stopping the operation of the engine or the signal for re-starting the engine may be realized by opening or closing of a switch for controlling an operation of an engine pump or of an ignition unit.
  • the fuel saving controller (200) may be realized by an interior module of a CPU
  • AND gate outputting an ON signal as an engine stop signal when an ON/OFF type of output signal from the charge detector (300) and an ON/OFF type of output signal from the idling estimator are simultaneously turned on.
  • the ON output signal of the charge detector defines that the battery charge level is higher than a predetermined reference value, while the ON output signal of the idling estimator defines that it is de- termined that the idling is anticipated.
  • a fuel saving controller (200) may output an OFF signal if an OFF output signal (meaning that idling has ended) is received from the idling estimator (100), or an OFF output signal (meaning that a charged level of a battery is insufficient) is received from the charge detector (300).
  • the OFF signal outputted by the fuel saving controller (200) may be applied to as an engine re-start signal.
  • the fuel saving device (1000) of a bus may further include a re-start manipulator
  • the idling estimator (100) may determine the receipt of the instruction of engine re-start as an end of idling.
  • the re-start of an engine by the re-start manipulator (600) requires a swift action, such that it is preferred that the re-start manipulator (600) be realized by switching means capable of swift touch switching manipulation, as there will be no big problem if an inappropriate re- start ever occurs.
  • a driver of a manual transmission vehicle usually grasps the change gear to change gears when the vehicle temporarily stops and re-starts during traffic congestion, such that the re-start manipulator (600) is positioned preferably at an area where the driver grasps the change gear.
  • the re-start manipulator (600) may be realized by a contact detector for detecting whether a driver has grasped a change gear manipulation rod of a bus. The contact detector will be described in detail later.
  • the illustrated fuel saving device of a bus does not perform the engine operation stop for saving the fuel if the battery charge level is not sufficient even in a situation where the idling is anticipated, such that inconvenience caused by battery discharge can be avoided in advance.
  • FIG.2 is a block diagram illustrating another exemplary embodiment of a fuel saving device of vehicle according to the novel idea of the present invention. Description for constituent elements overlapping with those of FIG.1 will be partially omitted.
  • the illustrated fuel saving device (1001) of a bus may include an idling estimator
  • a battery charge detector (301) detecting a charge level of a battery (1200) installed on the bus
  • a fuel saving controller (201) stopping the operation of an engine of the bus for saving fuel
  • a support force calculator (401) calculating a support force necessary for preventing the bus from being pushed down on a slope
  • a gear shift stopper (701) stopping the shift of gears when the fuel saving controller stops the engine of the bus
  • the fuel saving controller (201) may stop the operation of the engine in a bus for saving fuel if the idling estimator (101) anticipates the idling and if the charged level of a battery detected by the charge detector (301) is higher than a reference value.
  • the fuel saving controller (201) may re-start the operation of the stopped engine in a bus if the idling estimator (101) determines the end of the idling or if the charged level of a battery detected by the charge detector (301) is lower than a reference value. This is to prevent the battery discharge caused by the stop of engine for saving the fuel.
  • the fuel saving controller (201) may not stop the operation of the engine in a bus if the support force calculated by the support force calculator (401) is higher than a reference value, although it may be necessary to stop the operation of engine for saving fuel as a result of determination with regard to output signals from the idling estimator (101) and the charge detector (301). This is to prevent the bus from being pushed down on a slope.
  • the fuel saving controller (201) may not stop the operation of the engine in a bus if the temperature detected by the temperature sensor (601) is lower than the reference value. This is to avoid stopping the operation of engine for saving fuel in a situation where the engine is not fully warmed up.
  • a braking pressure (the pressure may be detected by a separate brake sensor) applied to a brake of a bus
  • the operation of an engine of a bus may not be stopped if the braking pressure is higher than a reference value. This is to prevent stopping the operation of an engine for saving fuel, using the fact that the braking pressure applied to the brake is greater when a bus is stopped on a slope.
  • the fuel saving device (1001) may further include a weight detector (481) detecting a weight of a bus when the bus is loaded with passengers, and an inclination detector (482) detecting an inclination relative to gravity of the bus.
