JPH0549812B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an economical running device for a vehicle, and in particular, when a driver specifies a desired acceleration, the running resistance of the vehicle is sensed and the engine load and rotation speed are controlled and the specified acceleration is detected. This invention relates to an economical running device that allows acceleration and low fuel consumption to be achieved as desired.

Conventionally, in vehicles equipped with diesel engines, regardless of the running resistance of the vehicle, for example, as in the invention described in Japanese Patent Application Laid-Open No. 164737/1983,
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. Also, since there was no control over the acceleration of the vehicle, there was a margin in power performance when the vehicle was empty or when driving on a flat road.
The disadvantage is that the driver has to try to accelerate suddenly, resulting in poor fuel efficiency, and conversely, when excessive power performance is required, such as when climbing a hill with a fixed load, sufficient acceleration cannot be obtained. It was hot. Furthermore, for the above reasons, it has been difficult to obtain optimal power performance during acceleration of the vehicle in terms of driving operation.

The present invention has been made to eliminate the drawbacks of the prior art described above, and its purpose is to detect the running resistance of a vehicle using various sensors, input the detection results into a computer, and , an acceleration designation device that can designate the acceleration of the vehicle is provided, its output is input to a computer, and the computer selects a characteristic value that matches the pre-stored running resistance. The purpose is to make it possible to obtain it by.
Another purpose is to enable the acceleration of the vehicle to be specified stepwise or steplessly, such as acceleration for economical driving, acceleration for normal driving, acceleration for sudden start, etc. It is to do so.

In short, the present invention provides a vehicle running resistance detection device including at least a vehicle speed sensor, an engine load rate sensor, an engine speed sensor, and a vehicle total weight sensor, and a relationship between at least the engine load rate, the engine speed, and the engine shaft torque. , an electronic fixed storage device that stores the relationship between the transmission shift position and the drive system total ratio, the relationship between vehicle acceleration and acceleration resistance, and the relationship between vehicle speed and air resistance, and the ability to specify the vehicle acceleration. and an acceleration designation device that is configured to perform a vehicle running resistance, and each output signal of the vehicle running resistance detection device and the output signal of the acceleration designation device are inputted to calculate the running resistance of the vehicle and the necessary acceleration to obtain the specified acceleration. a central information processing device configured to read data from the electronic fixed storage device, determine an optimal engine load factor and engine speed, and send out a control signal regarding the engine load and engine speed; and the central information processing device a first actuator to which a control signal relating to the optimum engine load is input; a second actuator to which a control signal relating to the optimum engine rotation speed is input; and a governor load of the fuel injection pump coupled to the first actuator; a maximum engine load regulating member that regulates the movable range of the lever; and a maximum engine rotation speed regulating member that is connected to the second actuator and regulates the movable range of the speed control lever of the governor; The present invention is characterized in that the governor of the fuel injection pump of the diesel engine is controlled in accordance with the running resistance of the vehicle so as to obtain the above.

The present invention will be explained below based on embodiments shown in the drawings. The economical running device 1 for a vehicle according to the present invention includes a running resistance detecting device 2 for a vehicle, an electronic fixed storage device (ROM) 3, an acceleration determining device 4, a central information processing unit (CPU) 5, and a first A servo motor 6 is an example of an actuator, a servo motor 8 is an example of a second actuator, a maximum engine load regulating member 10, and a maximum engine speed regulating member 11.

The running resistance detection device 2 includes at least a vehicle speed sensor 13 , an engine load rate sensor 14 , an engine rotation speed sensor 15 , a transmission shift position sensor 16 , and a vehicle total weight sensor 18 . As shown in FIG. 1, for example, is provided on the propeller shaft 20 to detect the rotational speed of the propeller shaft 20, and sends an output signal to the CPU 5. The engine load factor sensor 14 is
For example, the load lever 25 of the governor 24 of the fuel injection pump 23 of the engine 22 is provided in the load lever section so as to be able to detect the movement of the load lever 25 of the fuel injection pump 23 of the engine 22.
The output signal is sent to the The engine speed sensor 15 is disposed adjacent to an engine speed pulser 29 attached to the rotating shaft of an actuator 28 that controls the fuel injection timing of the fuel injection pump 23 of the engine 22, for example, and receives a digital signal from the pulser. is detected and sent to the CPU 5. The transmission shift position sensor 16 is provided, for example, on the upper part of the transmission 30, detects which gear the transmission has been shifted to, and sends an output signal thereof to the CPU 5. Note that the shift position of the transmission can also be calculated based on signals from the vehicle speed sensor 13 and the engine rotation speed sensor 15 instead of using the shift position sensor 16. The total vehicle weight sensor 18 is attached to, for example, a suspension (not shown) of a vehicle, detects the total weight of the vehicle, and sends an output signal to the CPU 5.

