CN1882769B - Fuel saving management system - Google Patents

Abstract

The invention provides a fuel-saving management system, which comprises information detection units (11-15) on a vehicle for detecting information related to the running state of the vehicle; an information processing unit (3) for processing the information and giving an alarm when the processed information satisfies a predetermined setting condition; and an information storage unit (4) for storing the processing information, wherein the information processing unit causes the information storage unit to store the exceeding when the processing information satisfies a predetermined setting condition or the elapsed time of the processing information exceeds a predetermined setting time. The vehicle is provided with a setter (21) capable of changing the predetermined setting condition and a printer (6) capable of outputting information related to the processing information. The vehicle-mounted analysis device (1) and/or the service analysis device (32) is provided with an information processing unit (3) for calculating the accumulated travel distance of the vehicle traveling in a state of zero accelerator opening and a state of no use of an auxiliary brake, and an information storage unit (4) for storing the accumulated travel distance.

Description

Fuel saving management system

technical field

The present invention relates to a fuel saving management system suitable for vehicles such as trucks.

Background technique

In the past, fuel saving management systems for vehicles such as trucks, for example, can be roughly divided into two types. In one of these fuel-saving management systems, the on-board analysis device stores data such as vehicle speed, engine speed, and fuel flow rate in memory based on signals from various sensors. After the travel is completed, the driver, the traffic manager, etc. store various data stored in the memory in a storage medium such as a memory card. Then, the travel data stored in the memory card or the like is input to a business analysis device prepared by the business site or the vehicle manufacturer, and a detailed analysis of the travel state is performed based on the data.

The driving manager can use the preset warning values such as vehicle speed, engine speed, and fuel flow based on the detailed data to manage how each driver is driving. At the same time, the driver can know the The driving state of oneself is worked hard for safer and fuel-saving driving (refer to Patent Documents 1 and 2). However, this system has a problem that it requires high cost to introduce an analysis device at a business site, and it is difficult for small-scale businesses to adopt it.

Another kind of fuel-saving management system can be said to be a simple fuel-saving management system. The vehicle speed, engine speed, etc. are monitored by the on-board analysis device. buzzer, etc.) to warn the driver. Therefore, the driver can know his own driving state at that time in the form of a warning, and immediately correct the driving.

In addition, the time and times of exceeding the predetermined warning value are stored in the memory. According to needs, the driving manager can know the exceeding time and the exceeding times through the analysis device of the establishment and the vehicle manufacturer. Fuel-saving management and assistance to the driver for this purpose are performed within the system (refer to Patent Documents 3 and 4). In addition, this simple fuel saving management system can also be constituted only by an on-vehicle analysis device, and it is a configuration that is extremely easy to adopt by small-scale business operators in terms of cost, and great development is expected in the future.

Patent Document 1: Japanese Patent Application Laid-Open No. 10-69555

Patent Document 2: Japanese Patent Laid-Open No. 2003-115065

Patent Document 3: Japanese Utility Model Publication No. 4-110924

Patent Document 4: Japanese Patent Laid-Open No. 2000-87776

In this way, in the above-mentioned past fuel-saving management system, the driver can know his driving state at that time by issuing a warning such as a buzzer. If necessary, report to the driving manager. Therefore, the occurrence of the warning is directly reported to the driving supervisor shortly after the driver corrects his driving state at that time. Therefore, the mental burden on the managed driver is extremely high, and there is a problem that fuel saving management and assistance to the driver for this purpose cannot be smoothly performed.

In addition, in the conventional fuel-saving management system described above, the on-vehicle analysis device monitors the vehicle speed, the engine speed, etc., and when it exceeds a predetermined warning value, a buzzer or the like is used to warn the driver. However, in order to change the setting of the predetermined warning value, it is necessary to temporarily remove the on-board analysis device from the vehicle and send it to the business office or the vehicle manufacturer to change it, or to install it on the vehicle through a memory card in which the predetermined warning value is stored in advance. The setting of the predetermined warning value of the analyzer is changed. Therefore, it is not possible to quickly and easily change the setting of predetermined warning values such as vehicle speed stored in the on-vehicle analysis device, and there is a problem that fuel saving management and assistance to the driver for this purpose cannot be smoothly performed.

On the other hand, the above-mentioned conventional fuel-saving management system stores various data such as vehicle speed and the like stored in memory in a storage medium such as a memory card by the driver, a driving supervisor, etc. The travel data is input to a business analysis device owned by a business office or a vehicle manufacturer, and a detailed analysis of travel is performed based on the analysis data. Therefore, it takes a certain number of days for the driver and the traffic manager to obtain the analysis data. Therefore, the driver and the driving manager cannot see the data during or immediately after walking, and the grasp of the driving state becomes late, and it is difficult to manage fuel consumption by comparing it with the actual driving and to control the driving for this purpose. staff assistance.

In addition, in the above-mentioned conventional fuel-saving management system, the driver can know his own driving state at that time in the form of a warning from a buzzer or the like. It is still necessary to wait for the analysis by the analysis device of the business site or the vehicle manufacturer in the future. In addition, there is a problem that the introduction and operation of the analysis device in the business site requires high cost, and it is difficult for small-scale business operators to adopt it.

On the other hand, if the vehicle is decelerated while the vehicle is running, the accelerator pedal is returned, and the longer the distance of the decelerated travel by the engine brake while traveling in the lowest fuel injection state, the greater the contribution to fuel saving. However, in a vehicle equipped with auxiliary brakes represented by exhaust brakes, speed reducers, etc., excellent braking characteristics can be obtained by the operation of the auxiliary brakes, so it can be seen that repeated rapid deceleration and the accompanying The tendency of rapid acceleration has become an important reason for the deterioration of fuel costs.

In the above-mentioned conventional fuel-saving management system, especially in the vehicle equipped with the auxiliary brake, the logic setting for reliably monitoring the deceleration by the engine brake is not performed, and there is a deficiency as the most important fuel-saving management system. important elements of the problem.

Contents of the invention

The present invention was made in order to solve such a problem, and its object is to provide a fuel saving management system that can perform fuel saving management extremely smoothly and support for the driver for this purpose . More specifically, the purpose is to provide a fuel-saving management system that can reduce the mental burden of warnings on the driver's side, and a system that can quickly and easily change predetermined warning values such as vehicle speed and the like stored in the on-board analysis device. The fuel-saving management system for the setting of warning conditions, a driver and the driving administrator can immediately and correctly know the driving status at this time on the vehicle, which can further improve the driver's fuel-saving awareness, and can also A fuel-saving management system that can be easily introduced by small-scale business operators by performing a series of fuel-saving management including analysis only by an on-board analysis device, or a system that can accurately monitor vehicles equipped with auxiliary brakes A fuel-saving management system that greatly improves the accuracy of fuel consumption management by decelerating the vehicle with the engine brake.

In order to achieve the above object, the means adopted by the present invention is to provide a fuel saving management system, which has an information detection unit, an information processing unit, and an information storage unit on the vehicle; Information related to the walking state of the vehicle; the information processing unit processes the information detected by the above-mentioned information detection unit, and issues a warning when the processed information meets the predetermined warning conditions; the information storage unit stores the above-mentioned processing information; wherein: the above-mentioned information The processing unit causes the information storage unit to store the occurrence of the exceeding when the time when the processing information satisfies a predetermined warning condition or when the elapsed time of the processing information exceeds a predetermined setting time.

In this way, instead of storing the occurrence of this warning to the information storage unit when the warning occurs, but once the warning is issued to the driver and the driving that satisfies the predetermined warning condition continues for more than a predetermined setting time, By storing the occurrence of exceeding in the information storage unit, it is possible to provide an opportunity to correct the driver's driving without burdening the driver.

In addition, in order to achieve the above object, the means adopted by the present invention is to provide a fuel saving management system, which has an information detection unit and an information processing unit on the vehicle; State-related information; the information processing unit processes the information detected by the information detection unit, and issues a warning when the processed information meets a predetermined warning condition; wherein: the vehicle also has a setter that can change the predetermined warning condition .

By installing a setter on the vehicle that can change the predetermined warning conditions, when changing the setting of the predetermined warning conditions of the fuel saving management system, it is not necessary to temporarily remove the on-board analysis device from the vehicle and send it to the business The setting of the predetermined warning condition of the on-vehicle analysis device can be changed by the institute, the vehicle manufacturer, or through a memory card that stores the predetermined warning condition in advance.

In order to achieve the above object, the means adopted by the present invention is to provide a fuel saving management system, which has an information detection unit, an information processing unit, and an information storage unit on the vehicle; The information related to the walking state; the information processing unit processes the information detected by the information detection unit, and issues a warning when the processed information meets the predetermined warning conditions; the information storage unit stores the processed information; wherein: there is also a device on the vehicle When the above-mentioned information processing unit meets the predetermined warning condition or the elapsed time of the above-mentioned processing information exceeds the predetermined setting time, the exceeding occurrence is stored in the information storage unit, and the setting device can change the predetermined warning condition and / or schedule a set time. In this way, the above-mentioned two functions can be performed at the same time, and the fuel saving management and the assistance to the driver for this purpose can be smoothly performed.

In the fuel-saving management system described above, it is preferable that the information on the running state of the vehicle includes an accelerator opening. The accelerator opening greatly affects the fuel consumption of the vehicle. Therefore, by acquiring the accelerator opening degree information, it can be used for various fuel-saving management.