  • the support force calculator (401) calculates a support force necessary for preventing the bus from being pushed down, using the weight of the bus detected by the weight detector (481) and the inclination detected by the inclination detector (482).
  • the fuel saving device (1001) may further include an open door starting prevention device (501) for disabling an operation of acceleration pedal (1300) when the bus tries to start with doors of the bus still opened.
  • the fuel saving controller (201) may activate the open door starting prevention device (501) to disable the operation of the acceleration pedal (1300) if it is determined that the bus is in a speedier state in consideration of a position on which a gear shift lever is located.
  • the fuel saving device (1001) may further include a re-start manipulator (607) capable of receiving an instruction of re-starting the engine from a driver, and in this case, the idling estimator (101) may determine that the idling has ended if received of the instruction of re-starting the engine.
  • a re-start manipulator 607 capable of receiving an instruction of re-starting the engine from a driver, and in this case, the idling estimator (101) may determine that the idling has ended if received of the instruction of re-starting the engine.
  • the idling estimator (101) is so configured as to anticipate that a vehicle will be in an idling state for a forthcoming predetermined time period.
  • the predetermined time period is a time condition where there will be no problem on the engine or there will be no unnecessary fuel consumption if the engine is temporarily stopped and re-started.
  • the idling estimator (101) is mounted with various detection devices for collecting parameters that are the bases of determination for estimating the idling.
  • the idling estimator (101) may also be mounted with a kind of an arithmetic unit for determining idling estimation from the parameters.
  • the operational unit of the idling estimator (101) may be realized by a module inside a CPU (Central Processing Unit). The detailed configuration of the idling estimator (101) will be described later.
  • the charge detector (301) serves to detect a charged level of a battery (1200) such as a lead storage battery mounted on a bus.
  • a battery (1200) such as a lead storage battery mounted on a bus.
  • a variety of methods may be applied for determining a charged level of the battery, and the determined charged level of the battery may be outputted and displayed in an ON/OFF value, a digital value or an analogue value.
  • the fuel saving controller (201) may receive output signals from the idling estimator (101), the temperature sensor (601), the support force calculator (401) and the charge detector (301) to perform a predetermined arithmetic operation. The fuel saving controller (201) may then output a signal for stopping the operation of the engine in order to save fuel consumption, and output a signal for re-starting the engine when in a situation to re-start the engine after stoppage of operation of the engine.
  • the signal for stopping the operation of engine and the signal for re-starting the operation of engine may be realized by opening/closing of a switch controlling operations of an engine pump and an ignition unit.
  • the fuel saving controller (201) may be realized by a module embedded in the CPU performing other arithmetic operations.
  • the temperature detector (901) functions to directly/indirectly measure the temperature in an engine room.
  • the temperature of the engine room may be directly measured but it is preferred that the temperature of the engine room be practically measured by a temperature sensor mounted adjacent to the engine room and mounted at an area where temperatures are changed according to the temperature of the engine room.
  • the temperature detector (901) may preferably be realized by a sensor for measuring a temperature of cooling water in a bus.
  • the cooling water is heated by engine, such that if the temperature of the cooling water reaches a predetermined level or more, the temperature of the engine is estimated to have risen above a predetermined reference temperature.
  • the fuel saving controller (201) may stop the operation of engine in the bus for saving the fuel, if a temperature value detected by the temperature detector (901) is lower than a predetermined reference value even if an idling occurs.
  • the fuel saving device has an advantage of maintaining the operation of the engine under this environment. Therefore, the predetermined reference temperature may be a temperature capable of operating the engine smoothly.
  • the fuel saving device may further include an indoor temperature detector installed inside the bus.
  • the fuel saving controller does not perform the stoppage of engine for saving the fuel if the temperature detected by the indoor temperature detector is higher than the reference temperature. Or/and if the temperature detected by the indoor temperature detector is higher than the reference temperature while the engine is stopped, the engine of the vehicle may be re- started.
  • the weight detector (481) functions to detect in real time the changes of weight of a bus in response to loading or unloading of passengers, and may be realized by a sensor mounted at a spring unit installed at an axle of the bus.
