JP2010023738A - Hybrid vehicle and control method of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To notify a driver of history of a modes in which a vehicle travels and of difference of fuel consumption by the modes. <P>SOLUTION: A hybrid vehicle capable of charging an electric storage means with electric power supplied from outside, time-serially stores: a mode setting value; fuel consumption amount; and travel distance; the mode setting value being value 0 when setting a first mode for prohibiting the electric storage means from being charged by electric power acquired by generating a generator with power output from an internal combustion engine, and being value 1 when setting a second mode for allowing the charge of the electric storage means, and in order to time-serially display fuel consumption derived by the fuel consumption amount and the travel distance for every 5 minutes on a meter display unit up until 30 minutes before, visually and distinguishably displays the fuel consumption: by displaying the fuel consumption with color A when all the mode values for every 5 minutes are value 0; by displaying the fuel consumption with color B when all the mode values are value 1; and by displaying the fuel consumption with color C when the mode values include value 0 and value 1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a hybrid vehicle control method.

It is important information for the driver how long the vehicle has traveled with 1 liter of fuel when traveling with a vehicle. In addition, since the fuel efficiency changes depending on the driving method and the conditions of the road on which the vehicle is traveling, there is a demand for the driver to know not only the current fuel consumption but also the temporal change in the past fuel consumption. Therefore, a fuel consumption display device has been proposed that displays the average fuel consumption in the past 30 minutes every minute (see, for example, Patent Document 1).
JP 2007-78699 A

  By the way, a generator can be generated with the power output from the internal combustion engine, and at least one of the power of the internal combustion engine and the power of the electric motor is output to the drive shaft connected to the axle and travels. In recent years, a plug-in hybrid vehicle that can charge a storage battery of a hybrid vehicle from a household power source has been proposed. Since it is more advantageous in terms of fuel efficiency to charge a storage battery from a household power source and run only by an electric motor than to generate electricity using the power from the engine and charge the storage battery, this plug-in hybrid vehicle has the usual In addition to a mode that travels under the same control as that of a hybrid vehicle, there is a mode that is specific to a plug-in hybrid vehicle that travels while prohibiting charging of a storage battery by power generation using power from an engine. When driving in such a plurality of modes, the driver can tell the history of which mode he / she has traveled in the past and the difference in fuel efficiency depending on the mode, so that the driver can use the fuel efficiency mode specific to the plug-in hybrid vehicle. There is a desire to be able to realize the goodness of the vehicle and a desire to help the driver to drive with better fuel efficiency.

  Therefore, the main purpose of the hybrid vehicle and the hybrid vehicle control method of the present invention is to inform the driver of the history of which mode the vehicle is traveling in and the difference in fuel consumption depending on the mode.

  The hybrid vehicle and the hybrid vehicle control method of the present invention employ the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention
A generator capable of generating electric power with the power output from the internal combustion engine and traveling at least one of the power of the internal combustion engine and the power of the motor to a drive shaft connected to an axle; A hybrid vehicle capable of charging power storage means capable of exchanging electric power with electric power supplied from the outside,
Display means;
Fuel consumption detection means for detecting the fuel consumption of the internal combustion engine;
Mileage detecting means for detecting the mileage;
A first mode for prohibiting charging of the power storage means with electric power obtained by generating the generator with power output from the internal combustion engine; and generating power with the power output from the internal combustion engine. Mode setting means for setting any one mode of the second mode that allows charging of the power storage means with electric power obtained by
Fuel consumption deriving means for deriving fuel consumption for each predetermined unit period based on the fuel consumption and the travel distance;
When displaying the fuel consumption for each unit period in time series on the display means, the case where the mode for each unit period is only the first mode and the case where the mode is only the second mode are visually Display control means for displaying the fuel consumption in a distinguishable manner;
It is a summary to provide.