In this fuel-saving management system, it is more preferable that the processing information includes the accelerator opening degree and/or the accelerator opening degree variation as the amount of variation of the accelerator opening degree per unit time. Accurate fuel-saving management can be performed by issuing a warning to the driver based on the accelerator opening, especially a change in the accelerator opening that has a large impact on fuel consumption during expressway driving, or storing the occurrence of an excess in the information storage unit .

In the above-mentioned fuel-saving management system, if the vehicle has a speed limiter that can automatically adjust the vehicle speed to a predetermined speed or lower, and the information processing unit issues a warning related to the above-mentioned accelerator opening when the speed limiter is not actuated, then ideal. When the speed limiter is activated, even if the driver depresses the accelerator pedal and the accelerator opening becomes too large, the speed limiter keeps the fuel injected without exceeding the injection amount corresponding to the predetermined speed. Therefore, warnings to the driver related to the accelerator opening may be performed when the speed limiter is not actuated. In this way, by avoiding useless warnings, discomfort to the driver can be eliminated.

In the fuel-saving management system, it is preferable that the handling information includes general road handling information and expressway handling information. For example, when driving on a highway, if the inter-vehicle distance from the vehicle in front is not appropriate, the vehicle sometimes panics and repeatedly decelerates and accelerates again to catch up with the vehicle in front. Such traveling is called wavy traveling, and this wavy traveling poses a problem in terms of safety, and is the biggest cause of worsening fuel consumption especially during expressway traveling. In this way, the point of view of fuel cost saving management is different between general road travel and expressway travel, and accordingly, the information required for fuel cost analysis is also different. For this reason, by making it possible to change the setting of the predetermined warning condition for each information of general road travel and expressway travel, or to store the occurrence of the excess in the information storage unit, more accurate fuel saving management can be performed.

In this fuel-saving management system, it is more ideal if the general road handling information includes any one of vehicle speed, engine speed, accelerator opening, idle elapsed time or any combination of two or more. Based on these processed information, the information processing unit can accurately perform warnings and the like when traveling on general roads.

In this fuel-saving management system, it is more desirable to configure the information processing unit to detect the fuel flow rate as information related to the running state of the vehicle, and to perform an operation related to the above-mentioned engine speed when the fuel flow rate exceeds a predetermined set value. warn. When the engine brake is activated, even if the engine speed is increased and the predetermined warning condition is met, the engine is in the lowest fuel injection state, so the fuel consumption will not be deteriorated. Therefore, in such a case, it is not necessary to issue a warning to the driver, and by avoiding unnecessary warnings, discomfort to the driver can be eliminated.

In the above-mentioned fuel-saving management system, if the expressway processing information includes any one of vehicle speed, accelerator opening change, vehicle speed change, top gear non-use elapsed time, auxiliary brake usage rate or any combination of two or more, then more ideal. Based on these processed information, the information processing unit can accurately perform warnings and the like when driving on expressways.

In this fuel-saving management system, it is more desirable to configure such a configuration that the information processing unit detects the accelerator opening as information related to the vehicle's running state, and when the accelerator opening exceeds a predetermined setting value, performs a correlation with the above-mentioned vehicle speed. warning. For example, when driving downhill on an expressway, even if the vehicle speed increases due to the descending slope and the predetermined warning condition is satisfied, if the accelerator opening is small, the actual fuel injection amount is small, so the fuel consumption will not be deteriorated. Therefore, in such a case, it is not necessary to issue a warning to the driver, and by avoiding unnecessary warnings, discomfort to the driver can be eliminated.

In the above-mentioned fuel-saving management system, it is preferable that the information processing unit can switch the presence or absence of the warning, and the setting device can be set so that the information processing unit can perform the switching. When this switch is made, it is possible to switch to occur without warning. In addition, it is also necessary to allow the driver to switch to a state where the warning does not occur according to the driving state of the vehicle. However, once the driver is allowed to freely perform this switching, there is a danger that appropriate fuel-saving management cannot be performed. Therefore, by allowing the driver to switch to the occurrence state without warning only when the driving supervisor or the like sets the switch to be enabled by the setting device, such a danger can be surely eliminated.

In order to achieve the above object, the means adopted by the present invention is to provide a fuel saving management system, which has an information detection unit, an information processing unit, and an information storage unit on the vehicle; The information related to the walking state; the information processing unit processes the information; the information storage unit stores the processing information processed by the information processing unit; wherein: the vehicle has information related to the processing information stored in the information storage unit that can be output printer.

By installing the printer on the vehicle in this way, the driver and the driving supervisor can immediately and accurately understand the current driving state in the form of a printout on the vehicle. In addition, a series of management including analysis can be performed only by the on-board analysis device, and in particular, an analysis device at a business site that requires high cost for equipment introduction and operation is unnecessary.

In this fuel-saving cost management system, it is preferable that the information processing unit issues a warning when the above-mentioned processing information satisfies a predetermined warning condition, and when the time when the processing information meets the predetermined warning condition or the elapsed time of the above-mentioned processing information exceeds a predetermined setting time, The occurrence of the exceeding is stored in the information storage unit, and the printer may output information related to the occurrence of the above-mentioned warning and/or the occurrence of the above-mentioned exceeding.

Not store the occurrence of this warning to the information storage unit when the warning occurs, but once the warning is issued to the driver and the driving that meets the predetermined warning condition continues beyond the predetermined setting time, the exceeding The occurrence of the information is stored in the information storage unit, so that the driver does not feel mentally burdened, and the opportunity to correct his driving can be provided. If the occurrence of such exceeding can be confirmed in the form of printing out immediately on the vehicle, then the driver and the traffic manager can know the driving state related to the exceeding at that time, and the fuel saving cost of the driver can be further improved. consciousness.

In this fuel-saving cost management system, if the information processing unit calculates the above-mentioned exceeding occurrence times, and calculates the exceeding occurrence rate according to the exceeding occurrence times, when the exceeding occurrence rate exceeds a predetermined setting value, the output from the printer and It is more desirable to display a warning mark in the information related to the processing information. In this way, by displaying the warning mark for each processing information, the driver can instantly know from the output of the printer which processing information the excess occurrence rate exceeds the predetermined setting value. For example, the exceeding occurrence rate is the exceeding occurrence rate with respect to the traveling distance of the vehicle.

In the above fuel saving management system, it is preferable that the information processing unit calculates the fuel consumption rate of the vehicle, and the printer outputs the fuel consumption rate. In the past, the fuel consumption rate of the vehicle could not be known on the vehicle, and it had to wait for analysis by the business office in the future. However, if the fuel consumption rate can be output from the printer on the vehicle, the driver's awareness of saving fuel costs can be further improved.

In the above-mentioned fuel-saving management system, it is preferable to further include a running start switch operated when the vehicle starts to run and a print switch operated when the printer outputs, and the information processing unit performs AND processing information stored in the information storage unit when the running start switch is operated. The relevant information is erased and the storage of the information related to the processing information in the information storage unit is restarted, and the information related to the processing information stored in the information storage unit is erased when the print switch is operated.

In this way, the driving start switch has the function of erasing the information related to the processing information stored in the information storage unit and restarting the storage of the information storage unit, and the printing switch is provided with the AND processing stored in the information processing unit. The function of erasing the information related to the information does not need to separately provide a switch for erasing the information related to the processing information stored in the information storage unit, so that the manufacturing cost can be reduced and the switching operation can be simplified.

In the above-mentioned fuel saving management system, it is preferable that the vehicle further has a setting device which can change the setting of the predetermined warning condition and/or the predetermined setting time, and the printer can output the information changed by the setting device. Set predetermined warning conditions and/or predetermined set times.

By installing a setter that can change the predetermined warning conditions on the vehicle in this way, when changing the setting of the predetermined warning conditions of the fuel saving management system, it is not necessary to temporarily remove the on-board analysis device from the vehicle and send it to the business. Therefore, the vehicle manufacturer changes the setting, or changes the setting of the predetermined warning condition of the vehicle-mounted analysis device through a memory card in which the predetermined warning condition is stored in advance. In addition, if the predetermined warning condition and the predetermined setting time for which the setting has been changed can be output from the printer on the vehicle, it is possible to immediately check whether they are correctly input in a printed form.

In order to achieve the above-mentioned object, the means adopted by the present invention is to provide a fuel saving management system which is equipped with an on-board analysis device and/or a business station for analyzing the fuel cost of a vehicle having an auxiliary brake. An analysis device; wherein: the on-board analysis device has an information detection unit, and the information detection unit detects the fuel flow and/or accelerator opening of the vehicle and information related to the use of the auxiliary brake; The device has an information processing unit and an information storage unit; the information processing unit calculates, based on the above-mentioned fuel flow rate and/or throttle opening and the information related to the use of the above-mentioned auxiliary brake, when the accelerator opening is zero and the auxiliary brake is not in use. The cumulative walking distance of walking; the information storage unit stores the cumulative walking distance calculated by the information processing unit.

As described above, in a vehicle equipped with auxiliary brakes, the longer the deceleration distance by the engine brake is, the greater the contribution to fuel saving is when the accelerator pedal is returned and the vehicle travels in the lowest fuel injection state. However, during this period, if auxiliary brakes such as exhaust brakes are used, it becomes useless deceleration, and in addition, it is necessary to depress the accelerator pedal again to accelerate accordingly, which is an extremely important cause of deterioration of fuel consumption. Therefore, by returning to the accelerator pedal and calculating the cumulative travel distance for walking without using the auxiliary brake, it is possible to accurately monitor the deceleration running by the engine brake, and provide the driver and the driving supervisor with the best relative fuel-saving Analytical data for toll travel.

