JP2008174100A - Operating state display device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display device for displaying the operating state of a hybrid vehicle such as economical driving or not after considering the efficiency change of a power train caused by the state change of the vehicle. <P>SOLUTION: The display device comprises a display means 10 displaying the operating state of the hybrid vehicle 90, and a display control means 20 for controlling the display of the display means based on a specific threshold. The display control means changes the specific threshold based on the vehicle state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an operation state display device that displays a state of a driving operation of a hybrid vehicle based on a specific threshold value.

Whether the economy shift mode has been selected for an engine vehicle equipped with an automatic transmission that has been selectively controlled using a plurality of shift modes with different shift characteristics, including the economy shift mode for pursuing fuel efficiency. Automatic display for determining whether or not the driving operation when the economy shift mode is selected is a driving operation suitable for improving fuel efficiency, and controlling the display unit to a different display mode according to the determination result 2. Description of the Related Art A motion state display device for a vehicle equipped with a transmission is known (for example, see Patent Document 1).
JP 2003-220851 A

  However, in the configuration described in Patent Document 1 described above, only the driving state display for improving the fuel efficiency of the engine vehicle is targeted, and the hybrid vehicle is not considered at all.

  By the way, a hybrid vehicle is a vehicle that travels by combining two drive means of an engine and a motor, and therefore has a property different from an engine vehicle in which the efficiency of the power train changes depending on the vehicle state such as temperature. Therefore, the method for improving the fuel consumption of an engine vehicle without changing the power train efficiency cannot be directly applied to the hybrid vehicle.

  Therefore, the present invention has an object to provide a display device that displays the operation state of a vehicle, such as whether or not the vehicle is eco-friendly, in consideration of a change in the efficiency of the power train due to a change in the vehicle state of the hybrid vehicle. And

In order to achieve the above object, an operation state display device according to a first aspect of the present invention includes display means for displaying an operation state of a hybrid vehicle,
Display control means for controlling the display of the display means based on a specific threshold,
The display control means changes the specific threshold value based on a vehicle state. Thereby, the display of a display means can display the operation state of a vehicle in consideration of the change of the efficiency of a power train.

A second invention is the operation state display device according to the first invention,
The display control means lowers the specific threshold when the vehicle state is a state where the temperature of the electric travel system device is high. As a result, the state of operation of the vehicle can be displayed in a state where the temperature of the electric traveling system device such as the motor is high, reflecting that the efficiency of the power train is reduced.

A third invention is the operation state display device according to the first or second invention,
The display control means lowers the specific threshold when the vehicle state is a state where the input / output power of the battery is low. Accordingly, it is possible to display the operation state of the vehicle in consideration of a decrease in the efficiency of the power train due to deterioration of the battery over time.

A fourth invention is the operation status display device according to the first invention,
The display control means sets the specific threshold value to a boundary region where the power circulation occurs when the vehicle state is a state where there is a possibility of causing power circulation between the engine, the motor and the generator included in the hybrid vehicle. It is characterized by changing. This can warn the driver that there is a risk of power circulation.

A fifth invention is an operation state display device according to the first to fourth inventions,
The specific threshold value is an accelerator opening specified according to a vehicle speed. As a result, the driver can use the accelerator operation with good fuel efficiency as a guideline in consideration of the efficiency change of the power train.

  ADVANTAGE OF THE INVENTION According to this invention, the operation state of a vehicle can be displayed reflecting the change of the efficiency of a power train by the vehicle state of a hybrid vehicle.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is an overall block configuration diagram including an operation state display device 100 according to the present embodiment and related devices mounted on a hybrid vehicle 90. In FIG. 1, an operation state display device 100 according to the present embodiment includes a display unit 10 and a display control unit 20.

  The display means 10 is means for displaying the driving operation state of the hybrid vehicle 90 of the driver. For example, the display means 10 turns on the indicator for displaying the eco-mark if the operation of the hybrid vehicle 90 is in an operation state with good fuel efficiency, and turns off the indicator if it is not in an operation state with good fuel efficiency. It may be a display means. The display means 10 is preferably arranged at a position that is easy to see from the driver in the hybrid vehicle 90, and may be provided, for example, in a meter in front of the driver's seat. Moreover, the display means 10 will not ask | require the kind and form, if the role which makes a driver | operator recognize the operation state of a vehicle can be played. The display means 10 allows the driver to know, for example, whether or not his driving is in an operating state with good fuel efficiency.