  The hybrid vehicle of the present invention is obtained by causing a generator to generate electric power using the power output from the internal combustion engine when traveling by outputting at least one of the power of the internal combustion engine and the power of the electric motor to the drive shaft connected to the axle. Any one of a first mode for prohibiting charging of the power storage means by electric power and a second mode for allowing charging of the power storage means by electric power obtained by generating the generator with power output from the internal combustion engine One mode is set. When the fuel consumption for each predetermined unit period is derived from the detected fuel consumption and the travel distance and the fuel consumption for each unit period is displayed on the display means in time series, the mode for each unit period is the first mode. The fuel consumption is displayed so as to be visually distinguishable between the case of only the second mode and the case of only the second mode. Thereby, since the fuel consumption is displayed in a time series in a state that can be distinguished for each mode, it is possible to inform the driver of the history of which mode the vehicle is traveling in and the difference in fuel consumption depending on the mode. Here, displaying the fuel consumption in a visually distinguishable manner means, for example, displaying at least one of the shape, the pattern, and the color, or flashing only the fuel consumption for the unit period of driving in only one mode. It may be displayed in any way as long as it is visually distinguishable.

  In such a hybrid vehicle of the present invention, when the display control means displays the fuel consumption for each unit period on the display means in time series, the mode for each unit period is only the first mode. It may be a means for displaying the fuel consumption so that the case of only the second mode and the case of including both the first mode and the second mode can be visually distinguished. As a result, when both the period traveled in the first mode and the period traveled in the second mode are included in the unit period, the vehicle traveled only in the first mode or traveled only in the second mode. Since the fuel consumption is displayed separately from the case, the display of the fuel consumption can be made more appropriate.

  In the hybrid vehicle of the present invention, when the display control means displays the fuel consumption for each unit period in time series on the display means, the mode for each unit period is the first mode and the second mode. If both modes are included, one of the first mode and the second mode is determined in advance, and the mode in each unit period is only the one mode. It may be a means for displaying fuel consumption. Thereby, when the mode in each unit period includes both the period in which the mode is the first mode and the period in which the second mode is included, it is possible to determine in advance how to display the fuel consumption. The operation of the means can be simplified.

  Furthermore, in the hybrid vehicle of the present invention, when the display control means displays the fuel consumption for each unit period in time series on the display means, the mode for each unit period is the first mode and the second mode. In the case where both modes are included, the mode with the longer travel time in each unit period is determined, and the fuel consumption is displayed in the same manner as in the case where the mode in each unit period is only the determined mode. It can also be. Thereby, it is possible to make the fuel consumption display more appropriate when the mode in each unit period includes both the period in which the mode is the first mode and the period in which the mode is the second mode.

  Furthermore, in the hybrid vehicle of the present invention, the display control means displays the fuel consumption so that at least one of a shape, a pattern, and a color is different in displaying the fuel consumption in the visually distinguishable manner. It can also be assumed. Thereby, the fuel consumption can be displayed to the driver in a state where it is easier to distinguish between the modes.

The hybrid vehicle control method of the present invention includes:
Display means, capable of generating a generator with the power output from the internal combustion engine, running at least one of the power of the internal combustion engine and the power of the motor to a drive shaft connected to an axle, and And a method of controlling a hybrid vehicle capable of charging power storage means capable of exchanging electric power with the electric motor with electric power supplied from the outside,
(A) a first mode for prohibiting charging of the power storage means with electric power obtained by generating electric power with the power output from the internal combustion engine; and the power generator with power output from the internal combustion engine. Setting any one of the second modes that allow charging of the power storage means with electric power obtained by generating power;
(B) deriving fuel consumption per predetermined unit period based on the fuel consumption of the internal combustion engine and the travel distance of the hybrid vehicle;
(C) In displaying the fuel consumption for each unit period in time series on the display means, the mode for each unit period is only the first mode and the second mode only. Displaying the fuel consumption in a visually distinguishable manner;
It is made to include.