In the fuel-saving management system, the zero state of the accelerator opening is preferably set when the fuel flow rate is less than a predetermined set value and/or when the accelerator opening is approximately zero. When the accelerator pedal is returned to the engine braking state, for example, the fuel injection is zero in a diesel engine, but in fact the display of the fuel flow meter is often not zero. In addition, in gasoline engine vehicles there is often a certain amount of fuel injection. Therefore, when it is less than the predetermined set value obtained by approximating the minimum fuel flow rate when the vehicle is running and/or when the accelerator opening is approximately zero as the judgment condition, the zero state of the accelerator opening of the vehicle can be captured roughly correctly .

In this fuel-saving cost management system, such a configuration is more ideal, that is, the vehicle has an automatic economical speed running system that can automatically adjust the vehicle speed to a predetermined speed. If the set value is set, the information processing unit is set to the zero state of the throttle opening. When the automatic economy speed driving system is activated, since the driver does not operate the accelerator pedal, it is difficult to determine the zero state of the accelerator opening according to the accelerator opening. Therefore, in this case, when the fuel flow rate is less than a predetermined set value, it is necessary to set the accelerator opening to a zero state.

In the above-mentioned fuel-saving management system, it is preferable to further include an information detection unit for detecting the vehicle speed of the vehicle, and the information processing unit is based on the vehicle speed detected by the information detection unit and the elapsed time of running with the accelerator opening at zero and without using the auxiliary brake. Calculate the cumulative walking distance. As an information detection unit for detecting vehicle speed, all vehicles generally have a vehicle speed sensor, and it is easiest and correct to obtain the accumulated traveling distance from it.

In the fuel-saving management system described above, it is preferable that the on-vehicle analysis device has a printer capable of outputting the accumulated travel distance stored in the information storage unit. In this way, the driver and the driving supervisor can compare the current driving state with the actual driving at any time, quickly and accurately understand the current driving state, and further improve the driver's awareness of the increase in fuel consumption.

The vehicle of the fuel-saving management system of the present invention has an information detection unit, an information processing unit, and an information storage unit; the information detection unit detects information related to the walking state of the vehicle; the information processing unit detects the information detected by the information detection unit carry out processing, and issue a warning when the processing information meets a predetermined warning condition; the information storage unit stores the above-mentioned processing information; wherein: the information processing unit exceeds the predetermined setting at the time when the above-mentioned processing information meets the predetermined warning condition or the elapsed time of the above-mentioned processing information time, make the information storage unit store the exceeding occurrence. Therefore, the mental load on the driver's side for the warning can be reduced.

In addition, the fuel-saving management system has an information detection unit and an information processing unit on the vehicle; the information detection unit detects information related to the vehicle’s walking state; the information processing unit processes the information detected by the information detection unit. A warning is issued when the processing information meets a predetermined warning condition; wherein: the vehicle also has a setter that can change the predetermined warning condition. Therefore, the setting of the predetermined warning conditions such as the predetermined warning value such as the vehicle speed stored in the vehicle-mounted analysis device can be quickly and easily changed.

In addition, the fuel saving management system has an information detection unit, an information processing unit, and an information storage unit on the vehicle; the information detection unit detects information related to the vehicle’s walking state; the information processing unit processes the information; the information storage The unit stores the processing information processed by the information processing unit; wherein: the vehicle has a printer capable of outputting the processing information stored in the information storage unit. Therefore, the driver and the driving manager can immediately and accurately understand the current driving status on the vehicle, and the driver's awareness of fuel saving can be further improved. At the same time, it is possible to perform analysis including analysis only by the on-board analysis device. A series of fuel-saving management can be easily introduced by small-scale operators.

In addition, the on-vehicle analysis device has an information detection unit that detects either or both of the fuel flow rate of the vehicle equipped with the auxiliary brake, the accelerator opening, and information related to the use of the auxiliary brake; /or the analysis device of the establishment has an information processing unit and an information storage unit; the information processing unit calculates the cumulative travel distance of walking in the state of zero throttle opening and the auxiliary brake is not in use; the information storage unit stores the information calculated by the information processing unit The cumulative distance traveled. Therefore, it is possible to accurately monitor the deceleration running by the engine brake especially in a vehicle equipped with auxiliary brakes, and it is possible to greatly improve the accuracy of fuel consumption management.

Therefore, this provincial fuel cost management system has an excellent effect of being able to perform fuel cost saving management extremely smoothly and to assist the driver for that purpose.

Description of drawings

FIG. 1 is a block diagram showing the fuel saving management system of the present invention.

FIG. 2 is a block diagram showing another fuel saving management system different from FIG. 1 .

FIG. 3 is a diagram showing a warning setting report of the printer.

FIG. 4 is a diagram showing a timing report of a printer.

FIG. 5 is a diagram showing an excess total report of a printer.

Fig. 6 is a diagram for explaining the operation of a travel start switch and a print switch in a normal case.

Fig. 7 is a diagram for explaining the operation of the travel start switch and the print switch when the printer forgets to press the print switch at the end of the previous day's travel.

Fig. 8 is a diagram for explaining the operation of the travel start switch and the print switch when the travel start switch is forgotten to be pressed when the current travel starts.

FIG. 9 is a diagram for explaining switching of occurrence of warnings.

Fig. 10 is a flowchart showing warning monitoring in the provincial fuel expense management system.

FIG. 11 is a flowchart showing walking processing in FIG. 10 .

FIG. 12 is a flowchart showing general road processing in FIG. 11 .

FIG. 13 is a flowchart showing general road processing continued from FIG. 12 .

FIG. 14 is a flowchart showing expressway processing I in FIG. 11 .

FIG. 15 is a flowchart showing expressway processing I continued from FIG. 14 .

FIG. 16 is a flowchart showing expressway processing I continued from FIG. 15 .

FIG. 17 is a flowchart showing expressway processing II in FIG. 11 .

FIG. 18 is a flowchart showing expressway processing II continued from FIG. 17 .

FIG. 19 is a flowchart showing expressway processing II continued from FIG. 18 .

FIG. 20 is a flowchart showing expressway processing II continued from FIG. 19 .

FIG. 21 is a flowchart showing the idling process in FIG. 10 .

Fig. 22 is a flowchart showing deceleration running monitoring in the present provincial fuel consumption management system.

FIG. 23 is a flowchart showing another deceleration running monitoring different from FIG. 22 .

Detailed ways

The best form of the fuel saving management system for implementing the present invention will be described in detail below with reference to FIGS. 1 to 23 .

As shown in FIG. 1 , the vehicle-mounted analysis device 1 is mounted on a vehicle such as a truck equipped with auxiliary brakes, and includes an analysis device main body 2 , various information detection means such as a vehicle speed sensor 11 , and a setter 21 . The analysis device main body 2 has a CPU (information processing unit) 3 for processing information, a memory (information storage unit) 4 for storing processed information processed by the CPU, and a speaker 5 for issuing a warning by a buzzer or an analog sound according to an instruction from the CPU. , an on-vehicle printer 6 for outputting information stored in the memory, and an accelerator opening display 7 for visually notifying the driver of the accelerator opening A at that time. The vehicle-mounted printer 6 may also be installed in another location separately from the analysis device main body 2 . In addition, the warning may be performed not by the speaker 5 but by lighting the lamp.

When the ECU 10 is mounted on a vehicle, and the ECU 10 is electrically connected to a vehicle speed sensor 11, an engine speed sensor 12, an accelerator opening sensor 13, a fuel flow sensor 14, and an auxiliary brake actuating part 15, which are all used as information detection units, the ECU 10 and the auxiliary brake actuating part 15 are electrically connected. Analysis device main body 2. On the other hand, when the vehicle is not equipped with an ECU, as shown in FIG. It is electrically connected with the analysis device main body 2. In addition, an auxiliary brake actuating part (information detection means) 20 and an analysis device main body 2 are electrically connected.

The use state of the auxiliary brake is input to the analysis device main body 2 through the ECU 10 or directly from the above-mentioned auxiliary brake actuating parts 15 and 20 . The auxiliary brake is represented by, for example, an exhaust brake, a speed reducer, and the like in trucks, etc., but is not necessarily limited thereto.

As shown in FIG. 1 , the setter 21 can use each selection switch 22 to perform, for example, change the predetermined warning values A1 and A2 and the predetermined setting times T11 and T26 of the accelerator opening A described later, and the predetermined warning of the change dA of the accelerator opening. The value dA2 and the predetermined setting time T22, the predetermined warning value E1 of the engine speed E and the predetermined setting time T12, the predetermined warning value S2 of the vehicle speed S and the predetermined setting time T21, the predetermined warning value dS2 and the predetermined setting of the vehicle speed variation dS Time T23, the scheduled warning time Tt2 and the scheduled setting time T24 of the highest gear not being used, the scheduled warning value B2 and the scheduled setting time T25 of the auxiliary brake usage rate B, the scheduled warning time Ti3 and the scheduled setting time T31 of idle speed, etc. set up.

In addition, as described above, necessary reports can be periodically output from the vehicle-mounted printer 6 , but other types of settings such as setting changes such as presence or absence of the timing output can be performed. Various settings are sent to the analyzer main body 2 by pushing the setting change switch 23 .