  The display control unit 20 is a control unit that controls the display of the display unit 10 and may be configured as, for example, an ECU (Electronic Control Unit) capable of executing a logic operation or the like. For example, the display control unit 20 may perform ON / OFF control as to whether or not to display the eco mark on the display unit 10 by performing a comparison operation with a specific threshold value set in advance. Further, the display control unit 20 according to the present embodiment further performs control to change a specific threshold based on the state of the hybrid vehicle 90. Although details will be described later, specifically, for example, when the temperature of the electric traveling system device 60 such as the motor 61 becomes high, change control for lowering a specific threshold value is performed. As a result, the specific threshold value is not always kept constant, but the specific threshold value is changed according to the change in the efficiency of the power train, etc., and the eco-drive indicator of the display means 10 is always displayed using the optimum threshold value. It is possible to control whether or not to perform.

  The operation state display device 100 according to the present embodiment may include an accelerator position sensor 21 and a wheel speed sensor 22 as related devices of the display control unit 20. The accelerator position sensor 21 is a sensor that detects the amount of depression of the accelerator pedal, and can thereby determine the accelerator opening of the vehicle 90 during driving. The wheel speed sensor 22 is a sensor provided on each wheel, and can thereby determine the vehicle speed. The display control means 20 performs display control of the display means 10 by comparison with a specific threshold value. The specific threshold value is determined by the magnitude of the accelerator opening corresponding to the vehicle speed. Therefore, the accelerator position sensor 21 and the wheel speed sensor 22 are provided.

  The hybrid vehicle 90 includes, as related devices of the operation state display device 100 according to the present embodiment, a hybrid control ECU (electronic control unit) 30, vehicle state detection means 40, an electric travel system device 60, an engine 70, a power distribution mechanism 80, A reduction gear 81, a drive shaft 82, and wheels 83 may be provided.

  The hybrid vehicle 90 includes both an engine 70 and a motor 61 as driving force sources. In accordance with the driver required power based on the accelerator opening and the vehicle speed, both the engine 70 and the motor 61 are efficiently used as drive sources to realize excellent fuel efficiency and consider the environment. The motor 61 rotates in proportion to the front wheels via the speed reducer 81, and drives the wheels independently at the time of start and low speed driving, assists the engine output as necessary during normal driving, and generates power during braking. May work as a machine and recover energy.

  In addition to the motor 61, the electric travel system device 60 includes a generator 62 that generates power. The generator 62 generates electric power for driving the motor 61 and charging the battery 65. The engine 70, the motor 61, and the generator 62 are connected via a planetary gear (not shown) of the power distribution mechanism 80. The engine output is divided into the motor 61 and the generator 62 by the planetary gear of the power distribution mechanism 80. The driving force is decelerated via the reduction gear 81 and transmitted to the drive axle 82, and the wheel 83 rotates.

  The electric travel system device 60 may include a battery 65, a boost converter 64, and an inverter 63 in order to supply electric power to the motor 61. The DC power supplied from the battery 65 is boosted by the boost converter 64, converted to AC by the inverter 63, and supplied to the motor 61. When the power generated by generator 62 is charged into battery 65, AC is converted into DC by inverter 63, and the voltage is stepped down by converter 64 and charged to battery 65.

  The hybrid control ECU 30 may be configured to be communicable with the display control means 20 in a wired or wireless manner. The hybrid control ECU is an ECU that controls the travel mode of the hybrid vehicle. In other words, the engine 70 is operated to run, or the engine 70 is stopped and only the motor 61 is operated to control, and output control of each power is performed. Specifically, for example, the required driver required power is calculated from the depression amount of the accelerator pedal detected by the accelerator position sensor and the vehicle speed detected by the wheel speed sensor, and accordingly, the electric vehicle having only the motor 61 is calculated. The engine 70 is also activated to control whether the vehicle travels in a hybrid state where the engine 70 and the motor 61 are mixed (hereinafter referred to as “HV travel”). At the same time, necessary engine output, motor torque, and generator torque are obtained, and outputs of the engine 70, motor 61, and generator 62 are controlled. And in order to implement | achieve the output of these motive powers, you may control the inverter 63, the boost converter 64, and the battery 65 of the electric traveling system apparatus 60 simultaneously.