ROM3 contains at least the relationship between engine load factor and engine speed and engine shaft torque, the relationship between transmission shift position and drive system total ratio, the relationship between vehicle acceleration and acceleration resistance, and the relationship between vehicle speed and air resistance. is memorized,
The CPU 5 is configured to be able to select and read out characteristic values appropriate to the running resistance of the vehicle as necessary.

The acceleration designation device 4 allows the driver to designate the acceleration of the vehicle, and outputs the output signal.
It is configured to be sent to CPU5. The CPU then selects a characteristic value that matches the running resistance stored in advance in the CPU 5, so that the specified acceleration can be obtained with optimal power performance. In addition, the CPU 5 has a manual control release signal 32 which is used to obtain power performance that is not related to the running resistance of the vehicle as required.
is configured so that it can be entered.

The CPU 5 receives the output signals of the sensors 13, 14, 15, 16, and 18 of the vehicle running resistance detection device 2 and the output signal of the acceleration specifying device 4, calculates the running resistance of the vehicle, and calculates the specified acceleration. The data necessary for obtaining the engine speed is read from the ROM 3, the optimum engine load factor and engine speed are determined, and control signals 6a and 8a regarding the engine load and engine speed are sent out, respectively.

The servo motor 6 is configured to receive a control signal 6a from the CPU 5 regarding the maximum engine load, and the servo motor 8 is configured to receive a control signal 8a from the CPU 5 regarding the maximum engine speed. .

The engine maximum load regulating member 10 is connected to the servo motor 6 and is connected to the governor 24 of the fuel injection pump 23.
The screw portion 10a is screwed onto the fixed member 34, and a groove 10b is formed at one end of the screw portion 10a. The flat plate portion 35a is slidably inserted therein. The engine maximum rotation speed regulating member 11 is connected to the servo motor 8 and is configured to regulate the movable range of the speed control lever 36 of the governor 24. A groove 11b is formed in which the servo motor 8 is inserted.
A flat plate portion 40a formed on the rotating shaft 40 is slidably inserted.

Further, in FIG. 3, 41 is a fixed stopper attached to the fixed member 34, and 43 is the fixed stopper attached to the fixed member 38.
These are fixed stoppers attached to the load lever 25 and speed control lever 3, respectively.
This is to limit the maximum permissible position of the servo motors 6, 8, etc., and is configured to ensure vehicle safety even in the unlikely event that actuators such as the servo motors 6, 8 break down.

Next, we will discuss basic matters related to information processing of the present invention, that is, how the various information stored in the ROM 3 is used and calculated to determine the optimal engine load factor and rotation speed, and how the various information The technical significance of using , a specific relationship diagram (see FIG. 7), how to use it in the calculation process, etc. will be explained.

First, the running resistance RR of the vehicle is the rolling resistance.
When FR is air resistance, FD is air resistance, FS is slope resistance, and Fa is acceleration resistance, it is expressed as RR=FR+FD+FS+Fa (1).

Rolling resistance FR is calculated as follows: FR = μW (2) where μ is the rolling resistance coefficient, W is the total weight of the vehicle, and air resistance FD is calculated as follows: cd value is k ₁ , front projected area of the vehicle is A, vehicle speed ( If the relative velocity with respect to the air (taking into account the wind direction) is V, then FD=k ₁ AV ² (3), and the slope resistance FS is, if the road slope is θ, then FS=W sinθ (4), and the acceleration The resistance Fa is the weight equivalent to the rotating part of the vehicle, ΔW, the acceleration of the vehicle, α, and the acceleration of gravity, g.
Then, Fa=(W+ΔW)α/g (5).

Also, the acceleration α actually obtained during acceleration of the vehicle
is expressed as α=(FV-RR)g/W+ΔW (6), where FV is the required traction force for the vehicle.