Various reports can be output from the on-vehicle printer 6 . Here, three typical cases will be described. FIG. 3 shows the warning setting report 41 . The warning setting report 41 can be output at any timing as needed. In this warning setting report 41, for example, the number of cylinders 42 of the engine is displayed, the rated output speed of the engine 43, the predetermined warning value (predetermined warning condition) S244 of the vehicle speed S, the predetermined warning value (predetermined warning condition) E145 of the engine speed E, the accelerator pedal The predetermined warning value (predetermined warning condition) A1, A246 of the opening degree A, the predetermined warning time (predetermined warning condition) Ti347 of the idling elapsed time Ti, the predetermined setting time T2148 relative to the exceeding time Ts2 of the vehicle speed S, and the relative engine speed E After the predetermined set time T1249 of the time Te, the working status of the vehicle-mounted printer 6 is displayed 50 and the warning status is displayed 51 .

In addition, the predetermined setting time T11, T26 relative to the exceeding time Ta1, Ta2 of the accelerator opening A, the predetermined warning value (predetermined warning condition) dA2 relative to the change dA of the accelerator opening A, and the predetermined warning value dA2 relative to the exceeding time The predetermined setting time T22 of Tda, the predetermined warning value (predetermined warning condition) dS2 of the vehicle speed fluctuation dS, the predetermined setting time T23 relative to its exceeding time Tds, the predetermined warning time (predetermined warning condition) of the elapsed time Tt of the highest gear non-use Tt2, relative to the predetermined setting time T24 of the elapsed time Tt, the predetermined warning value (predetermined warning condition) B2 of the auxiliary brake usage rate B, relative to the predetermined setting time T25 of the exceeding time Tb, and the predetermined setting of the relative idling elapsed time Ti Set time T31 and so on.

Since the scheduled setting time T11 of the accelerator opening A changed by the setting device 21 can be output from the vehicle-mounted printer 6 in this way, it is possible to correctly confirm the change of the setting in the form of immediate printing on the vehicle. Predetermined setting time T11 and so on.

FIG. 4 shows a timed report 61 . The timing report 61 is automatically output at regular intervals according to the setting, and is used to let the driver repeatedly recognize the number of times of exceeding of particularly important parameters. In the timing report 61, the printed date and time 62, the number of times 63 of exceeding the vehicle speed S, the number of exceeding 64 of the accelerator opening A, the number of exceeding 65 of the engine speed E, and the number of exceeding of the idling elapsed time Ti are displayed on the timing report 61. 66.

FIG. 5 shows an excess total report 71 . The excess total report 71 can be output at any timing as needed. In the exceeding total report 71, the totaling start time 72, the totaling end time 73, the number of times 74 of exceeding the vehicle speed S, the number of exceeding 75 of the accelerator opening A, the number of exceeding 76 of the engine speed E, and the elapsed time of idling Ti are respectively displayed. Exceeding times 77, accumulative travel distance 78, fuel consumption 79, fuel consumption rate 80, travel ratio 81 of accumulative travel distance TL to total accumulative travel distance when the accelerator opening is zero and the vehicle brake is not used, which will be described later.

The CPU 3 calculates the above-mentioned cumulative travel distance 78 and fuel consumption 79 based on, for example, the vehicle speed S detected by the vehicle speed sensor 11, the fuel flow F detected by the fuel flow sensor 14, and the like, and calculates the above-mentioned fuel consumption based on the cumulative travel distance 78 and the fuel consumption 79. Consumption rate 80. In addition, the number of times exceeded for the accelerator opening variation dA, the number of times exceeded for the vehicle speed variation dS, the number of times exceeded for the non-use of the top gear, the number of times exceeded for the auxiliary brake usage ratio B, etc. may be displayed.

Vehicle speed S, accelerator opening A, engine speed E, idling elapsed time Ti, fuel consumption rate, etc. are all important information for saving fuel costs, especially the fuel consumption, which was not known on the vehicle in the past and has to wait for the future. business analysis, etc. If the fuel consumption can be output from the printer on the vehicle, the driver's awareness of fuel saving can be further improved. In addition, the number of times exceeded for the accelerator opening variation dA, the number of times exceeded for the vehicle speed variation dS, the number of times exceeded for the non-use of the top gear, the number of times exceeded for the auxiliary brake usage ratio B, etc. may be displayed.

In addition, the CPU 3 calculates and divides by the cumulative travel distance 78 for the number of times 74 of exceeding the vehicle speed S, the number of times of exceeding 75 of the accelerator opening A, the number of times of exceeding 76 of the engine speed E, and the number of times of exceeding 77 of the elapsed idling time Ti. Exceeding occurrence rates Rs, Ra, Re, Ri obtained for each exceeding times 74 to 77. Then, when the excess occurrence rates Rs, Ra, Re, Ri exceed the predetermined set values Rso, Rao, Reo, Rio, warning marks 85, 86 are displayed on each information of the excess total report 71, respectively.

In FIG. 5 , as an example, it is shown that the excess occurrence rates Ra, Re with respect to the accelerator opening A and the engine speed E exceed predetermined set values Rao, Reo, respectively. In this way, the driver can instantly know which information the excess occurrence rate Rs, Ra, Re, Ri exceeds the predetermined set value Rso, Rao, Reo, Rio by referring to the excess total report 71 . The display of this warning mark is not limited to the number of times 74 of exceeding the above-mentioned vehicle speed S, etc., for example, it can also be used for the fuel consumption rate 80, the cumulative travel distance TL when the accelerator opening is zero and the vehicle brake is not used. Scale 81 and other information are displayed.

The warning setting report 41 can be output from the on-vehicle printer 6 at any time by pressing the setting confirmation switch 8a of the analyzer main body 2, and the excess total report 71 can be output from the on-vehicle printer 6 at any time by pressing the print switch 8b. In addition, various processing information stored in the memory 4 of the analysis device main body 2 can also be sent to the analysis device 32 installed in the business office, vehicle manufacturer, etc. through the memory card 31, and can be analyzed in detail by the analysis device 32 of the business site. analyze.

In addition, when the vehicle starts running, by pressing the running start switch 8d of the analysis device main body 2, storage of each information processed by the CPU 3 in the memory 4 is started. All information previously stored in the memory 4 is erased by pressing the travel start switch 8d or by pressing the print switch 8b independently of it. An example of the operation of the travel start switch 8d and the print switch 8b is shown below.

Fig. 6 shows a typical situation. As shown in FIG. 6, when the driver or the like presses the travel start switch 8d at the start of the vehicle travel of the day, all the information previously stored in the memory 4 is erased, and at the same time, each information processed by the CPU 3 starts to be processed. The information is stored in memory 4 . When the driver or the like presses the print switch 8 b at the time of vehicle storage on the day, the excess total report 71 shown in FIG. 5 is output from the printer 6 . By pressing the print switch 8b, all information previously stored in the memory 4 is erased.

FIG. 7 shows a case where the driver or the like forgot to press the print switch 8b at the end of the previous day's travel. In this case, when the driver or the like presses the print switch 8b before the vehicle starts running on the current day, the excess total report 71 shown in FIG. 5 is output from the printer 6, and all information stored in the memory 4 is erased. Then, when the driver or the like starts traveling, the driving start switch 8d is pressed, and storage of various information processed by the CPU 3 thereafter in the memory 4 is started. In addition, if the driver presses the print switch 8b when the vehicle returns to the garage on the same day as usual, the excess total report 71 is output from the printer 6, and at the same time, all the information stored in the memory 4 is erased.

FIG. 8 shows a case where the driver or the like forgets to press the travel start switch 8d when the current travel starts. In this case, even if the driver or the like forgets to press the travel start switch 8d at the start of travel of the day, and if the power is turned on, the vehicle-mounted switch 8d will be restarted from the previous day as described later (refer to FIGS. 10, 22 and 23). A series of processing performed by the analysis device 1 . In this case, the information stored in the memory 4 the day before is not erased. For example, the number of times of exceeding the vehicle speed S is directly added to the number of times of the day before.

Then, when the driver or the like presses the print switch 8b in a normal operation when the vehicle is parked on the day, the excess total report 71 shown in FIG. 5 is output from the printer 6 . In this case, the driver or the like can know the number of times of exceeding on the current day and the like by comparing and referring to the exceeding total report 71 of the current day and the exceeding total report 71 of the previous day.

In this way, the travel start switch 8d has the function of erasing and restarting the storage of each information stored in the memory 4, and the print switch 8b has the function of erasing the information stored in the memory 4, so that It is necessary to separately provide a dedicated switch for erasing each piece of information stored in the memory 4, which can reduce manufacturing costs and simplify switching operations.

As shown in FIG. 9, in the vehicle-mounted analysis device 1 described above, by switching the warning switching switch 8c of the main body 2 of the analysis device by the driver or the like, the volume of warnings generated by a buzzer or an analog sound can be switched to a high level. There are 3 levels: , medium and small. The warning switching switch 8c shown in Fig. 1 is a button mode, and the volume of the warning can be changed sequentially from large to medium and from medium to small every time it is pressed.

In addition, when the driver presses the warning changeover switch 8c, the warning may not be issued by a buzzer, an analog sound, or the like. This is because it is necessary for the driver to switch to a state in which no warning is issued for certain driving states of the vehicle. However, the driver can switch to the state where no warning occurs, and it is limited to the case where a driving supervisor or the like operates the warning setting switch 24 of the setting device 21 in advance to switch to the state where no warning occurs.

This is because if the driver can freely switch whether or not the warning is issued, appropriate fuel-saving management may not be possible. That is, by allowing the driver to switch to the state in which no warning occurs when the driving supervisor or the like uses the setting device 21 to make the setting so that the switching can be performed, such a risk can be reliably eliminated.

Next, warning monitoring by the provincial fuel cost management system will be described with reference to FIGS. 10 to 21 .