  Note that these controls do not have to be performed by all the hybrid ECUs 30 alone. For example, if a motor ECU, an engine ECU, a battery ECU, etc. are provided, only the control for giving an instruction to them may be performed. The aspect is not ask | required.

  The vehicle state detection unit 40 is a unit that detects a vehicle state during travel of the vehicle 90. Vehicle state detection means 40 includes a motor temperature sensor 41, a generator temperature sensor 42, an inverter temperature sensor 43, a boost converter temperature sensor 44, a battery temperature sensor 45, and a battery input / output sensor 46. These sensors include a motor temperature sensor 41, a generator temperature sensor 42, an inverter temperature sensor 43, a boost converter temperature sensor 44, and a battery temperature sensor 45, which are sensors for detecting the temperature of the components of the electric travel system device 60. It comprises a battery input / output sensor 46 for detecting input / output power of the battery 65. The motor 61, the generator 62, the inverter 63, the boost converter 64, and the battery 65, which are constituent elements of the electric traveling system device 60, all have a property that their operating efficiency decreases as the temperature rises. Accordingly, in the hybrid control, the efficiency of the power train of the electric traveling system using the motor 61 and the generator 62 as a power source is reduced due to the temperature rise, so that the starting point of the engine 70 to operate quickly for the same driver required power. A change occurs.

  This phenomenon also affects the display control means 20 that originally set a place where the power train efficiency is high in a normal state as a specific threshold value, and the original threshold value is the efficiency of the power train in the actual running state. Deviation from a good place will occur. In the display device 100 according to the present embodiment, it is necessary to change the specific threshold value of the display control unit 20 in consideration of such a change in power train efficiency due to the temperature rise. Therefore, the motor 61, the generator 62, the inverter 63, the boost converter 64, and the battery 65, which are the components of the electric travel system device 60 that affects the efficiency of the power train when the temperature rises, A temperature sensor 41, a generator temperature sensor 42, an inverter temperature 43, a boost converter temperature sensor 44, and a battery temperature sensor 45 are provided.

  In addition, as for the battery 65, the battery input / output power changes due to deterioration over time, and both the battery input power and the output power tend to decrease with age, so that it also acts to reduce the efficiency of the power train. To do. Therefore, the vehicle state detection means 40 is also provided with a battery input / output sensor 46, and a specific threshold value is changed in consideration of a decrease in input / output power of the battery 65 so that appropriate display control can be performed.

  As described above, in the operation state display device 100 according to the present embodiment, the electric travel system device 60 of the hybrid vehicle 90 changes depending on the vehicle state such as the temperature state or the aging state, and is affected by the power train efficiency. In consideration of the above, the threshold value for switching the display of the display means 10 set based on the power train efficiency is changed, so that an appropriate display according to the actual power train efficiency can be performed. ing.

  FIG. 2 is a diagram illustrating an example of changes in the motor output Pm and the inverter output Pi with respect to changes in the temperature T. In FIG. 2, as the temperature T rises, both the motor output Pm (T) and the inverter output Pi (T) are shown with their output values decreasing. In both Pm (T) and Pi (T), the temperature T rises, and the decrease width is small until the point of T = T1, but when the temperature becomes higher than T = T1, the increase rate of the temperature T Thus, it can be seen that the output greatly decreases at a substantially constant rate. Thus, with respect to the motor 61 and the inverter 63, it can be seen that as the temperature T increases, the motor output Pm and the inverter output Pi decrease, and the power efficiency decreases.

  In FIG. 2, the motor 65 and the inverter 63 are described as an example. However, the generator 62 has almost the same configuration as the motor 65 and the boost converter 64 has a configuration similar to the inverter 63. It can be considered that the boost converter 64 also exhibits similar temperature-output characteristics.