In addition, the required traction force FV is the engine shaft torque T,
If the total ratio of the power transmission device is r _tptal and the driving loss coefficient is k ₂ , then FV=T r _tptal K ₂ (7) However, the effective traction force F that actually pulls the vehicle
is "FV-RR" in equation (6), and this is a force called the surplus driving force, acceleration ability, or traction ability, which is obtained by subtracting the running resistance RR from the required traction force FV shown in FIG.

Next, to explain the recognition of the initial running resistance RR ₀ before the vehicle starts running, knowing the total vehicle weight W and the indicated acceleration α ₀ , the CPU 5 calculates the rolling resistance coefficient μ stored in the ROM 3 and the rotating part of the vehicle. Using equations (1) to (7) from the equivalent weight ΔW, etc., calculate the initial running resistance.
Calculate RR ₀ and required tractive force FV, and also calculate the ratio in the differential gear stored in the transmission position sensor 16 and ROM 3,
The necessary shaft torque T of the engine is calculated using tire radius data, etc., and the position of the engine maximum load regulating member 10 with respect to the load lever 25 is determined.

In this case, when the total vehicle weight W is large and the indicated acceleration α ₀ is large, the position of the engine maximum load regulating member 10 is in a direction that increases the engine torque and rotation, and when these are small,
This will lower the engine torque and rotation, making it possible to achieve economical driving.

Next, to explain the recognition of the running resistance RR' when the vehicle is running, the initial running resistance RR _{is 0} , but during actual running, in addition to the air resistance FD, there is an increase in the pitching resistance when running on the hill, and an increase in air resistance due to headwinds. , increased rolling resistance on uneven roads, etc. These factors make it extremely difficult for a normal vehicle to drive according to the instructed acceleration. This makes it difficult to drive economically due to the acceleration.

Therefore, in the present invention, the CPU 5 controls the initial running resistance.
For RR ₀ , the generated torque of the engine is known from the position of the speed control lever 36 of the engine 22, the position of the load lever 25, and the engine output map stored in ROM3, and the total ratio of the drive system is determined from the transmission position and ROM3.
Knowing r _tptal , use equations (1) to (7) to calculate the required traction force FV.
Calculate.

On the other hand, the CPU 5 calculates the vehicle acceleration α from the change in vehicle speed at that time, and further calculates the actual running resistance by knowing the total vehicle weight W, using equation (7).
Calculate RR'.

Here, the initial running resistance RR ₀ and the actual running resistance RR'
The vehicle's running resistance (uphill, downhill, headwind, tailwind, good road, bad road, etc.) is ascertained from the difference between the two, and the position of the load lever 25 and speed control lever 36 are corrected by the difference. The positions of the engine maximum load regulating member 10 and the engine maximum rotation speed regulating member 11 are determined so as to perform the rotation.

Effects The present invention is configured as described above, and its effects will be explained below. When the engine 22 rotates and the vehicle runs, the vehicle running resistance detection device 2 detects the speed of the vehicle from the vehicle speed sensor 13,
The engine load factor sensor 14 detects the engine load factor, the engine speed sensor 15 detects the engine speed, the transmission shift position sensor 16 detects which gear of the transmission 30 is selected, The total vehicle weight sensor 18 detects the total vehicle weight, including the vehicle's cargo load, and all of these detection results are sent to the CPU.
5 is input. Further, an output signal of the vehicle acceleration desired by the driver is inputted to the CPU 5 by the acceleration specifying device 4. The CPU 5 calculates the running resistance of the vehicle based on these output signals, and stores the data necessary to obtain the specified acceleration in the ROM.
3 to determine the optimum engine load factor and engine speed, and control signals 6a and 8a regarding the engine load and engine speed are sent out, respectively.

For example, when a vehicle is traveling with a fixed amount of load on an uphill road in a low gear, the engine rotates at high speed but the vehicle speed is low. In step _S1 of the flowchart shown in FIG. 6, the CPU 5 detects the current state of the vehicle using the running resistance detection device 2, and in step _S2 reads the current running resistance value corresponding to each detected value from the ROM 3. read out. In other words, since the vehicle speed is low,
A small air resistance value is read from the relationship between the vehicle speed and air resistance stored in the ROM 3, and a large running resistance is read from the ROM 3 because the vehicle weight is large and the engine speed and engine load factor are high.