As shown in FIG. 10 , the CPU 3 reads the engine speed E detected by the engine speed sensors 12 and 17 (step S2 ), and determines whether the engine speed E exceeds zero (step S4 ). When the result of determination in step S4 is negative (No), that is, when the engine is stopped, state recognition is initialized (step S6). If the determination result of step S4 is affirmative (Yes), that is, when the engine is running, the vehicle speed S detected by the vehicle speed sensors 11 and 16 is further read (step S8), and it is determined whether the vehicle speed S is zero (step S10). If the result of determination in step S10 is affirmative, that is, if the vehicle is in a running state, the running process shown in FIG. 11 is executed (step S12 ).

If the result of determination in step S10 is negative, that is, when the vehicle is in a stopped state, the idling process shown in FIG. 21 is performed (step S14). After performing state recognition initialization (step S6 ), running processing (step S12 ) or idling processing (step S14 ), it is determined whether or not to turn off the power supply (step S16 ). If the result of determination in step S16 is negative, step S2 and subsequent steps are repeated again. If the result of determination in step S16 is affirmative, the warning monitoring is terminated.

As shown in FIG. 11 , walking processing is performed as follows. The CPU 3 determines whether the vehicle speed S read in step S8 exceeds a predetermined set value So of the vehicle speed S (step S20 ), which is set for determining whether the vehicle is traveling on an expressway. If the result of determination in step S20 is negative, that is, when the vehicle speed S is equal to or less than a predetermined set value, general road processing shown in FIGS. 12 and 13 is performed (step S22).

In the affirmative occasion of the determination result of step S20, further detect the excess time Ts0 (step S24) that vehicle speed S exceeds predetermined setting value So, judge whether this excess time Ts0 exceeds predetermined setting time T01 (step S26), this preset The fixed time T01 is set to determine whether the vehicle is continuously running at high speed. If the result of determination in step S26 is affirmative, expressway processing I shown in FIGS. 14 to 16 or expressway processing II shown in FIGS. 17 to 20 is implemented (step S28). If the result of determination in step S26 is negative, it is determined that the vehicle is not continuously traveling at high speed, and the general road processing in step S22 is performed. In this way, the walking processing ends.

As shown in FIG. 12 , the general road processing in FIG. 11 is performed by the CPU 3 as follows using the vehicle speed S, engine speed E, accelerator opening A, and idling elapsed time Ti processed as general road processing information. In a vehicle with a speed limiter that automatically adjusts the vehicle speed S to be equal to or less than a predetermined speed, the CPU 3 detects an actuation signal of the speed limiter to determine whether the speed limiter is operating (step S100 ). For example, an actuation signal of a speed limiter can be easily obtained from the ECU 10 .

If the result of determination in step S100 is affirmative, that is, when the speed limiter is activated, the processing of step S112 and subsequent steps shown in FIG. 13 is carried out, and the processing of steps S101 to 110 is not carried out. This is because, when the speed limiter is activated, even if the driver depresses the accelerator pedal and the accelerator opening becomes too large, the speed limiter prevents the fuel from being injected beyond the injection amount corresponding to the predetermined speed. Therefore, warnings to the driver related to the accelerator opening A may be performed when the speed limiter is not actuated. In this way, it is possible to eliminate the driver's discomfort caused by unnecessary warnings. Furthermore, a warning related to the accelerator opening A may also be issued to the driver when the speed limiter is activated.

In the case of a negative result in step S100, that is, when the speed limiter is not actuated, the CPU 3 reads the throttle opening A detected by the throttle opening sensors 13, 18 (step S101), and determines whether the throttle opening A exceeds a predetermined value. The warning value A1 (step S102) is set for determining whether or not the accelerator pedal is excessively depressed. If the result of determination in step S102 is affirmative, that is, if it is determined that the driver is excessively depressing the accelerator pedal, a warning is given to the driver from the speaker 5 with a buzzer or the like (step S104 ).

Then, the CPU 3 detects the excess time Ta1 when the accelerator opening A exceeds the predetermined warning value A1 (step S106 ), and determines whether the excess time Ta1 exceeds the predetermined set time T11 (step S108 ). If the result of determination in step S108 is affirmative, that is, if the driver continues to depress the accelerator pedal excessively after the warning of step S104, the exceeding count value (exceeding occurrence) is added to the memory 4, and the accumulated exceeding count value is stored. The number of times and the accumulated overtime (step S110).

In general road travel, especially the accelerator opening A has a large influence on fuel consumption. Therefore, by storing warnings based on the accelerator opening A and occurrences of exceeding, accurate fuel saving management can be performed. In a vehicle without a speed limiter, the above-mentioned determination of step S100 is not performed, and only steps S102 to S110 are performed.

When the determination result of the above-mentioned step S102 is negative, that is, when the accelerator opening A is less than or equal to the predetermined warning value A1, and the driver has not excessively depressed the accelerator pedal, and when the determination result of the above-mentioned step S108 is negative, that is When the above-mentioned exceeding time Ta1 is less than or equal to the predetermined setting time T11, and it is determined that the driver stops pressing the accelerator pedal excessively in response to the warning, and when the exceeding count value is added to the memory 4 by step S110, as shown in FIG. 13 , CPU 3 judges whether or not the engine speed E read in step S2 exceeds a predetermined warning value E1 set to determine whether the engine speed E is a speed that deteriorates fuel consumption (step S112 ).

If the result of determination in step S112 is affirmative, that is, if it is determined that the driver travels at the engine speed E that degrades the fuel consumption, the CPU 3 reads the fuel flow F detected by the fuel flow sensors 14, 19 (step S114), It is determined whether the fuel flow rate F exceeds a predetermined set value Fo (step S116 ), which is associated with the minimum injection when the vehicle is running.

In a diesel engine vehicle, since the minimum fuel injection quantity when the vehicle is running is zero when the accelerator pedal is returned, the predetermined set value Fo is set at a value very close to zero. Here, the reason why the predetermined set value Fo is not set to zero is that even when the actual fuel injection is zero, the measurement by the fuel flow rate sensors 14 and 19 sometimes does not indicate zero. In addition, in a gasoline engine vehicle, when the accelerator pedal is returned while the vehicle is running, there is also a certain amount of fuel injection, so the predetermined set value Fo is set at a value close to the fuel injection amount.

When the determination result of step S116 is affirmative, in the same way as above-mentioned steps S104 to S110, a warning to the driver is implemented (step S118), detection of the excess time Te of the engine speed exceeding the predetermined warning value E1 (step S120), the exceeding Whether or not the time Te exceeds the predetermined set time T12 is judged (step S122), and if the judgment result of step S122 is affirmative, the count value is added to the memory 4 (step S124). In this way, the cumulative number of times exceeded and the cumulative time exceeded are stored in the memory 4 .

If the result of determination in step S112 is negative, that is, it is determined that the engine speed E is less than or equal to the predetermined warning value E1 and does not become a speed that deteriorates fuel consumption, and if the result of determination in step S116 is negative, that is, the fuel flow rate F is less than or equal to the predetermined warning value E1. If it is equal to the predetermined setting value Fo related to the minimum injection when the vehicle is running, and if the determination result of step S122 is negative, it is determined that the exceeding time Te of the above-mentioned engine speed E is less than or equal to the predetermined setting time T12, and the driver responds. When the warning suppresses the engine rotation speed E, and when the excess count value is added to the memory 4 in step S124, the general road processing ends.

In this general road processing, only when the fuel flow rate F exceeds the predetermined setting value Fo related to the minimum injection when the vehicle is running, a warning about the engine speed E, etc. is performed, because, for example, when the engine brake is actuated , even if the engine speed E is high and exceeds the predetermined setting value E1, the engine is in the lowest fuel injection state, so the fuel consumption will not be deteriorated. Therefore, in such a case, it is not necessary to issue a warning to the driver, and by avoiding unnecessary warnings, it is possible to eliminate discomfort caused to the driver.

As shown in FIG. 14, the expressway processing I of FIG. 11 is processed by the CPU3 using the vehicle speed S, accelerator opening variation dA, vehicle speed variation dS, top-gear non-use elapsed time Tt2, and auxiliary brake usage rate processed as highway processing information by the CPU3. B, implemented as follows. The CPU 3 first reads the accelerator opening A detected by the accelerator opening sensors 13 and 18 for subsequent processing (step S200 ). Then, it is determined whether the vehicle speed S read in step S8 exceeds a predetermined warning value S2 set for determining whether the vehicle is traveling at a speed that deteriorates fuel consumption (step S202).

If the result of determination in step S202 is affirmative, that is, if it is determined that the driver is traveling at a speed that deteriorates fuel consumption, it is determined whether the accelerator opening A read in in step S200 exceeds a predetermined set value Ao (step S203) . If the result of determination in step S203 is affirmative, a warning is given to the driver by a buzzer or the like from the speaker 5 (step S204).

Then, the CPU 3 detects the excess time Ts2 when the vehicle speed S exceeds the predetermined warning value S2 (step S206), and determines whether the excess time Ts2 exceeds the predetermined set time T21 (step S208). If the result of determination in step S206 is affirmative, that is, if the driver continues to press the accelerator pedal excessively beyond the predetermined setting time T21 after the warning in step S204, the excess count value is added to the memory 4, and the cumulative excess value is stored. The number of times and the accumulated overtime (step S210).

