JPS59180046A - Economic running apparatus for vehicle - Google Patents

Abstract

PURPOSE:To obtain optimum output characteristics and to lower the specific fuel consumption of an engine, by controlling a speed control lever by detecting the running resistance of a vehicle by various sensors and selecting a character istic value meeting the running resistance stored in a memory from the result of the above detection. CONSTITUTION:A running resistance detecting means 2 is composed of sensors 10-14 for detecting the vehicle speed, engine load factor, engine speed, position of a transmission and gross vehicle weight, respectively, and running resistance R of a vehicle is calculated from the output of the detecting means 2 in a CPU 4. the CPU 4 is connected with an ROM 3 in which a plurality of maps representing economic running range ER and uneconomic running range NG with change in the running resistance R are stored in relation to the engine peed and the engine load factor. With such an arrangement, a load lever 20 and a speed control lever 30 are controlled by selecting an optimum map meeting the running resistance R detected by the CPU 4 and determining an optimum engine speed and an optimum engine load factor read out from the map.

Description

[Detailed Description of the Invention] The present invention relates to an economical running device for a vehicle, and in particular detects the running resistance of the vehicle and controls the engine load and rotation speed to obtain optimal power performance and low fuel consumption. Regarding the economical driving Kfffr that has been made possible.

Conventionally, in vehicles equipped with diesel engines,
Regardless of the running resistance of the vehicle, the engine was simply controlled by detecting the engine speed and load and changing the positions of the speed control lever and load lever of the fuel injection pump governor. As a result, excessive power performance is obtained when the car is empty or when driving on a flat road, resulting in poor fuel efficiency.On the other hand, when the vehicle is fully loaded and the vehicle is running on a flat road, the power performance of the engine is insufficient. was occurring. Furthermore, in order to avoid such a situation, the driver must always pay close attention to the engine load and engine rotation speed, which has the disadvantage of being complicated.

The present invention has been made to eliminate the above-mentioned drawbacks of the prior art.
The purpose of this system is to detect the vehicle's running resistance using various sensors, input the detection results into a computer, and select characteristic values that match the pre-stored running resistance. The purpose of this invention is to make it possible to control the movable range of the speed control lever and load lever of the fuel injection pump, and to enable the diesel engine to obtain optimal power performance according to the running resistance of the vehicle. It is about being able to control it. Another object is to improve fuel efficiency by optimizing power performance when the running resistance of a vehicle is small, and to eliminate the need to constantly monitor engine speed and engine load.

In short, the present invention provides a wheel running resistance detection device including at least a vehicle speed sensor, an engine load rate sensor, an engine rotation speed sensor, a transmission shift position sensor, and a vehicle total weight sensor, and an economical running range based on changes in vehicle running resistance. An electronic fixed storage device that stores a plurality of maps indicating the engine speed and the uneconomical driving range in relation to the engine speed and the engine load factor, and the output signals of the respective sensors of the vehicle's running resistance detection device are inputted. calculate the running resistance of the vehicle, read out the map corresponding to the running resistance from the electronic fixed storage device, determine the optimum engine load factor and engine rotational speed range, and calculate the engine load and engine rotational speed. a central information processing unit configured to send out a control signal; a first actuator to which a control signal related to the maximum engine load from the central information processing unit is input; and a first actuator to which a control signal related to the maximum engine rotation speed is inputted. an engine maximum load regulating member connected to the first actuator and regulating the movable range of the load lever of the governor of the fuel injection pump; This book is characterized in that it includes a maximum engine rotational speed regulating member that regulates a movable range, and is configured to control a fuel injection pump of a diesel engine in accordance with running resistance of the vehicle.

The present invention will be clearly explained below based on embodiments shown in the drawings. The economic running device for a vehicle according to the present invention includes a vehicle running resistance detection Ht2, an electronic quantitative memory (ROM) 3, a central information processing unit (CPU) 4, and a servo which is an example of a first actuator. It includes a motor 5, a servo motor 6 which is an example of a second actuator, an engine Myoko load regulating member 7, and a maximum engine speed regulating member 8.

The running resistance detection device 2 includes at least a vehicle speed sensor 10,
It is equipped with an engine load factor sensor 11, an engine 5-rpm sensor 12, a transmission shift position sensor 13, and a vehicle total weight sensor 14, and the vehicle speed sensor 10 is, for example, as shown in FIG. , is provided on the propeller shaft portion to detect the rotational speed of the propeller shaft 16, and sends an output signal to the CPU 4. The engine load factor sensor 11 is provided, for example, in a part of the load lever 20 of the governor 19 of the fuel injection pump 18 of the engine 17 so as to detect the movement of the load lever 20, and sends an output signal to the CPU 4. It has become. The engine rotation speed sensor 12 is connected to an actuator 2 that controls the fuel injection timing of the fuel injection pump 18 of the engine 17, for example.
Engine rotation speed pulser 24 attached to the rotating shaft of 2
It is arranged adjacent to the pulser, detects the digital signal from the pulser, and sends it to the CPU 4.