Next, in step _S3 , the large acceleration command specified by the acceleration specifying device 4 is read, and in step _S4 , the torque required to obtain the specified acceleration at the current running resistance is calculated based on the vehicle acceleration and acceleration. ROM3 describes the relationship between resistance, the relationship between engine load factor and engine speed, and engine shaft torque, the relationship between transmission shift position and drive system total ratio, and the relationship between vehicle speed and air resistance.
In this case, the vehicle speed is accelerated to a medium level, so the air resistance is also medium. In addition, since the weight is large and a large acceleration is obtained in a running state with a high engine load factor, the acceleration resistance is calculated as the maximum value, and since the acceleration resistance is much larger than the air resistance, the total running resistance is the maximum value. value. The torque required to obtain the acceleration is calculated by the CPU 5 from the running resistance and the specified acceleration. The engine speed and engine load factor for generating the torque are determined from the relationship between the engine load factor and engine speed stored in the ROM 3 and the engine shaft torque.

Then, in step _S5 , control signals 6a and 8a regarding the maximum engine load and maximum engine speed corresponding to the magnitude of the required torque value, that is, commensurate with this running resistance and large acceleration, are sent out, and the process proceeds to step _S1 . Go back and repeat the same action again. Then, the servo motor 6 is activated by the control signal 6a.
The rotating shaft 35 rotates counterclockwise when viewed from the right in FIG.
0 moves backward in the direction of arrow A, the load lever 25 of the governor 24 rotates to the maximum in the direction of arrow B, and the maximum amount of fuel is injected. In addition, the control signal 8a causes the rotation shaft 40 of the servo motor 8 to rotate counterclockwise when viewed from the right in FIG. The speed control lever 36 is rotated backward to the maximum in the direction of arrow D, and the maximum engine speed is set to the maximum value. The high acceleration specified by the driver is therefore achieved with optimum power performance, ie maximum power performance in this case.

When the driver specifies a medium acceleration using the acceleration specifying device 4 in a similar driving condition, the current running resistance is the same as described above, but since the required acceleration is smaller than the above, the acceleration resistance will also become smaller. Therefore, step S ₃ of the flowchart in Figure 6
When a medium acceleration is read in,
The CPU 5 calculates the torque to obtain this specified acceleration, but the calculation result is that since the acceleration resistance is smaller than in the above case, the required torque is also smaller. Then, the engine load factor and engine speed are determined in accordance with the magnitude of the torque determined by the calculation, that is, in accordance with the specified acceleration.
Control signals 6a, 8a related to the optimum engine load and optimum engine speed determined by the CPU 5
are sent respectively. Then, in response to the control signal 6a, the engine maximum load regulating member 10 is slightly advanced from the most retracted position, and the rotation of the load lever 25 of the governor 24 is regulated slightly more than in the case of maximum retraction, and the fuel injection amount is more than the maximum amount. It becomes less. In addition, the engine maximum rotation speed regulating member 11 is controlled by the control signal 8a.
is slightly advanced from the most retracted position, the rotation of the speed control lever 36 of the governor 24 is regulated less than when it is at maximum retraction, and the maximum engine speed is lower than when it is at its highest. Therefore, a medium acceleration specified by the driver is obtained with optimum power performance.

Furthermore, when the driver instructs a small acceleration using the acceleration specifying device 4 in a similar driving condition, the running resistance will be at its maximum, but the required acceleration will be even smaller, so the engine load factor will be adjusted to match this acceleration. The engine speed is determined by the CPU 5, and control signals 6a and 8a regarding the optimum engine load and the optimum engine speed are sent out, respectively. Then, the engine maximum load regulating member 1 is activated by the control signal 6a.
0 further advances, and the load lever 25 of the governor 24
The rotation of the engine is further restricted, and the fuel injection amount is further reduced. Further, the control signal 8a causes the engine maximum rotation speed regulating member 11 to move further forward, further restricting the rotation of the speed control lever 36 of the governor 24, and further lowering the engine maximum rotation speed. Therefore, a small acceleration specified by the driver is obtained with optimum power performance.

Note that in these cases, the maximum load and optimal rotational speed of the engine 22 naturally vary depending on the shift position of the transmission, but the CPU 5 performs optimal control for these as well.