In this way, only when the accelerator opening A exceeds the predetermined setting value Ao, the warning related to the vehicle speed S is performed because, for example, when walking downhill on an expressway, even if the descending slope makes the vehicle speed S exceed the predetermined warning value S2, as the accelerator When the opening degree A is small, the actual fuel injection amount is small, so the fuel consumption will not be deteriorated. Therefore, in such a case, it is not necessary to issue a warning to the driver, and by avoiding unnecessary warnings, discomfort to the driver can be eliminated.

If the determination result of step S202 is negative, that is, it is determined that the vehicle speed S is less than or equal to the predetermined warning value S2, and the driver does not travel at a speed that deteriorates fuel consumption, and if the determination result of step S203 is negative, that is, the accelerator pedal When the opening degree A is equal to or less than the predetermined setting value Ao, and if the result of determination in step S208 is negative, it is determined that the above-mentioned excess time Ts2 is less than or equal to the predetermined setting time T21, and the driver has suspended the fuel consumption by deterioration in response to the warning. In the case of running at a vehicle speed, and by step S210, the exceeding count value is added to the memory 4, CPU3 calculates the variation ΔA of the accelerator opening for a certain minute time ΔT according to the accelerator opening A read in by step S200, according to the following Equation (1) calculates the variation dA of the accelerator opening (step S212).

dA＝ΔA/ΔT  …(1)

The CPU 3 determines whether or not the accelerator opening variation dA exceeds a predetermined warning value dA2 set for determining whether or not the accelerator opening is excessively fluctuating (step S214 ). If the result of determination in step S214 is affirmative, that is, if it is determined that the driver is making an excessive change in the accelerator opening, the same as steps S202 to S208 described above, implement a warning to the driver (step S216), change the accelerator opening dA Exceed the detection (step S218) of exceeding time Tda of predetermined warning value dA2, whether this exceeding time Tda exceeds the judgment of predetermined setting time T22 (step S220), in the case that the determination result of step S220 is affirmative, exceed counting value in memory 4 The addition of (step S222). The cumulative number of times exceeded and the cumulative time exceeded are stored in the memory 4 .

Especially during expressway driving, the variation dA of the accelerator opening has a large influence on the fuel cost. Therefore, accurate fuel saving management can be performed by storing warnings based on the accelerator opening degree variation dA and occurrence of excess.

If the determination result of step S214 is negative, that is, if it is determined that the accelerator opening change dA is less than or equal to the predetermined warning value dA2, and the driver has not performed excessive changes in the accelerator opening, and if the determination result of step S220 is negative, That is, when it is determined that the above-mentioned exceeding time Tda is less than or equal to the predetermined setting time T22, the driver has stopped the excessive variation of the accelerator opening in response to the warning, and when the exceeding count value is added to the memory 4 by step S222, then the CPU 3 As shown in FIG. 15 , from the vehicle speed S read in step S8 , the vehicle speed variation ΔS for a certain minute time ΔT is obtained, and the vehicle speed variation dS is obtained according to the following formula (2) (step S224 ).

dS＝ΔS/ΔT  …(2)

The CPU 3 determines whether or not the vehicle speed variation dS exceeds a predetermined warning value dS2 set for determining whether or not the vehicle speed variation is excessive to worsen fuel consumption (step S226 ). When the result of determination in step S226 is affirmative, that is, when it is determined that the driver is performing an excessive vehicle speed change that changes fuel consumption, the same as steps S202 to S208 described above, implement a warning to the driver (step S228), vehicle speed The detection (step S230) of the exceeding time Tds of the change dS exceeding the predetermined warning value dS2, the judgment of whether the exceeding time Tds exceeds the predetermined setting time T23 (step S232), and the exceeding count value in the case that the determination result of the step S230 is affirmative. Addition of memory 4 (step S234). The cumulative number of times exceeded and the cumulative time exceeded are stored in the memory 4 .

If the result of determination in step S226 is negative, that is, if it is determined that the vehicle speed change dS is less than or equal to the predetermined warning value dS2, and the driver has not performed an excess vehicle speed change that deteriorates fuel consumption, and the result of determination in step S232 is negative. Occasion, promptly judge above-mentioned exceeding time Tds is less than or equal to the predetermined setting time T23, the occasion that the driver has restrained vehicle speed change dS in response to warning, and by the occasion S232 by step S232 the exceeding counter value is added to memory 4, next, CPU3 according to by Based on the engine speed E read in step S2 and the vehicle speed S read in step S8, it is estimated and determined whether the highest gear is being used (step S236).

If the determination result of step S236 is negative, that is, when the driver does not use the highest gear, the highest gear is not used for the elapsed time Tt (step S238), and it is determined whether the highest gear is not used for the elapsed time Tt beyond the predetermined warning time Tt2 (step S238). S240). When the result of determination in step S240 is affirmative, that is, when the driver uses the highest gear within the predetermined warning time Tt2, the driver is warned (step S242) and the highest gear is not used in the same way as in steps S202 to S208 described above. Whether the elapsed time Tt exceeds the predetermined set time T24 is determined (step S244), and when the determined result of step S244 is positive, the count value is added to the memory 4 (step S246). The cumulative number of times exceeded and the cumulative time exceeded are stored in the memory 4 .

When the result of determination in step S236 is affirmative, that is, when it is determined that the highest gear is being used and the driver is not walking that would deteriorate fuel consumption, and when the result of determination in step S240 is negative, that is, the above-mentioned elapsed time is determined When Tt is less than or equal to the predetermined setting time T24, the driver changes to the highest gear in response to the warning, and when the exceeding count value is added to the memory 4 by step S246, then CPU3 operates from the auxiliary brake as shown in Figure 16. The moving parts 15 and 20 detect the use of the auxiliary brake (step S248), and calculate the auxiliary brake usage rate B (step S250) according to formula (3) according to the number of times N of use of a certain walking distance Lo.

B＝N/Lo ......(3)

The CPU 3 determines whether or not the auxiliary brake usage rate B exceeds a predetermined warning value B2 set to determine whether the auxiliary brake usage rate B is a usage rate that deteriorates fuel consumption (step S252 ). When the result of determination in step S252 is affirmative, similarly to the steps S202 to 208 above, a warning to the driver is implemented (step S254), and detection of the excess time Tb during which the auxiliary brake usage rate B exceeds the predetermined warning value B2 is carried out (step S256). , the determination of whether the excess time Tb exceeds the predetermined set time T25 (step S258), and the addition of the excess count value in the memory 4 if the determination result of step S258 is affirmative (step S260). The cumulative number of times exceeded and the cumulative time exceeded are stored in the memory 4 .

If the result of the determination in step S252 is negative, that is, if it is determined that the auxiliary brake usage ratio B is equal to or less than the predetermined warning value B2 and the driver is not traveling in such a way as to deteriorate fuel consumption, and if the result of determination in step S256 is negative That is, when it is determined that the excess time Tb is less than or equal to the predetermined set time T25, the driver has suspended the excessive use of the auxiliary brake in response to the warning, and the excess count value is added to the memory 4 by step S258, the expressway processing is terminated. I.

As can be seen from FIGS. 14 to 16 , in the expressway process I described above, warnings to the driver based on the accelerator opening A are not performed. This is because a high engine output is generally required during expressway travel, and it is highly necessary to depress the accelerator pedal. However, warnings to the driver based on the accelerator opening A may be performed as needed, and the processing in this case is shown in FIGS. 17 to 20 as expressway processing II.

Steps S300 to S322 of the expressway process II shown in FIG. 17 are the same as steps S200 to S222 shown in FIG. 14 of the expressway process I described above. In a vehicle with a speed limiter that can automatically adjust the vehicle speed S below a predetermined speed, the CPU 3 next detects an activation signal of the speed limiter to determine whether the speed limiter is operating (step S330).

If the determination result of step S330 is affirmative, that is, if the speed limiter is operating, the processing of step S350 and subsequent steps shown in FIG. 19 is carried out, and the processing of steps S322 to S340 is not carried out. The reason for this is the same as in the case of step S100 shown in FIG. 12 in the above-mentioned general road processing. If the determination result of step S330 is negative, that is, when the speed limiter is not actuated, CPU3 determines whether the accelerator opening A read in by step S300 exceeds a predetermined warning value A2 (step S332), and the predetermined warning value A2 is for It is set by judging whether or not the accelerator pedal is being depressed excessively, and if the judgment result of step S332 is affirmative, a warning is given to the driver from the speaker 5 by a buzzer or the like (step S334).

Next, the CPU 3 detects the excess time Ta2 when the accelerator opening A exceeds the predetermined warning value A2 (step S336 ), and determines whether the excess time Ta2 exceeds the predetermined set time T26 (step S338 ). If the result of determination in step S338 is affirmative, the exceeding count value is added to the memory 4, which stores the cumulative exceeding count and cumulative exceeding time (step S340). Furthermore, a warning to the driver related to the accelerator opening A may also be executed when the speed limiter is actuated. In addition, in a vehicle that is not equipped with a speed governor, the above-mentioned determination in step S330 is not performed, and steps S332 to S340 may be performed.

In the case where the determination result of the above-mentioned step S332 is negative, and when the determination result of the above-mentioned step S338 is negative, and the exceeding count value is added to the memory 4 by the step S340, the implementation of steps S350-20 shown in Fig. 19 and Fig. 20 S386. These steps S350 to S386 are the same as steps S224 to S260 shown in FIGS. 15 and 16 of the expressway process I described above.