The transmission shift position sensor 13 is provided, for example, on the upper part of the transmission 25, detects which gear 61 the transmission has been shifted to, and sends an output signal to the CPU 4. A total vehicle weight sensor 4 is attached to, for example, a suspension of a vehicle (not shown), and is configured to detect the total weight of the vehicle and send its output signal f CPU 4.

The ROM 31d contains a plurality of maps M, , M', as shown in FIGS. 3 to 6, showing the economical driving range ER and the non-economical driving range N( ) of the running resistance R of the axle.

M8 and H44 are stored in relation to the engine speed N and the engine load factor, and the CPU 4 selects the appropriate map M according to the running resistance of the vehicle as necessary.1. It is now possible to read it out.

The map M shown in Fig. 3 shows the engine speed N on the horizontal axis.
The vertical axis shows the engine load factor (the same applies hereafter) and shows the economic normal running range E R and non-economic running range NG corresponding to the running resistance R1 when traveling on the boarded road with the engine loaded. It is.

Economical running range E corresponding to the running resistance R when running on a flat road with map A4Jt, constant i]1' loading condition shown in Fig. 4
It shows R and non-economic driving range NG.

Similarly, the map Mt shown in FIG. 5, the respective ranges PR and N corresponding to the running resistance R8 when running on an uphill road in an unloaded state.
The map M4 shown in FIG.
This shows NG. Here, R+ > Rt > Rs > R4, so the economic driving range ER is widest in the case of Figure 3, narrows in the order of Figures 4 and 5, and narrowest in the case of Figure 6. ing.

ROM 3 stores these multiple maps M, , M, ,
M.

I remember M4 as a digital dragon.

CPLI 4id receives the output signals of the sensors 10, 11, 12, 13, and 14 of the vehicle running resistance detection device 2, calculates the vehicle running resistance R, and stores a map M corresponding to the running resistance from the ROM 3. The optimal range of engine load factor and engine speed N is determined by reading out the control signals 5a and 6 regarding the engine load and engine speed.
a is sent respectively.

The servo motor 5 is configured to receive a control signal 5a related to the maximum engine load from the CPU 4,
The servo motor 6 is configured to receive a control signal 6a relating to the maximum engine speed.

The engine maximum load regulating member 7 is connected to the servo motor 5, and the fuel injection pump 18 is connected to the load lever 2 of the vane 19.
The movable range of the threaded portion 7a is restricted.
is screwed onto the fixing member 27, one end 1ctj: groove 7b
is formed, and a flat plate portion 28a formed on the rotating shaft 28 of the servo motor 5 is slidably fitted into the groove. Engineering/
The engine maximum rotational speed regulating member 8 is connected to the servo motor 6 and is configured to regulate the movable range of the speed control lever 30 of the power vane 19, and has a threaded portion 8a screwed onto the fixed leg member 31. A @Bb is formed at one end of the groove, and a flat plate portion 32B formed on the rotating shaft 32 of the servo motor 60 is slidably inserted into the groove.

Further, the CPU 4 is configured so that a manual control release signal 33 can be inputted to the CPU 4 in order to obtain the conventional power performance independent of the running resistance 9- of the vehicle as required.

Furthermore, the ROM 3 contains information on the map M described above, such as the relationship between the engine load factor L1 and the engine rotation speed N and the engine shaft torque, and the relationship between the transmission run shift position and the dynamic system total ratio (R/ (including A ratio and tire radius), the relationship between vehicle acceleration and acceleration resistance, the relationship between vehicle speed and air resistance, and all other necessary data and formulas are stored.

The present invention is constructed as described above, and its operation is explained below. When the engine 17 rotates and the vehicle runs, the vehicle running resistance detection device 2 detects the vehicle speed sensor 10.
The speed of the vehicle is detected by the engine load factor sensor 11.
The engine load factor is detected by the engine speed sensor 12, the engine speed N is detected by the engine speed sensor 12, and which gear of the l-transmission unit 25 is selected is detected by the transmission shift position sensor 13. The total vehicle weight sensor 14 detects the vehicle 10, and the total vehicle weight sensor 14 detects the vehicle's cargo load i.
1 green weight and all these detection results are CPo
The power input to 4 is ru.