  FIG. 3 is a diagram illustrating an example of changes in the battery input Win and the battery output Wout with respect to the temperature T and the aging D.

  First, in FIG. 3, paying attention to the battery input Win (T), as the temperature T rises, Win (T) rises until T = T2, and after T = T2, Win (T) decreases. It has turned to. In the case of the battery 65, if the temperature is too low, the efficiency of the battery 65 decreases. However, if the temperature exceeds a certain temperature T = T2, the input power (chargeable power) of the battery 65 decreases as the temperature increases. Indicates a decrease.

  The same applies to the battery output Wout (T). As the temperature T rises, the efficiency gradually increases until T = T3, but when T = T3 is exceeded, the battery output Wout (T ) Has decreased and efficiency has decreased. As shown by the phenomenon that the battery output is low and it is difficult to start the engine on a cold day, the output decreases for the battery 65 if it is too cold, and the output increases as the temperature rises. If it becomes too high and exceeds T = T3, it indicates that the output decreases with increasing temperature. Accordingly, the battery 65 also acts to reduce the efficiency of the power train when the temperature T rises to a certain level.

  Next, in FIG. 3, the influence of the aging D on the battery input / output will be described. In FIG. 3, the battery input Win (D) and the battery output Wout (D) with respect to the change of the aging D both decrease at a substantially constant rate as the aging D increases. The battery output Wout (D) decreases because the state of charge (SOC) also decreases due to the aging of the battery 65, and the battery output Wout (D) decreases accordingly. Moreover, due to aging deterioration, the chargeable capacity also decreases, and Win (D) also decreases. Accordingly, the input / output of the battery 65 also changes due to the change of the aging D, which also has the effect of reducing the efficiency of the power train.

  As described with reference to FIGS. 2 and 3, the output of the electric traveling system device 60 changes due to the change in the temperature T or the aging D, but the output power P (eV) of the EV driving at the temperature T or the aging D after the change. Can be expressed as in equation (a).

ＥＶ走行出力パワーＰ（ｅｖ）を表す（ａ）式は、温度Ｔにおけるモータ出力Ｐｍ（Ｔ）、インバータ出力Ｐｉ（Ｔ）、バッテリ入力Ｗｉｎ（Ｔ）及びバッテリ出力Ｗｏｕｔ（Ｔ）と、経年Ｄにおけるバッテリ入力Ｗｉｎ（Ｄ）及びバッテリ出力Ｗｏｕｔ（Ｄ）とを入力変数とする関数となっている。従って、温度Ｔ及び経年Ｄにより定まる各入力変数により、一義的にＥＶ走行出力パワーＰ（ｅｖ）を定めることができる。

The expression (a) representing the EV traveling output power P (ev) is expressed as follows: motor output Pm (T) at temperature T, inverter output Pi (T), battery input Win (T) and battery output Wout (T) The battery input Win (D) and the battery output Wout (D) in FIG. Therefore, the EV running output power P (ev) can be uniquely determined by each input variable determined by the temperature T and the aging D.

  In the equation (a), the input variables are Pm (T), Pi (T), Win (T), Wout (T), Win (D) and Wout (D) from the correspondence with FIG. 2 and FIG. However, the generator output Pg (T) and the boost converter output Pc (T) at the temperature T may be taken into consideration, and the equation (b) may be used.

図４は、表示制御手段２０において実行される、表示手段１０であるインジケータのインジケータ点灯・消灯ロジック制御の内容を説明するための図である。

FIG. 4 is a diagram for explaining the contents of the indicator lighting / extinguishing logic control of the indicator which is the display means 10 executed in the display control means 20.