On the other hand, as shown in FIG. 21 , the idling process shown in FIG. 10 is performed as follows. The CPU 3 detects the elapsed idling time Ti (step S400 ), and determines whether the elapsed idling time Ti exceeds a predetermined warning time Ti3 (step S402 ). If the result of determination in step S402 is affirmative, that is, if the driver has passed the idling speed beyond the predetermined warning time Ti3, the driver is warned by a buzzer or the like from the speaker 5 (step S404).

In addition, the CPU 3 determines whether or not the elapsed idling time Ti exceeds a predetermined set time T31 (step S406). In the case of the affirmative result in step S406, that is, after the warning of step S404, the driver still exceeds the predetermined setting time T31 and passes through the idling situation, the exceeding count value is added to the memory 4 (step S408). The accumulated exceeding count and the accumulated exceeding time are stored.

If the determination result of step S402 is negative, that is, it is determined that the idling elapsed time Ti is less than or equal to the predetermined warning time Ti3, and the driver does not stop the vehicle in the idling state, and if the determination result of step S406 is negative, it is determined that the idling time has elapsed. When the time Ti is less than or equal to the predetermined set time T31, the driver stops the engine in response to the warning, and the excess count value is added to the memory 4 in step S408, the idling process ends.

Here, the aforementioned predetermined set times T11 to T31 can be changed and set by the setting device 21 on the vehicle. Therefore, when changing the setting of the predetermined setting time T11, etc., it is not necessary to temporarily remove the analysis device main body 2 from the vehicle, place it at the vehicle base or send it to the vehicle manufacturer for change, or make a pre-stored A memory card for setting time T11 and the like is predetermined, and the setting of the analysis apparatus main body 2 is changed using the memory card. In this way, according to the present fuel cost management system, the predetermined set time T11 and the like stored in the analysis device main body 2 can be quickly and easily changed on the vehicle using the setter 21, so that the fuel cost management can be performed extremely smoothly.

In addition, the generation of the warning is not stored in the memory 4 at the same time as the warning is issued, but the driving state that satisfies the predetermined warning value and the like after the warning is given to the driver once continues beyond the predetermined setting time T11. , is stored in the memory 4, so that the driver does not feel mentally burdened, can provide an opportunity to correct his driving, and can perform fuel saving management very smoothly.

In addition, for example, when driving on a freeway, if the inter-vehicle distance from the vehicle in front is not appropriate, the vehicle may panic and repeatedly decelerate and accelerate again to catch up with the vehicle in front. Such wavy travel poses a problem in terms of safety, and at the same time, it becomes the biggest cause of worsening fuel consumption especially during expressway travel. In this way, the point of view of fuel cost saving management is different between general road travel and expressway travel, and accordingly, the information required for fuel cost analysis is also different. According to the fuel cost management system of this province, the information is processed by dividing into general road travel and expressway travel, so fuel cost saving management can be performed accurately.

In addition, the driver and driving supervisor can immediately and accurately understand the driving status at that time in the form of printing from the vehicle-mounted printer 6 on the vehicle, which can further improve the driver's awareness of fuel saving. In addition, a series of fuel-saving management including analysis can also be performed only by the vehicle-mounted analysis device 1. In this case, the analysis device 32 at a business site, which requires high cost for equipment introduction and operation, is unnecessary, and the small-scale The introduction of business operators is easier.

Next, the deceleration running monitoring by the local fuel cost management system will be described with reference to FIG. 22 and FIG. 23 .

If the vehicle is decelerated while the vehicle is running, the accelerator pedal is returned, and the longer the distance of the decelerated travel by the engine brake while traveling in the lowest fuel injection state, the greater the contribution to fuel saving. On the other hand, in a vehicle equipped with auxiliary brakes represented by exhaust brakes, speed reducers, etc., excellent braking characteristics can be obtained by the operation of the auxiliary brakes, so it can be seen that repeated rapid deceleration and The accompanying rapid acceleration tends to become an important cause of fuel cost deterioration. Therefore, the deceleration running by the engine brake can be accurately monitored especially in the vehicle equipped with the auxiliary brake by the deceleration running monitoring.

As shown in Figure 22, CPU3 reads the fuel flow F (step S50) that fuel flow sensor 14,19 detects, and judges whether fuel flow F is less than the preset value Fo related to the minimum injection when the vehicle is running (step S50). S52). In a diesel engine vehicle, since the minimum fuel injection quantity when the vehicle is running is zero when the accelerator pedal is returned, the predetermined set value Fo is set at a value very close to zero. Here, the reason why the predetermined set value Fo is not set to zero is that, even when the actual fuel injection is zero, the fuel flow rate sensors 14 and 19 sometimes do not display zero when measured. In addition, in gasoline engine vehicles, when the vehicle is running, when the accelerator pedal is returned, there is also a certain amount of fuel injection, so the predetermined setting value Fo is set at a value close to the fuel injection amount.

If the determination result of step S52 is affirmative, that is, when the fuel flow rate F is less than the predetermined set value Fo related to the minimum injection when the vehicle is running, the CPU 3 reads the accelerator opening detected by the accelerator opening sensors 13 and 18. A (step S54), it is determined whether the accelerator opening A is substantially zero (step S56). Since it is approximately zero, it is set as zero or a value close to zero in consideration of an instrument error or the like.

In this way, when the fuel flow F is less than the predetermined set value Fo which is similar to the minimum fuel flow when the vehicle is running and the accelerator opening A is approximately zero, it is set as the state of the accelerator opening zero, which is set as the determination condition, so that it can be extremely Properly captures the lowest fuel-injected walk of a diesel engine car or a gasoline engine car. In addition, the accelerator opening zero state may be determined for only one of the fuel flow rate and the accelerator opening A. In this way, the lowest fuel injection travel of the vehicle can also be captured with very high precision.

In the case of a negative result in step S56, that is, when it is determined that the accelerator opening A is approximately zero, the use state of the auxiliary brake is detected from the auxiliary brake actuating parts 15, 20 (step S58), and it is determined whether the brake is not used ( Step S60). If the determination result of step S60 is affirmative, that is, when the auxiliary brake is not used, CPU 3 reads the vehicle speed S detected by vehicle speed sensors 11 and 16 (step S62), and calculates the accelerator opening and closing speed based on the vehicle speed S and the elapsed time. The travel distance L in the zero state and the auxiliary brake is not used (step S64), the travel distance L is added to the memory 4, and the accumulated travel distance TL is stored (step S66).

If the determination result of the above-mentioned step S52 is negative, that is, when the fuel flow rate F is not in the minimum injection state when the vehicle is running, and if the determination result of the above-mentioned step S56 is negative, that is, the accelerator opening A is not substantially zero. Occasion, and the determination result of step S60 is negative occasion, promptly use the occasion of auxiliary brake, and by above-mentioned step S66 accumulative travel distance TL is stored in the occasion of memory 4, judge whether power is cut off (step S68). If the result of determination in step S68 is negative, the above-mentioned steps from step S50 onwards are repeated. If the result of determination in step S68 is affirmative, the deceleration running monitoring is terminated.

On the other hand, when the vehicle is equipped with an automatic eco-speed driving system that automatically adjusts the vehicle speed S to a predetermined speed, the deceleration running monitoring shown in FIG. 23 is implemented. Steps S70 and S72 in FIG. 23 are the same as steps S50 and S52 shown in FIG. 22 . In step S72, if the determination result of whether the fuel flow rate F is less than the predetermined setting value Fo related to the minimum injection when the vehicle is running is affirmative, then the CPU 3 determines whether the automatic economical speed driving system is activated (step S73) . If the determination result of step S73 is negative, that is, when the automatic eco-speed driving system is not activated, the same contents as steps S54-S68 shown in FIG. 22 are implemented (steps S74-S88).

If the result of determination in step S73 is affirmative, that is, when the automatic economical vehicle speed driving system is in motion, the reading of the accelerator opening A in step S74 and the determination of whether the accelerator opening A in step S76 is substantially zero are not carried out, but are carried out. Detection of the use state of the auxiliary brake in step S78 and the following steps. In this way, when the automatic economical speed driving system is activated, when the fuel flow rate F is less than the predetermined set value Fo, it is regarded as the zero state of the accelerator opening, because when the automatic economical speed driving system is activated, the driver does not operate the accelerator pedal. , so it is difficult to determine the zero state of the accelerator opening from the accelerator opening A.

Through this deceleration running monitoring, it is possible to accurately monitor the deceleration running by the engine brake of the vehicle equipped with the auxiliary brake, and optimally provide the analysis data on fuel-saving driving to the driver and the driving administrator, and it is possible to Greatly increased the accuracy of fuel cost improvements.

The driver or driving manager can immediately output the cumulative travel distance TL stored in the memory 4 from the vehicle-mounted printer 6 as a travel ratio 81 to the total cumulative travel distance on the vehicle as shown in FIG. 5 . Therefore, the driver and the traffic manager can immediately know the driving state at this time when compared with the actual driving immediately before when driving, parking, and returning to the vehicle base, which can further improve the driver's awareness of the situation. Awareness of fuel costs.

In addition, the cumulative travel distance TL stored in the memory 4 is input to the business site analysis device 32 of the business site, vehicle manufacturer, etc. through the memory card 31, and can be combined with various reports output from the business site analysis device 32 to update detailed analysis. On the other hand, the fuel flow F, accelerator opening A, auxiliary brake use information, and vehicle speed S stored in the memory 4 of the main body 2 of the on-vehicle analysis device 1 can also be input to the analysis device 32 of the business plant through the memory card 31, and the data can be determined by the business plant. The analyzing device 32 performs a series of processes shown in FIG. 22 or FIG. 23 .