Then, the CPU 4 calculates the total running resistance Rζ, acceleration resistance Rb, and air resistance Re from these detection results. Here, if the rolling resistance of the vehicle is Rr and the slope resistance is Rs, then Rt = Rr + Rb + Rs + Re,
Among these, acceleration resistance Rb ld varies greatly depending on the driver's habits and habits, and rational judgment taking into account the road conditions, and is always an uncertain parameter.
Since the result is detected according to the speed of the vehicle at that time, and it is an uncertain parameter because it changes every moment while driving, the total running resistance Rt including these acceleration resistance Rb and air resistance Re is calculated as an economical running resistance. It is not advisable to use this as a criterion for judgment.

Therefore, in order to obtain the running resistance R excluding the acceleration component and speed component of the vehicle, the CPU 4 performs calculations as shown in the following equation.

R= Rt -Rb -Re Then, based on the resistance R, which is the sum of the deviations between the calculated values and the true values of the vehicle's rolling resistance Rr, slope resistance Rs, acceleration resistance Rb, and air resistance Re, the optimum engine 9 load ratio is determined. Determine the range of engine rotation speed N and set the range of 4 stored in ROM3.
Types of running resistance R,,R,.

Corresponding to R8 and R4, the map M,, R,4,,M
The CPU 4 reads out one of the signals 3 and 3, compares it with the current operating state of the engine 17, and sends output signals 5a and 5a to the servo motor 5.6, respectively.

Here, if the current operating state of the engine 17 (engine load factor and engine speed N) is within the economic driving range ER of the map M read from the ROM 3, the servo motor 5.6 will not operate. However, if it is within the non-economic driving range (NG), it is activated to regulate the maximum engine load and maximum engine speed.

Furthermore, this is illustrated in maps M shown in FIGS. 3 to 6.

To explain in detail in relation to M, , M, and M4, when a vehicle is traveling on a boarding road with a fixed load, CPU4
The running resistance R calculated by is naturally the maximum value and is closest to the running resistance R times R5, so the map M shown in FIG. 3 is read out from the ROM 3. Therefore, the engine load factor at that time is 778 or less, and the engine speed N is 260O.
If the rpm is below fL, it is within the economical driving range ER, so the servo motor does not operate, but if it is outside this range, it will operate.

For example, when the engine load factor exceeds 7/8, the output signal 5a causes the rotating shaft 28 of the servo motor 5 to rotate clockwise I2 when viewed from the right in FIG. The engine moves forward in the direction A, the rotation of the load lever 20 of the governor 19 in the direction of the arrow B is restricted, appropriate fuel is injected, and excessive power performance is not obtained, thereby saving fuel. Also, the engine speed N is 2
When the rotational speed exceeds 60° rpm, the output signal 6a causes the rotation shaft 32 of the servo motor 6 to rotate clockwise when viewed from the right in FIG. 7, and the maximum engine rotation speed regulating member 8 moves forward in the direction of arrow C. The rotation of the speed control lever 30 of the governor 19 in the direction of the arrow is regulated, and the appropriate engine speed N is obtained.The map M shown in Fig. 13-4 is read out by the ROM 3, and the engine load factor becomes 6/ 8 or less, engine speed N is 24
If it is below 0 Orpm, the servo motor 5.6 will not operate, but if it exceeds this, it will operate and similarly regulate the engine light high load and the maximum engine rotation speed. When traveling uphill with no load, the map M in Fig. 5 is read out by the ROM 3, and if the engine load factor is 5/8 or less and the engine speed N is 220 Orpm or less, the servo motor 5°6 does not operate, but when this is exceeded, it operates and similarly regulates the maximum engine load and maximum engine speed.

Finally, when driving on a flat road with no cargo, map M in Figure 6
If 4 is read out by ROM 3 and the force is 1, the engine load factor is 478 or less, and the engine speed N is 200 rpm or less, the servo motor 5.6 will not operate, but if it exceeds this, the servo motor will operate [2. 9 Load and maximum engine speed are 14- regulated.

Note that the specific numerical values of the maps M, , M, , M, and M4 described above are merely examples, and the present invention is not limited thereto, and the number of maps is not limited to four, but is not limited to one. In addition, in FIG. 7, 351; l: fixed stopper f' attached to the fixed member 27;
These fixed stoppers are designed to limit the maximum permissible positions of the load lever 20 and speed control lever 30, respectively, in the event that the servo motors 5 and 6
The structure is designed to ensure the safety of the vehicle even in the event that the actuator, etc., malfunctions.