  In FIG. 4, the horizontal axis indicates the vehicle speed V [km / h], and the vertical axis indicates the accelerator opening Acc [%]. The thick line graph Acc (V, P (ev)) in FIG. 4 shows the threshold value in the state where the power train efficiency including the engine output is good at the vehicle speed V and the EV traveling output power P (ev). It is the graph converted into. Since the threshold value at which the power train efficiency is good varies depending on the vehicle speed V, the horizontal axis can be expressed as a map corresponding to the vehicle speed V. Moreover, the horizontal broken line of the graph of FIG. 4 shows acceleration limitation, and the broken line on the right side shows running resistance. These items are all converted into the accelerator opening Acc as shown on the vertical axis in FIG. 4, and after all are considered, the boundary line Acc (V, P (ev)) serving as a threshold of power train efficiency. Is defined. Then, the display control means 20 controls whether to turn on or off the eco lamp of the display means 10 that is an indicator, with the accelerator opening boundary line Acc (V, P (ev)) as a threshold value. Specifically, for example, if the actual accelerator opening is smaller than the accelerator opening threshold Acc (V, P (ev)), the eco lamp is turned on, and the actual accelerator opening is the accelerator opening threshold Acc (V, P ( ev) If it is larger, the eco lamp is turned off.

  Therefore, in the operation state display device 100 according to the present embodiment, the EV traveling output power P (ev) changes due to the change in the temperature T or the aging D, and in response to this, the accelerator opening Acc (V, P (ev)) is changed up and down. Specifically, the accelerator opening characteristic curve Acc (V, P (ev)) serving as a threshold value is changed so as to decrease as the temperature T or the aging D increases. Thereby, the specific threshold value of the display switching of the display means 10 in the display control means 20 can be changed so as to reflect the actual power train efficiency, and whether or not the operation state of the eco-driving is appropriately set. Can be displayed.

  FIG. 5 is a diagram showing the relationship of the fuel consumption per unit work of the engine 70 with respect to the driver required power, that is, the fuel efficiency characteristic of the engine 70 with respect to the driver required power.

  In FIG. 5, the horizontal axis indicates the required driver power [kW], and the vertical axis indicates the fuel consumption per unit work of the engine 70. The driver-required power on the horizontal axis is the driving force required by the driver, and is a concept that is substantially in common with the accelerator opening [%]. On the other hand, the fuel consumption per unit on the vertical axis represents so-called fuel efficiency, and if the amount is small, the fuel efficiency is good, and if the amount is large, the fuel efficiency is bad.

  According to the characteristic curve of FIG. 5, it can be seen that the fuel efficiency is poor in the range where the driver required power is small, and the fuel efficiency increases rapidly from around the driver required power exceeding P1 and P2. Therefore, it is preferable to perform EV traveling without operating the engine 70 in a region where the driver required power is small. Further, it can be seen that in the region where the driver required power is large and exceeds P2, the fuel efficiency is good and the overall energy efficiency is good even if the engine 70 is operated.

  Therefore, in FIG. 5, EV driving by the motor 61 is performed while the driver required power is small from the start, and when the driver required power reaches P2, the engine 70 is started and switched to HV driving. In addition, when the driver required power shifts from a large area to a small area, the vehicle is switched to EV running when the driver required power reaches P1.

  Thus, by switching between EV traveling and HV traveling according to the magnitude of the driver required power, it is possible to travel with good fuel efficiency. However, as explained so far, in practice, the temperature T or the aging D Due to the increase, a phenomenon occurs in which the EV travel transition power P1 and the engine start transition power are reduced. Therefore, in the operation state display device 100 according to the present embodiment, the specific threshold value in the display control device 20 is changed corresponding to these changes.

  Note that the threshold value P2 for shifting from EV traveling to HV traveling is different from the threshold value P1 for shifting from HV traveling to EV traveling because hysteresis is provided so that hunting does not occur near the threshold value.

  FIG. 6 is a diagram illustrating a control flow of the operation state display device 100 according to the present embodiment. In addition, about the component similar to demonstrated so far, the same referential mark is attached | subjected and the description is abbreviate | omitted.

  In step 100, ignition is turned on by an ignition switch (not shown) of the hybrid vehicle 90, and the vehicle 90 is started. As described above, initially, the motor 61 may start from EV travel.