In this provincial fuel cost management system, as information related to the running state of the vehicle, vehicle speed S, engine speed E, accelerator opening A, fuel flow rate F, and information related to the use of auxiliary brakes are detected, but not limited thereto. Other information of the vehicle may be detected, and based on these, the generation of a warning, the occurrence of an excess, etc. may be stored in the memory 4 . In addition, the accelerator opening degree A and the accelerator opening degree variation dA are not necessarily included as the processing information of the CPU 3 . In addition, it is not necessary to divide the processing information into general road processing information and expressway processing information, and to store the occurrence of warnings, the occurrence of overtaking, etc. in the memory 4 .

The general road handling information and the expressway handling information are not necessarily limited to the above, either. It is also not necessary to perform the switching setting of the presence or absence of warning generation by the setting unit 21 .

In this province's fuel cost management system, as information related to the running state of the vehicle, vehicle speed S, engine speed E, accelerator opening A, fuel flow rate F, and information related to the use of auxiliary brakes are detected, but not limited to this, and Other information of the vehicle can be detected, and information related to these processed information, information related to occurrence of warning and/or occurrence of exceeding, etc. can be output by the on-board printer. In addition, the on-vehicle printer does not necessarily have to output the scheduled warning condition and the scheduled setting time that have been set and changed by the setting device.

It is not necessarily necessary to output the fuel consumption rate from the vehicle-mounted printer, and it is also not necessary to display a warning sign when the rate of occurrence exceeds a predetermined set value. In addition, erasure of each information from the memory and resumption of storage by the travel start switch and the print switch are not necessarily performed.

On the other hand, in the above-mentioned deceleration running monitoring, it is assumed that the state of zero accelerator opening is when the fuel flow rate F is less than the predetermined set value Fo and/or when the accelerator opening A is approximately zero, but it is not limited thereto. other information to set the zero state of the throttle opening. In addition, according to the vehicle speed S and the elapsed time at this time, the fuel flow rate F is less than the predetermined setting value Fo related to the minimum injection when the vehicle is running, and the travel distance L without using the auxiliary brake is not limited thereto. Other information calculations.

In addition, according to the exceeding total report 71 of the vehicle-mounted printer 6, the travel ratio 81 of the cumulative travel distance TL to the total cumulative travel distance when the accelerator opening A is zero and the auxiliary brake is not used is displayed, but it is not limited thereto, and the cumulative travel can also be directly displayed. Such a display may not be performed for the distance TL.

The fuel saving management system of the present invention can perform the fuel saving management and the assistance to the driver for the purpose very smoothly. More specifically, it is possible to reduce the mental burden on the driver's side for the warning. In addition, the setting of predetermined warning conditions such as predetermined warning values such as vehicle speed and the like stored in the vehicle-mounted analysis device can be quickly and easily changed. In addition, the driver and the traffic manager can immediately and accurately know the current driving status on the vehicle, which can further improve the driver's awareness of fuel saving. Small-scale operators can more easily introduce fuel-saving management. In addition, in particular, it is possible to accurately monitor the deceleration running by the engine brake of a vehicle equipped with auxiliary brakes, and it is possible to greatly improve the accuracy of fuel consumption management.

Therefore, vehicles equipped with the fuel cost saving management system of the present invention are not limited to trucks and buses, and the fuel cost saving management system of the present invention can be widely used for all types of vehicles.

Claims (9)

1. a fuel consumption conservation management system has information detecting unit (11,12,13,14,15,16,17,18,19,20), information process unit (3), reaches information memory cell (4) on vehicle; This information detecting unit detects the information (S, E, A, F) relevant with the walking states of above-mentioned vehicle; This information process unit is handled the detected above-mentioned information of above-mentioned information detecting unit, gives a warning when the information of handling (A, dA, B, E, F, S, dS, Ti, Tt) has satisfied predetermined warning condition (A1, A2, dA2, B2, E1, S2, dS2, Ti3, Tt2) time; This information memory cell is stored the information of above-mentioned processing; It is characterized in that:

When above-mentioned information process unit has surpassed the predetermined set time (T11, T12, T21, T22, T23, T24, T25, T26, T31) in the transit time (Ti, Tt) that the information of above-mentioned processing satisfies the information of time (Ta1, Ta2, Tda, Tb, Tds, Te, Ts0, Ts2) of above-mentioned predetermined warning condition or above-mentioned processing, make the above-mentioned generation that surpasses of above-mentioned information memory cell storage

The information of above-mentioned processing comprises Ordinary Rd processing information and expressway processing information,

Above-mentioned Ordinary Rd processing information comprise the speed of a motor vehicle (S), engine speed (E), accelerator open degree (A), in the idling transit time (Ti) any or more than or equal to two combination in any,

Above-mentioned information process unit (3) makes above-mentioned information detecting unit detect fuel flow rate (F) and the conduct information relevant with the walking states of above-mentioned vehicle, when above-mentioned fuel flow rate surpasses predetermined set value (Fo), carry out the above-mentioned warning relevant with above-mentioned engine speed (E).

2. a fuel consumption conservation management system has information detecting unit (11,12,13,14,15,16,17,18,19,20), information process unit (3), reaches information memory cell (4) on vehicle; This information detecting unit detects the information (S, E, A, F) relevant with the walking states of above-mentioned vehicle; This information process unit is handled the detected above-mentioned information of above-mentioned information detecting unit, gives a warning when the information of handling (A, dA, B, E, F, S, dS, Ti, Tt) has satisfied predetermined warning condition (A1, A2, dA2, B2, E1, S2, dS2, Ti3, Tt2) time; This information memory cell is stored the information of above-mentioned processing; It is characterized in that:

When above-mentioned information process unit has surpassed the predetermined set time (T11, T12, T21, T22, T23, T24, T25, T26, T31) in the transit time (Ti, Tt) that the information of above-mentioned processing satisfies the information of time (Ta1, Ta2, Tda, Tb, Tds, Te, Ts0, Ts2) of above-mentioned predetermined warning condition or above-mentioned processing, make the above-mentioned generation that surpasses of above-mentioned information memory cell storage

The information of above-mentioned processing comprises Ordinary Rd processing information and expressway processing information,

Above-mentioned expressway processing information comprise the speed of a motor vehicle (S), accelerator open degree change (dA), speed of a motor vehicle change (dS), the most high-grade do not use the transit time in (Tt2), the auxiliary brake utilization rate (B) any or more than or equal to two combination in any,

Above-mentioned information process unit (3) makes above-mentioned information detecting unit detect accelerator open degree (A) and the conduct information relevant with the walking states of above-mentioned vehicle, when above-mentioned accelerator open degree surpasses predetermined set value (Ao), carry out the above-mentioned warning relevant with the above-mentioned speed of a motor vehicle (S).

3. fuel consumption conservation management system according to claim 1 and 2 is characterized in that:

On above-mentioned vehicle, also has the setting device (21) that can change above-mentioned predetermined warning condition.

4. fuel consumption conservation management system according to claim 1 and 2 is characterized in that: contain throttle aperture (A) about the information of the walking states of above-mentioned vehicle and the packets of information of above-mentioned processing,

Above-mentioned vehicle has can adjust to the speed of a motor vehicle (S) predetermined speed or its following speed limiting device automatically, and above-mentioned information process unit (3) carries out when above-mentioned speed limiting device is failure to actuate and the relevant warning of above-mentioned accelerator open degree (A).

5. fuel consumption conservation management system according to claim 3, it is characterized in that: above-mentioned information process unit (3) can switch having or not of above-mentioned warning generation, above-mentioned setting device (21) can be set for and can carry out above-mentioned switching to above-mentioned information process unit, above-mentioned information process unit switches to above-mentioned warning does not take place when being set at by above-mentioned setting device can carry out above-mentioned switching the time.

6. fuel consumption conservation management system according to claim 1 and 2 is characterized in that:

The printer (6) that on above-mentioned vehicle, has the relevant information (44,45,46,47,48,49,63,64,65,66,74,75,76,77,78,79,80,81) of information exportable and the above-mentioned processing that is stored in above-mentioned information memory cell.

7. fuel consumption conservation management system according to claim 6 is characterized in that: exportable generation and/or the relevant information (63,64,65,66,74,75,76,77) of the above-mentioned generation that surpasses with the above-mentioned warning that is stored in above-mentioned information memory cell (4) of above-mentioned printer (6).

8. fuel consumption conservation management system according to claim 7, it is characterized in that: above-mentioned information process unit (3) calculates the above-mentioned frequency that surpasses, calculate above incidence rate (Rs, Ra, Re, Ri) according to the above-mentioned frequency that surpasses, when above-mentioned when surpassing incidence rate and surpassing predetermined set value (Rso, Rao, Reo, Rio), with demonstration warning label from the relevant information (74～77) of the information of the above-mentioned processing of above-mentioned printer (6) output.

9. fuel consumption conservation management system according to claim 6, it is characterized in that: the print switch (8b) that travels and operate when beginning switch (8d) and above-mentioned printer (6) output of operation when also having above-mentioned vehicle driving and beginning, above-mentioned information process unit (3) carries out during switch and the information (A that is stored in the above-mentioned processing of above-mentioned information memory cell (4) in the above-mentioned beginning of travelling of operation, dA, B, E, F, S, dS, Ti, Tt, TL) Xiang Guan information wipe and to the restarting of the above-mentioned information memory cell storage information relevant with the information of above-mentioned processing, the while is carried out wiping of the information relevant with the information of the above-mentioned processing that is stored in above-mentioned information memory cell when operating above-mentioned print switch.

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