  • the weight detector (481) may be realized by a sensor detecting deviation of a hydraulic spring or a mechanical spring, or may be realized by a sensor capable of detecting a hydraulic pressure of a hydraulic spring.
  • the inclination detector (482) serves to detect an inclination relative to gravity direction of a bus itself by which an inclination of a slope on which the bus is running can be grasped.
  • the inclination detector (482) may be realized by currently-marketed two-axle or tri-axle acceleration sensor, or by a gravity detection sensor.
  • the support force calculator (401) functions to calculate a support force necessary for preventing the bus from being pushed from an inclination and gravity of the bus.
  • the support force tends to increase as the number of passengers on the bus increases and as the inclination of the bus increases
  • the force (F) may be applied to the support force according to the novel idea of the present invention.
  • the fuel saving controller (201) determines whether to allow 'stopping the operation of engine of the bus for saving fuel consumption' simply in consideration of the inclination of the slope only, the bus may keep running the engine during the idling to generate the fuel waste even on a gentle slope. In this case, there is a low likelihood of the bus being pushed
  • the support force calculator (401) determines whether to allow 'stopping the operation of engine of the bus for saving fuel consumption' in consideration of support force necessary for preventing the bus from being pushed on the slope, whereby safety may be secured on a slope and fuel consumption can be efficiently saved as well.
  • the support force calculator (401) is more useful in an environment where weight changes of a vehicle such as a bus are conspicuous.
  • the change gear stopper (701) serves to prevent a bus from being involved in an accident if a change gear is shifted in a situation where the operation of an engine is stopped for saving fuel according to the novel idea of the present invention.
  • engine start is obtained when a gear shift lever is in a neutral position for an automatic transmission vehicle, but shift of the gear shift lever is limited in a situation where the operation of the engine is stopped to pose almost no problems.
  • the danger is present in a case of a manual transmission vehicle.
  • the change gear stopper (701) may be embodied by an deactivation unit relative to a clutch pedal in case of a bus, and may be realized by a structure in which a signal is sent to the gear shift lever to lock in case of an automatic transmission bus.
  • the open door starting prevention device (501) is not a new configuration unique to this exemplary embodiment but a construction available to the conventional bus. That is, the open door starting prevention device (501) is operated in such a manner that an accelerator pedal is not depressed or acceleration is not effected even if a driver depresses the acceleration pedal when a door of the bus is open.
  • the fuel saving controller (201) is preferred to deactivate an accelerator such as an accelerator pedal by receiving a current speed, a current position of the gear shift lever and an RPM level if it is determined that an RPM level is being increased in a situation calling for shifting of the gear shift lever.
  • the present exemplary embodiment rather suggests to use the open door starting prevention device (501) conventionally existing on the bus instead of using a separate deactivation unit of accelerator. That is, if it is determined that an RPM level is higher in consideration of a position on which a gear shift lever is located, the conventional open door starting prevention device (501) mounted on a bus is activated to deactivate an accelerator pedal (1300), whereby a manufacturing cost may be saved in applying the novel idea of the present invention.
  • the brake sensor in an exemplary embodiment desiring a detailed operational status of brake in a bus may sense the braking pressure applied to the brake (it would be easier to measure the hydraulic pressure in case of hydraulic brake).
  • the idling estimator (101) may include a brake sensor by way of brake pressure detection method.
  • the fuel saving controller in this embodiment may not stop the operation of bus engine if a brake pressure detected by the brake sensor is greater than a reference value.
  • the stop of engine under a high brake pressure is determined as the bus having been stopped on a slope, and the operation of engine is stopped to prevent the bus from being pushed under for the safety sake.
  • the illustrated fuel saving device is preferred to further include a buzzer controller capable of controlling a buzzer in a bus.
  • the buzzer controller is so configured as not to sound a buzzer if the engine is stopped by the fuel saving controller.
  • the buzzer may be turned off when the engine is stopped by the fuel saving controller.
  • FIG.3 illustrates a construction of an exemplary embodiment and a connected construction thereof relative to an idling estimator for realizing a novel idea of the present invention.