  In step 110, the EV traveling output power P (ev) is calculated from the equation (a) or the equation (b). Specifically, the temperature of each component of the electric travel system device 60 may be detected by the vehicle state detection means 40, and the battery input / output 46 may be detected as necessary. And based on them, in hybrid control ECU30, EV driving output power P (ev) may be calculated based on (a) Formula or (b) Formula. Note that in the formula (a) or the formula (b), the EV running output P (ev) is not necessarily calculated unless all the detected values are detected. Depending on the content of the functional formula P (ev), Input variables may be selected arbitrarily. For example, in the case of considering only the secular change for the battery, or the temperature change of the boost converter has little influence or can be estimated from other input variables, the abbreviated form excluded from the input variable of P (ev) You may make it operate by a function type | formula.

  In step 120, the threshold value Acc (V, P (ev)) of the accelerator opening Acc is calculated. As described with reference to FIG. 4, the threshold value Acc (V, P (ev)) of the accelerator opening Acc is the accelerator opening Acc at which the combined efficiency of the EV traveling output P (ev) and the engine output at the vehicle speed V is improved. The calculation may be set to (V, P (ev)). Depending on the magnitude of the temperature T and / or the aging D, the EV traveling output P (ev) decreases and the efficiency of the entire power train decreases. Therefore, the accelerator opening threshold Acc (V, P (ev) ) Is changed and set. The accelerator opening threshold value Acc (V, P (ev)) may be set by the display control means 20 or by the hybrid control ECU 30. Since both are configured as an ECU, both can be operated.

  In step 130, the display control means 20 determines whether or not the actual accelerator opening Acc at the vehicle speed V is smaller than the accelerator opening threshold Acc (V, P (ev)). The actual accelerator opening Acc and vehicle speed V may be detected by an accelerator position sensor 21 and a wheel speed sensor 22 provided in the hybrid vehicle 90. The display control means 20 stores the function value of the accelerator opening threshold value Acc (V, P (ev)), and compares the accelerator opening Acc at the actual vehicle speed V with the magnitude. When the actual accelerator opening Acc is smaller than the accelerator opening threshold Acc (V, P (ev)), the routine proceeds to step 140, where the actual accelerator opening Acc is the accelerator opening threshold Acc (V, P (ev)). If greater than), go to step 150.

  In step 140, the display control means 20 controls the display means 10 to turn on the eco lamp. Thereby, the occupant of the vehicle 90 including the driver can know that the current operation state of the hybrid vehicle 90 is an operation state with good fuel efficiency. After step 140, the process proceeds to step 160.

  On the other hand, in step 150, the display control means 20 controls the display means 10, turns off the eco lamp and turns off. Thereby, the occupant of the vehicle 90 including the driver can know that the current operation state of the vehicle 90 is not an operation state with good fuel efficiency. After step 150, the process proceeds to step 160.

  In step 160, it is determined whether or not the ignition switch is turned off. When the ignition switch is ON, the process returns to step 110, and the control flow is repeated from step 110. On the other hand, if the ignition switch is turned off, it means that the trip of the vehicle 90 has ended, and thus the control flow is ended.

  Next, operation modes of the operation state display device 100 according to the present embodiment in various specific vehicle states will be described.

  First, an aspect in which the vehicle state is detected for the input / output Win and Wout of the battery 65 and the accelerator opening threshold value is changed based on this will be described with reference to FIG.

  FIG. 7 is a diagram showing the relationship between engine output and engine efficiency when the engine speed is constant in an ideal CVT (Continuously Variable Transmission). In FIG. 7, the horizontal axis indicates the engine output, and the vertical axis indicates the engine efficiency. In FIG. 7, for example, an area covered with a net is an EV travel cover area set first. Although the battery output Wout and the battery input Win initially covered the EV traveling cover area, it is considered that the battery output Wout has changed to the point C and the battery input Win has changed to the point E due to the temperature T or the aging deterioration D. . In this state, when the driver requested power is the engine output of the size of the point D, since the driving output larger than the battery output Wout at the point C is requested, the EV traveling cannot be covered, and the hybrid vehicle 90 is The engine will be started. At this time, if the battery input Win is large, for example, the engine 70 can be operated with the output at point A where the output of the engine 70 is stable, and the generated power can be absorbed by the battery 65. However, as shown in FIG. 7, when the battery input Win is at a small place such as point E, even that cannot be done, so the engine 70 must be operated in a region where the engine efficiency is poor, and the fuel consumption deteriorates. Invite the situation.