  In the hybrid vehicle control method of the present invention, when the vehicle is driven by outputting at least one of the power of the internal combustion engine and the power of the electric motor to the drive shaft connected to the axle, the generator is caused to generate electric power by the power output from the internal combustion engine. A first mode for prohibiting charging of the power storage means with electric power obtained in the second mode, and a second mode for allowing charging of the power storage means with electric power obtained by causing the generator to generate power with the power output from the internal combustion engine. Any one mode is set. When the fuel consumption for each predetermined unit period is derived from the fuel consumption amount and the travel distance and the fuel consumption for each unit period is displayed on the display means in time series, the mode for each unit period is only the first mode. The fuel consumption is displayed so as to be visually distinguishable between the case where there is one and the case where there is only the second mode. Thereby, since the fuel consumption is displayed in a time series in a state that can be distinguished for each mode, it is possible to inform the driver of the history of which mode the vehicle is traveling in and the difference in fuel consumption depending on the mode. In this hybrid vehicle control method, a step for realizing the function of any of the hybrid vehicles described above may be added.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a plug-in hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the plug-in hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit (hereinafter referred to as a hybrid ECU) 70 for controlling the entire power output apparatus. The plug-in hybrid vehicle 20 includes a plug 58 for supplying electric power from the outside and a meter display unit 98 for displaying fuel consumption.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. For example, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 controls fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70, controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data related to the operation state of the engine 22 to the hybrid ECU 70 as necessary. The data regarding the operating state of the engine 22 includes, for example, the rotational speed of the crankshaft 26 calculated based on a crank position from a crank position sensor (not shown), that is, the rotational speed Ne of the engine 22. The engine ECU 24 determines the amount of fuel injected from an injector (not shown) during the minute period T1 (in this embodiment, the value of T1 is 100 msec, but may be other values), that is, combustion consumption for each minute period T1. The quantity q is calculated, and the calculated value is transmitted to the hybrid ECU 70 every cycle T1. The fuel consumption q for each minute period T1 is, for example, a required fuel calculated from the intake air amount of the engine 22 detected by an air flow meter (not shown) and the target air-fuel ratio (for example, the theoretical air-fuel ratio). Calculation can be performed based on the injection amount.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the battery 50 via inverters 41 and 42. The power line 54 that connects the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG 1 and MG 2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid ECU 70, controls the driving of the motors MG1, MG2 by a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as a secondary battery such as a lithium storage battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is connected to a signal necessary for managing the battery 50, for example, a supply voltage Vb as an inter-terminal voltage from a voltage sensor 51a installed between terminals of the battery 50, and an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b attached to the power line 54, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated as necessary. Is output to the hybrid ECU 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50, or calculates the remaining capacity (SOC) and battery temperature. Based on Tb, input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 2 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 3 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The plug 58 is a plug that can be connected to a plug connector (for example, an AC 100V outlet) that supplies household AC power. The AC power supplied from the plug 58 is converted into DC power by the inverter 56, and the battery 50 can be charged via the power line 54.

  The meter display unit 98 is configured as a liquid crystal panel disposed in the vicinity of the driver's seat, and as will be described in detail later, the fuel consumption of the plug-in hybrid vehicle 20 can be displayed in time series as a fuel consumption display screen. The display content of the meter display unit 98 is controlled by a meter electronic control unit (hereinafter referred to as meter ECU) 90.

  The meter ECU 90 is configured as a microprocessor centered on the CPU 92, and includes a ROM 94 for storing a processing program, a RAM 96 for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 92. . As will be described in detail later, the meter ECU 90 receives necessary data from the hybrid ECU 70, and controls the meter display unit 98 to display the fuel consumption in a time series based on the received data.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes, in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown). . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the meter ECU 90 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, and the meter ECU 96. From the engine ECU 24, the combustion consumption q for each minute period T1 described above is input for each period T1, and the hybrid ECU 70 has a predetermined total period T2 from the present time (in this embodiment, the value of T2 is 30 minutes). The other values may be stored in the fuel consumption storage area 76a of the RAM 76 in chronological order. Further, the hybrid ECU 70 calculates the distance traveled during the minute period T1 based on the vehicle speed V from the vehicle speed sensor 88, that is, the travel distance d for each minute period T1 for each period T1, and the total period T2 from the present time. The previous values are stored in the mileage storage area 76b of the RAM 76 in chronological order. Furthermore, when the plug-in hybrid vehicle 20 travels, the hybrid ECU 70 sets the mode to either the first mode or the second mode every cycle T1, and sets the first mode. In some cases, the mode setting value M is 0, and in the second mode, the mode setting value M is 1. The hybrid ECU 70 stores the value of the mode setting value M from the current time to the time before the total period T2 in the mode setting value storage area 76c of the RAM 76 in chronological order. The difference between the first mode and the second mode will be described later.