  • an idling estimator (102) may include a gear position detection sensor (183) for sensing a position of a change gear, brake sensors (181, 182) for sensing an operational state of brake devices, a speed sensor (184) for sensing the speed of a bus and a computing element (112) for determining whether an idling is anticipated from sensed values of the sensors.
  • the idling estimator (102) may further include a distance detection sensor (185) for sensing a distance from a front vehicle, an open door detection sensor (188) for detecting an open/close of doors in a bus, an accelerator pedal sensor (189) for detecting a position of an accelerator pedal and an RPM (Revolutions per Minute) sensor (186) for detecting an RPM of an engine.
  • an output of each sensor is inputted to the computing element (112) but in some embodiments, the output may be directly inputted or may be inputted to the computing element (112) via a buffer circuit of other input terminals.
  • the gear position detection sensor (183) serves to detect a position of a gear shift lever, i.e., to detect which position the gear shift lever is shifted to.
  • the position of a gear shift lever is inputted from an automatic shift gear set, such that the gear position detection sensor (183) may be easily realized as an input terminal for receiving the position of the gear shift lever.
  • the gear position detection sensor (183) may be realized by a pair of beam emitting device-beam detection device installed at areas (preferably a slot-type area) that are positioned according to a shifted position (i.e., first gear, second gear, etc.) of the gear shift lever (shift indicator) in case of manual transmission vehicle.
  • the beam refers to a concept defining a linear energy wave including light, ultrasonic, infrared ray and the like.
  • the gear position detection sensor (183) may be embodied by a conduction detection element for detecting an electrical characteristic change in response to existence or non-existence of the gear shifting lever at the areas.
  • the gear shift lever has a superficially conductive property that enables an enhancement of the electrical characteristic change.
  • the brake sensor may know an operational status of a brake using one sensor in detecting the operational status of the brake using brake fluid (hydraulic pressure) of the brake.
  • the brake sensor however has a disadvantage in that it costs too much and it is difficult to realize although there is an advantage of checking the operational status using various steps.
  • the brake sensor is embodied by a foot brake sensor (181) for detecting a position of a foot brake and a hand (side) brake sensor (182) for detecting a position of a hand brake.
  • the foot brake sensor (181) and the hand brake sensor (182) may be realized by position detection means (a pair of beam emitting device-beam detection device or conduction detection device) installed at areas positioned by a lever of the foot/hand brake or at moving areas positioned in association with the lever of the foot/hand brake.
  • the foot brake sensor (181) and the hand brake sensor (182) may be realized by a contact detection sensor such as a touch switch capable of detecting a body contact by pedal or a steering wheel of a driver.
  • the foot brake sensor (181) is a constituent element capable of detecting a status (whether a driver has placed his or her foot on a brake pedal and depressed the brake pedal) of a brake on a subject vehicle mounted with an idling controller of the present invention.
  • the foot brake sensor (181) is installed near a brake pedal of a subject vehicle and may determine whether the brake pedal is depressed. As a result of the determination, a position signal relative to the foot brake status of a bus may be outputted to a controller.
  • the speed sensor (184) serves to measure a running speed of a bus, and may be realized by a separate acceleration sensor or may be embodied by receiving a speed from a GPS (Global Positioning System) module for searching a position and a route of a vehicle. However, it is preferable cost- wise that the speed sensor is realized by simply receiving a speed value from a speed meter installed on a vehicle.
  • GPS Global Positioning System
  • the RPM sensor (186) may be realized by receiving an RPM value from an RPM meter installed on the conventional vehicle.
  • the distance detection sensor (185) functions to measure a distance from a vehicle ahead of a bus, and may be realized by one of many means capable of measuring a distance from a time of a beam such as laser beam emitted to a vehicle and reflected from the vehicle.
  • the output may be converted to a signal of appropriate type and applied to the computing element (112).
  • the acceleration pedal detection sensor (189) serves to detect an operation in which a user depresses an acceleration pedal.
  • the acceleration pedal sensor (189) may be realized by detection means (a pair of beam emitting device-beam detection device or conduction detection device) or may be realized by a contact detection sensor such as a touch switch capable of detecting a physical contact on the acceleration pedal. Otherwise, the acceleration pedal detection sensor (189) may be realized by position detection means for grasping existence of an object on the acceleration pedal such as a foot of a driver.