  On the other hand, consider a case where only the battery output Wout is small, for example, the size of the point C, the battery input is sufficiently large, and the EV traveling cover area is covered. In this case, when the driver required power is the point D, the point 70 is larger than the point C of Wout, so the engine 70 operates, but the rechargeable power of the battery 65 is large. The engine 65 can be operated at a point, and the engine generated power can be absorbed by the battery 65. However, if the charging time becomes longer, the battery 65 becomes fully charged, the battery input power Win decreases, and it becomes impossible to increase the power generation amount eventually, so that an operating point that ultimately deteriorates the engine efficiency must be used. You won't get.

  Therefore, in such a case, the display control unit 20 lowers the threshold value of the output power P (ev) for EV travel to, for example, the point B or C in FIG. By lowering the threshold value Acc (V, P (ev)), the eco display itself can be adapted to the vehicle state, and the driver can be urged to operate the accelerator operation with the driver required power further reduced. As described above, in the operation state display device 100 according to the present embodiment, even when the battery input / output is lowered due to aging deterioration or the like and the efficiency of the power train is lowered, the display switching threshold value of the operation state is changed according to the change, The driver can be appropriately made aware of driving with good fuel efficiency.

  In addition to the battery 65, for example, the limited output of the motor 61 and the generator 62 has an influence on the EV travel. Therefore, the threshold value of the EV traveling output power P (ev) is lowered based on the limit output of the motor 61 and the generator 62, and the specific threshold value Acc (V, P (ev)) converted to the accelerator opening is accordingly lowered. Thus, the display switching of the display means 10 can be adapted to the reality, and the driver can be urged to travel in an area where the power train efficiency is good.

  Next, an aspect of avoiding power circulation by the operation state display device 100 according to the present embodiment will be described with reference to FIG. FIG. 8 is a diagram showing the rotation state of the motor 61, the engine 70, and the generator 62 of the hybrid vehicle 90.

  In FIG. 8, a motor 61, an engine 70, and a generator 62 are arranged in order from the right side. As described with reference to FIG. 1, the motor 61, the engine 70, and the generator 62 are connected by the planetary gears of the power distribution mechanism 80, and thus affect each other's rotation. Moreover, in FIG. 8, it means that it is positive rotation above zero, and negative rotation below zero.

  In FIG. 8, when the motor 61, the engine 70, and the generator 62 are rotating normally, a rotational characteristic like a straight line represented by M1-G1 is shown. That is, the motor 61, the engine 70, and the generator 62 are all rotating forward, the motor 61 and the engine 70 generate driving force, and the generator 62 generates power and generates electric power.

  Here, for example, when the speed of the engine 70 is low at a high speed and a light load, such as when going down a hill, power circulation is likely to occur. At the time of power circulation, the rotation of the generator 62 becomes a negative rotation, the power generation is shifted to the power running mode, and the motor 61 needs to compensate for the electric power. In FIG. 9, a straight line M1-G2 shows a state where power circulation has occurred. It can be seen that the generator 62 is in a negative rotation and has worked as a motor.

  Therefore, when it is estimated from the map of the driver required power indicating the vehicle speed V and the required load, in general, in order to avoid such a power circulation, in order to avoid this, the engine speed in the ideal CVT operation line is Shifting to a higher region is performed.

  FIG. 9 is an engine efficiency map showing the relationship between the engine speed and the engine torque on the ideal CVT optimum operation line. In FIG. 9, the horizontal axis indicates the engine speed NE and the vertical axis indicates the engine torque TE, which means that the engine efficiency is higher toward the center of the ellipse drawn like a contour line. Therefore, the point A in the center of the ellipse has very high engine efficiency, and the point B in the outer ellipse indicates that the engine efficiency is low.

  In FIG. 9, normally, the engine is operated as shown by the characteristic curve on the thick line connecting the points A and B so that the engine efficiency is good. However, when there is a possibility that the power circulation occurs, the power circulation is avoided. Therefore, for example, the engine rotational speed is moved to a point F where the engine torque is low and the engine torque is low. However, if the engine speed is shifted to a region where the engine speed is high, the engine efficiency deteriorates.