Next, when a vehicle is traveling on a flat road with a fixed load,
When the driver specifies a large acceleration using the acceleration specifying device 4, the running resistance calculated by the CPU 5 will naturally be smaller than when the vehicle is traveling on an uphill road with a fixed load. Therefore, the CPU 5 determines the optimum engine load and optimum engine speed commensurate with this running resistance and specified acceleration, and similarly to the above, the specified acceleration is obtained with optimum power performance. Even when the driver specifies medium or small acceleration in this driving state,
The same control as above is performed, and the desired acceleration can always be obtained with optimal power performance.

When driving on a flat road with no cargo at the end, when the driver specifies large acceleration, medium acceleration, or small acceleration using the acceleration control device 4,
Since the running resistance calculated by the CPU 5 is the minimum, the CPU determines the optimum engine load and optimum engine rotation speed commensurate with this small running resistance and the necessary acceleration, and performs similar control, so that The necessary acceleration can be obtained with the optimum power performance without having to obtain the power performance of

When the vehicle is actually driven, for example, in order to keep the speed control lever 36 at the maximum rotation, the spring 45 is brought into contact with the threaded portion 11a of the maximum engine rotation speed regulating member 11, and the access pedal (not shown) is pressed. The vehicle travels by connecting the lever 46 connected to the road lever 46 and the load lever 25 to control the load. Conversely, the load lever 25 can be always set at the highest load position and the speed control lever 36 can be connected to the accelerator pedal. In either method, the optimum engine speed and optimum load are maintained at optimum values by signals from the CPU 5 in accordance with the running resistance of the vehicle.

Effects Since the present invention is configured and operates as described above, the running resistance of the vehicle is detected using various sensors, the detection results are input to the computer, and the acceleration of the vehicle can be specified. An acceleration designation device such as It has the effect of In addition, it is now possible to specify the vehicle acceleration stepwise or steplessly, so for example, acceleration for economical driving, acceleration for normal driving, acceleration for sudden start, etc. can be arbitrarily obtained. There is an effect.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram of the economical running system of the vehicle, Fig. 2 is a block diagram of the same, and Fig. 3 is a schematic front view showing a device for regulating the movable range of the load lever and speed control lever of the fuel injection pump.
Figure 4 is a partial front view showing the connection structure between the rotating shaft of the servo motor and the engine maximum load regulating member;
The drawings are a vertical sectional view taken along the - arrow in FIG. 4, FIG. 6 is a flowchart for explaining the operation of the device, and FIG. 7 is a diagram showing the relationship between vehicle speed, running resistance, and required traction force. 1 is a vehicle economical running device, 2 is a vehicle running resistance detection device, 3 is an electronic fixed storage device (ROM),
4 is an acceleration specifying device, 5 is a central information processing unit,
(CPU), 6 is a servo motor which is an example of the 'th actuator, and 6a is for the servo motor.
An output signal from the CPU, 8 is a servo motor which is an example of a second actuator, 8a is an output signal from the CPU to the servo motor, 10 is a maximum engine load regulating member, 11 is a maximum engine rotation speed regulating member, 13 is a vehicle speed sensor, 14 is an engine load factor sensor, 15 is an engine rotation speed sensor, 16
Transmission shift position sensor, 18 is a vehicle gross weight sensor, 22 is an engine, 23 is a fuel injection pump, 24 is a governor, 25 is a load lever,
36 is a speed control lever.

Claims (1)

[Claims] 1. A vehicle running resistance detection device comprising at least a vehicle speed sensor, an engine load rate sensor, an engine rotation speed sensor, and a vehicle total weight sensor, a relationship between at least the engine load factor, engine rotation speed, and engine shaft torque, and a transmission. An electronic fixed storage device that stores the relationship between shift position and drive system total ratio, vehicle acceleration and acceleration resistance, and vehicle speed and air resistance, and vehicle acceleration can be specified. An acceleration specifying device, each output signal of the vehicle running resistance detecting device, and the output signal of the acceleration specifying device are inputted to calculate the running resistance of the vehicle, and the necessary data to obtain the specified acceleration is sent to the electronic device. A central information processing unit configured to read out an optimum engine load factor and engine rotational speed from a fixed storage device and send out control signals regarding the engine load and engine rotational speed; a first actuator to which a control signal related to the load is input; a second actuator to which a control signal related to the optimum engine speed is input; and a movable range of a load lever of a governor of a fuel injection pump connected to the first actuator. and a maximum engine rotation speed regulating member connected to the second actuator and regulating the movable range of the speed control lever of the governor, so that the specified acceleration can be obtained. 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.