  • the open door detection sensor (188) is a constituent element disposed on the conventional vehicle, and in the present exemplary embodiment, a detection value of the open door detection sensor (188) may be received for using as data for determining an idling by the idling estimator (102).
  • the determination is held in abeyance for a predetermined period time even if an idling estimation condition is satisfied as a result of determination on the detection values for determining a situation where the idling is expected. This is to take into account a circumstance where an instant stop frequently occurs during the operation of a vehicle.
  • the idling estimator (102) is preferred to have a timer for determining a lapse of a predetermined time period for holding the determination.
  • the drawing shows a timer realized by an inner counter (122) counting the number of driving reference clocks inputted into the controller (113) of the idling estimator.
  • the idling estimator (102) may use an idling analysis database (132) reflecting a habit of a driver for determining the idling estimation situation. That is, the idling estimator (102) may be mounted with an idling analysis database (132) capable of storing output values of each sensor such as the shift gear sensor, the brake sensor and the speed sensor capable of estimating in advance the occurrence of idling according to the habit of the driver.
  • the computing element (112) of the idling estimator (102) may analyze output values of the gear position detection sensor (183), the foot brake sensor (181), the hand brake sensor (182), the acceleration pedal sensor (189) and the speed sensor (184) at a time a relevant stop status has begun, when a vehicle is stopped for a considerably long time (a time deemed to be of unnecessary idling) during operation of the vehicle, and record the analyzed data in the idling analysis database (132).
  • the idling analysis database may possess an accumulated record of output values of the aforementioned sensors under the idling status.
  • Each driver shows a bit different behavior according to his driving habit in a situation where a considerably long stop is expected during maneuvering of a vehicle. For example, some drivers put a gear shift lever to a neutral position if it is determined that a vehicle must be stopped for a considerably long time period during gridlock, or other drivers pull a hand brake and take a right foot off from a foot brake in order to rest the right foot.
  • the idling analysis database is recorded with many times of situations such as hand brake ON, foot brake OFF, speed ZERO, and acceleration pedal ZERO.
  • the computing element (112) may output an idling start signal if the idling analysis database is recorded with more than predetermined times (i.e., 8 times) of aforementioned situations.
  • a contact detector (172) is intended to receive a hand-grasp of the gear shift lever as an instruction to re-start the engine of a bus temporarily stopped if it is determined by the driver that the idling situation has ended. That is, the contact detector (172) may be a detailed embodiment of re-start manipulators (600, 607) illustrated in FIGS. 1 and 2.
  • the computing element (112) of the idling estimator (102) may determine the end of idling by the following methods if the contact detector (172) for performing a function of receiving a re- start instruction from a driver is not installed.
  • the computing element (112) may determine as end of idling if all the devices for braking (such as foot/hand brakes, parking gear) are released as the simplest method. If a driver sets the shift gear lever at a DRIVE or REAR position in a situation where the braking devices are released in an automatic transmission vehicle, the computing element (112) of the idling estimator (102) may output an idling end signal to re-start the engine.
  • the computing element (112) of the idling estimator (102) may re-start the vehicle by outputting an idling end signal. To this end, a separate sensor may be needed for grasping the position of the clutch pedal.
  • the speed of the vehicle is in the range of zero, the driver is off from the acceleration pedal, and the brake means are set in motion.
  • the brake means being set in motion defines that the foot brake is depressed, a hand brake is pulled up or the shift gear lever is positioned at a parking in the case of automatic transmission vehicle.
  • speed ZERO defines that a vehicle is running at a speed of almost no speed that is realistically or sensibly difficult to notice that the vehicle is running, not a speed in the strict sense of NO SPEED.
  • the computing element (112) outputs a signal (i.e., an idling start signal) inferring that determination of continuous idling will be made if the abovementioned conditions are met and if a predetermined time period lapses in the midst of periodically monitoring if the abovementioned conditions are satisfied.
  • the predetermined period time held in abeyance for determination is preferably a particular time in the range of 2 seconds to 4 seconds.