  Therefore, returning to FIG. 8, when the traveling load is low and the vehicle speed V is high, when the number of revolutions of the motor 61 is decreased, the characteristic as shown by the straight line M0-G0 is obtained, which is close to the boundary of the power circulation, It can be avoided. As described above, when the occurrence of power circulation is estimated, a region that becomes a boundary of power circulation is generated by lowering the power threshold value P (ev) of the motor 61 and lowering the specific threshold value of the display control unit 20. Since the accelerator opening threshold Acc (V, P (ev)) can be set based on the motor output, display control of the display means 10 can be performed so as to avoid power circulation.

  As described above, in the operation state display device 100 according to the present embodiment, not only the fuel efficiency of driving but also the possibility of the occurrence of power circulation, the EV traveling output power P (ev) is lowered to display on the display means 10. The switching threshold can be lowered to inform the driver that there is a possibility of power circulation. Thus, the driver can know not only the efficiency deterioration due to the temperature rise and the aging deterioration but also the operation state including the power circulation by the operation state display device 100 according to the present embodiment.

  Until now, the general mode of displaying the operation state of the eco mode as a rule has been described. However, for example, when the target traveling cannot be performed unless the accelerator is depressed and accelerated as in an uphill, the driver does not want a traveling state such as the eco mode, and such a display is performed. It is considered that there is no need.

  Therefore, in such a case, the accelerator opening Acc and the time change rate ΔAcc of the accelerator opening are observed, and if a predetermined threshold is exceeded, the driver determines that he / she intends to accelerate, and the display means 10 A function of interrupting the display control of the indicator may be added. With this configuration, when there is an intention to accelerate, the display that may be bothersome for the driver can be stopped, and only the necessary display can be provided appropriately.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

1 is an overall block configuration diagram of an operation state display device 100 and related devices according to an embodiment. It is the figure which showed the change of the motor output Pm by the temperature change, and the inverter output Pi. It is the figure which showed the change of the battery input / output Win and Wout with respect to temperature and aging. It is explanatory drawing of the lighting / light-off logic of the display means 10 performed by the display control means 20. FIG. It is the figure which showed the fuel efficiency characteristic of the engine 70 with respect to driver required power. It is the figure which showed the control flow of the operation state display apparatus 100 which concerns on a present Example. It is the figure which showed the relationship between the engine output of ideal CVT, and engine efficiency. It is the figure which showed the rotational relationship of the hybrid vehicle 90 driving force source. 3 is an engine efficiency map showing the relationship between engine speed and engine torque on an ideal CVT optimum operating line.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Display means 20 Display control means 21 Accelerator position sensor 22 Wheel speed sensor 30 Hybrid ECU
DESCRIPTION OF SYMBOLS 40 Vehicle state detection means 41 Motor temperature sensor 42 Generator temperature sensor 43 Inverter temperature sensor 44 Boost converter temperature sensor 45 Battery temperature sensor 46 Battery input / output sensor 60 Electric travel system equipment 61 Motor 62 Generator 63 Inverter 64 Boost converter 65 Battery 70 Engine 80 Power distribution mechanism 81 Reducer 82 Drive axle 83 Wheel 90 Hybrid vehicle 100 Operation state display device

Claims (5)

Display means for displaying the operation state of the hybrid vehicle;
Display control means for controlling the display of the display means based on a specific threshold,
The operation state display device, wherein the display control means changes the specific threshold based on a vehicle state.   2. The operation state display device according to claim 1, wherein the display control unit lowers the specific threshold value when the vehicle state is a state where the temperature of the electric travel system device is high.   3. The operation state display device according to claim 1, wherein the display control unit lowers the specific threshold when the vehicle state is a state in which input / output power of a battery is low.   The display control means sets the specific threshold value to a boundary region where the power circulation occurs when the vehicle state is in a state where there is a possibility of causing power circulation between an engine, a motor and a generator included in the hybrid vehicle. The operation state display device according to claim 1, wherein the operation state display device is changed.   The operation state display device according to claim 1, wherein the specific threshold is an accelerator opening specified according to a vehicle speed.

Images