When actually driving the vehicle, for example, in order to keep the speed control lever 30 at the maximum rotation at all times, the threaded portion 8aVC of the maximum engine rotation speed regulating member 8 is brought into contact with the spring 37, and the accelerator pedal (not shown) is used. figure)
The lever 38 connected to the load lever 20 is connected to control the load and the vehicle travels. Conversely, the vehicle can also be driven by always setting the load lever 20 at the highest load position and connecting the speed control lever 30 to the accelerator pedal. In either method, the maximum engine speed and maximum load are maintained at optimal values by signals from the CPU 4 according to the running resistance of the vehicle.

Since the present invention is configured and operates as described above, the running resistance of the vehicle is detected by various sensors while the vehicle is running, the detection results are input into a computer, and the running resistance is determined in accordance with the running resistance stored in advance. * The value of %b is selected by a computer, making it possible to regulate the movable range of the fuel injection pump's speed control lever and load lever, allowing the diesel engine to achieve optimal power performance according to the vehicle's running resistance. There are effects that can be controlled as follows. In addition, as a result, the power performance is optimized when the running resistance of the vehicle is small, improving fuel efficiency, and it is no longer necessary to always pay attention to the number of engine cycles and engine load as in the past. This has the effect of reducing the burden on the driver.

[Brief explanation of drawings]

Figure 1 is an overall schematic diagram of the economical running range of the vehicle, Figure 2 is a block circuit diagram, Figures 3 to 6 are maps of the economical running range that vary depending on running resistance, and Figure 3 shows the economical running range of the vehicle. Figure 4 is a diagram showing the map for driving on a flat road with a fixed load; Figure 5 is a diagram showing the map for driving on a flat road with no load; Figure 6 is a diagram showing the map when traveling on a flat road with no load, Figure 7 is an analytical front view showing the device that regulates the movable range of the load lever and speed control lever of the solvent injection pump, and Figure 8 is the servo. A partial front view showing the connection structure between the motor rotation shaft and the engine maximum load regulating member, FIG. 9 is M-I in FIG. 8.
It is a longitudinal cross-sectional view taken along the Y arrow. Economical driving of a 1-car vehicle' @ poetry, a running resistance detection device for a 2-car vehicle, a 3-wire fixed memory (ROM), 4 is a central information processing unit (CPU), 5 is an example of the first actuator 5atd is the output signal from the CPU for the servo motor, 6 is the servo motor via an example of the second actuator, 17-6a is the output signal from the CI) U for the servo motor, 7 is the engine maximum load Regulation member, 8 engine maximum rotation speed regulation member, IO vehicle speed sensor, 11u engine load rate sensor, 12 engine rotation speed sensor, 13 transmission shift position sensor, 14Ff vehicle gross weight sensor, 17 engine, 18 is a solvent injection pump, 1
9 is the governor, 20 is the load lever, 30 is the speed control lever, L is the engine load factor, M, M,, M
,,M,. Map showing M4 economical driving range and non-economical driving range, N
Fi engine speed, R, R+, Re, R3, R4
The running resistance of the Fi vehicle, hlR is the economical running range, and NG is the non-economical running range. Patent Applicant Hino Automatic Oki Kogyo Co., Ltd. Agent Benkakushi 1) Kazuo 18- Fig. 1 1 Fig. 2 Fig. 3 Fig. 5 Fig. 4 Fig. 6 Fig. 8 Fig. 9

Claims (1)

[Claims] A vehicle running resistance detection device comprising at least a vehicle speed sensor, an engine load rate sensor, an engine rotation speed sensor, a transmission shift position sensor, and a vehicle gross weight sensor, and an economical running range and an uneconomical running range based on changes in running resistance of the vehicle. The running resistance of the vehicle is calculated by inputting the output signals of each sensor of the running resistance detection device of the vehicle and an electronic fixed storage device that stores a plurality of maps indicating the relationship between the engine frequency and the engine load factor. At the same time, the map corresponding to the running resistance is read from the electronic fixed storage device to determine the optimum engine load factor and engine speed range, and a control signal regarding the engine load and engine speed is sent. a central information processing unit; a first actuator to which a control signal relating to the maximum engine load is input from the central information processing unit; a second actuator to which a control signal relating to the maximum engine rotation speed is input; an engine maximum load regulating member connected to the actuator and regulating the movable range of the load lever of the governor of the fuel injection pump; and an engine maximum load regulating member coupled to the second actuator and regulating the movable range of the speed control lever of the governor. Equipped with a rotation speed regulating member,
An economical running device for a vehicle, characterized in that it is configured to control a governor of a fuel injection pump of a diesel engine according to running resistance of the vehicle.