  • the predetermined time period for determination held in abeyance may be further lengthened if the gear shift lever is set at a parking position or at a neutral position because a predetermined warming-up time period can be awaited after the vehicle is started and the gear shift lever is shifted to a parking position or a neutral position.
  • the determination may be held in abeyance for a designated predetermined time period out of 3 to 4 seconds, and the idling start signal may be outputted if the conditions for idling determination are met up to lapse of the time period.
  • the aforementioned conditions may be variably set up according to circumstances.
  • doors may be opened if the bus is temporarily stopped for boarding or alighting by the passengers, and a distance from a vehicle ahead of the bus may be possibly short if the bus is stopped due to gridlock (bump-to-bump traffic). Therefore, if a bus is installed with the open door detection sensor (188), a door is opened (detected by the open door detection sensor), and if the speed of the bus is zero (detected by speed sensor), it may be determined that the idling is expected without considering other conditions. In this case, as other conditions are not taken into consideration, there are advantages of easy realization of the open door detection sensor and omitting unnecessary sensors for particular uses.
  • the bus may still be determined to be in an idling estimation state to thereby dispense with an output of the idling end signal, even if one or more conditions out of conditions (parameters) that have been bases of determination of idling estimation are released.
  • FIG.4 is a circuit diagram illustrating a structure of an idling estimator and a connected structure thereof according to a simplest exemplary embodiment of the present invention.
  • the illustrated idling estimator (102) may include a speed sensor (194) for detecting a speed of a bus, an open door detection sensor (197) for detecting whether a door of the bus is opened or closed, and a computing element (103) for determining whether there is expected an idling from detection values of the speed and open door detection sensor (194, 197).
  • the speed sensor (194) and the open door detection sensor (194, 197) are almost identical in terms of function and structure so that there will be omission of overlapped explanation thereto.
  • the computing element (113) determines that the idling is expected to output an idling start signal in a case where the open door detection sensor (197) detects that the door is open and outputs a signal corresponding thereto, and the speed sensor (194) detects that the speed of the bus is zero and outputs a signal corresponding thereto. Meanwhile, if a driver shuts the door of the bus, the computing element (113) having ascertained the closing of the door via the open door detection sensor determines that the idling estimation circumstance has ended and outputs an idling end signal.
  • FIG.5 is an exemplary circuit diagram illustrating operation of an engine and a vehicle auxiliary device that are controlled by the fuel saving controller (200) for realizing a novel idea of the present invention.
  • a driving power relative to the illustrated circuit is supplied by a generator (110) and/or a battery (120) that is operated according to the driving of an engine.
  • the illustrated relay switches (RY5, RY6) are turned on or turned off according to position of the switch on the key box (30).
  • Switches that are controlled by the fuel saving controller (200) in the illustrated circuit may include a switch (SWO) controlling a power supply to an engine driving circuit and switches (SWl-SWn) controlling the power supply to the auxiliary electrical devices inside the vehicle.
  • SWO switch
  • SWl-SWn switches
  • the fuel saving controller (200) may output an sw0_on signal for turning on the
  • the fuel saving controller (200) outputs an sw0_off signal for turning off the SWO switch as an engine re-start signal.
  • both signals may be a single signal having a high level defining the sw0_on signal and a low level defining the sw0_off signal according to some exemplary embodiments.
  • the turning-on and turning-off methods relative to auxiliary electrical devices inside the vehicle may have a variety of combinations that are performed by the battery discharge preventer (801) according to policies reflecting use environments.
  • the turning-off of an air conditioner outright for delaying the battery discharge according to engine stop for fuel saving may cause much inconvenience if the bus is full of passengers. Therefore, it is preferable that the air conditioner not be turned off outright but be turned on to a lowest level or a ventilation be turned on. [265]
  • devices for radio announcement or guide announcement for the convenience of passengers a device for providing traffic information and devices for collecting fairs by way of traffic cards and the like be supplied with power even during engine stop for saving fuel according to the novel idea of the present invention.
  • auxiliary electrical devices inside the vehicle that is turned off again by engine re-start.
  • devices may be sequentially turned on one by one with a predetermined time period spaced apart.
  • a head light may be turned on first, and then, an air conditioner or a heater may be turned on for a normal operation after a predetermined time period lapses.
  • the fuel saving device of vehicle for realizing the novel idea of the present invention may be selectively equipped with a variety of constituent elements, and implementing methods thereof may be a bit differentiated according to required conditions or environments even if same constituent elements are installed.
  • FIG.7 illustrates one of the fuel saving methods that are variably implemented according to an exemplary embodiment of the present invention. That is, FIG.7 illustrates a method implemented in an embodiment having a hand-contact detector as a re-start manipulator and having the same structure as in FIGS. 1 and 4 for the benefit of better understanding the novel idea of the present invention. Therefore, it should be apparent that a fuel saving device of a vehicle which is a bit different from that of FIG.7 and which is easily inferable according to the overall description of the present invention belongs to the scope of the present invention.
  • the fuel saving device of vehicle according to the present invention can be applied in such a manner that the idling of a vehicle is efficiently avoided, and fuel consumption caused by inadvertent engine idling by a user is saved to thereby stop discharge of polluted discharge gas.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L’économiseur de carburant d’un véhicule est caractérisé par : un estimateur de ralenti qui détermine à l’avance une situation dans laquelle un ralenti est prévu et qui détermine une fin du ralenti; un détecteur de charge qui détecte un niveau de charge d’une batterie installée sur un véhicule; et un contrôleur économiseur de carburant qui arrête ou rallume un moteur pour économiser du carburant en fonction de la détermination effectuée par l’estimateur de ralenti et du niveau de charge de la batterie tel qu’il est détecté par le détecteur de charge.
PCT/KR2008/007432 2008-08-12 2008-12-16 Economiseur de carburant pour véhicule WO2010018900A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
KR10-2008-0079113 2008-08-12
KR1020080079113A KR100873325B1 (ko) 2008-08-12 2008-08-12 버스의 연료 절감 장치
KR10-2008-0100714 2008-10-14
KR20080100714 2008-10-14

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WO2010018900A1 true WO2010018900A1 (fr) 2010-02-18

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WO (1) WO2010018900A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
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JP2013217331A (ja) * 2012-04-11 2013-10-24 Denso Corp 車載用報知装置
US9266520B2 (en) 2011-11-11 2016-02-23 Ford Global Technologies, Llc Dynamic tuning of engine auto stop criteria
EP3088710A4 (fr) * 2013-12-24 2017-11-15 Volvo Lastvagnar Aktiebolag Dispositif de commande et procédé de commande pour moteurs

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JPH10299531A (ja) * 1997-04-24 1998-11-10 Yazaki Corp アイドルストップスタートシステム
KR20000066781A (ko) * 1999-04-21 2000-11-15 정몽규 디젤 차량의 공회전 제어장치 및 방법
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KR20060019326A (ko) * 2004-08-27 2006-03-03 현대자동차주식회사 아이들 스탑앤고 시스템 적용 차량의 밀림 방지 장치 및방법

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JPH10299531A (ja) * 1997-04-24 1998-11-10 Yazaki Corp アイドルストップスタートシステム
KR20000066781A (ko) * 1999-04-21 2000-11-15 정몽규 디젤 차량의 공회전 제어장치 및 방법
JP2001173480A (ja) * 1999-12-17 2001-06-26 Mitsubishi Motors Corp エンジン制御装置
KR20050062935A (ko) * 2003-12-19 2005-06-28 현대자동차주식회사 아이들 스톱＆스타트 시스템 장착 차량의 퍼지 제어방법
KR20060019326A (ko) * 2004-08-27 2006-03-03 현대자동차주식회사 아이들 스탑앤고 시스템 적용 차량의 밀림 방지 장치 및방법

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9266520B2 (en) 2011-11-11 2016-02-23 Ford Global Technologies, Llc Dynamic tuning of engine auto stop criteria
JP2013217331A (ja) * 2012-04-11 2013-10-24 Denso Corp 車載用報知装置
EP3088710A4 (fr) * 2013-12-24 2017-11-15 Volvo Lastvagnar Aktiebolag Dispositif de commande et procédé de commande pour moteurs
US10711718B2 (en) 2013-12-24 2020-07-14 Volvo Truck Corporation Controller and control method for engines

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