  The plug-in hybrid vehicle 20 according to the embodiment thus configured has a required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. Here, in the plug-in hybrid vehicle 20 according to the embodiment, when the operation of the engine 22, the motor MG1, and the motor MG2 is controlled, one of the first mode and the second mode is set. ing.

  In the first mode, the power corresponding to the required power is output to the output of the ring gear shaft 32a while prohibiting the battery 50 from being charged with the power obtained by generating the motor MG1 with the power output from the engine 22. In this mode, the engine 22, the motor MG1, and the motor MG2 are controlled to run. Since the plug-in hybrid vehicle 20 can charge the battery 50 with household AC power via the plug 58 and the inverter 56, in this first mode, charging with power from the engine 22 is prohibited and fuel consumption is prohibited. It is improving. Specifically, when the engine 22 is stopped and the motor MG2 performs operation control so that power corresponding to the required power is output from the motor MG2 to the ring gear shaft 32a, or the power corresponding to the required power cannot be output only by the power from the MG2. The engine MG2 is operated to output the motive power output from the engine 22 to the ring gear shaft 32a, and the motor MG2 generates electric power equal to or higher than the electric power obtained by generating the motor MG1 with the motive power output from the engine 22. For example, discharge running is performed to consume and output power to the ring gear shaft 32a.

  On the other hand, in the second mode, the power corresponding to the required power is output to the ring gear shaft 32a while allowing the battery 50 to be charged with the power obtained by generating the motor MG1 with the power output from the engine 22. In this mode, the engine 22, the motor MG 1, and the motor MG 2 are controlled to run. In the second mode, charging with power from the engine 22 is allowed, so that traveling can be continued even when the SOC of the battery 50 decreases during traveling. Specifically, in addition to the above-described motor travel and discharge travel, the engine 22 is operated and controlled so that power corresponding to the sum of the required power and the power required for charging the battery 50 is output from the engine 22 and the battery. The motor is configured such that all or a part of the power output from the engine 22 with 50 charging is output to the ring gear shaft 32a with torque conversion by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. Charging running for driving and controlling MG1 and motor MG2 is performed.

  Note that whether the vehicle travels in the first mode or the second mode is set by the hybrid ECU 70 based on the SOC of the battery 50 when the hybrid ECU 70 is activated by an ignition signal from the ignition switch 80. Specifically, when the hybrid ECU 70 is activated by an ignition signal from the ignition switch 80, the SOC of the battery 50 is set to the first mode when the SOC is equal to or higher than a predetermined threshold (for example, 30%). If there is, the second mode is set. Further, when the SOC of the battery 50 becomes less than a predetermined threshold when the first mode is set, the mode is switched and set to the second mode.

  Next, the operation of the plug-in hybrid vehicle 20 of the embodiment thus configured, particularly the operation when displaying the fuel consumption on the meter display unit 98 will be described. FIG. 4 is a flowchart showing an example of a fuel consumption display routine executed by the meter ECU 90. This routine is repeatedly executed every predetermined unit period T3 (in this embodiment, the value of T3 is 5 minutes, but other values may be used).

  When the fuel consumption display routine of FIG. 4 is executed, the meter ECU 90 first derives the fuel consumption Q and the travel distance D from the present to the unit period T3 (step S100). As described above, in the fuel consumption amount storage area 76a and the travel distance storage area 76b of the RAM 76 of the hybrid ECU 70, the fuel consumption amount q and the travel distance d for each minute period T1 are stored in chronological order. Deriving the fuel consumption amount Q and the travel distance D from the present to the unit period T3 by receiving values from the hybrid ECU 70 and integrating the values up to the period T3 (in this embodiment, 3000 values). Can do. Next, the fuel consumption F from the present to the unit period T3 is derived (step S110). The fuel consumption F from the present to the unit period T3 can be obtained by dividing the travel distance D from the present to the unit period T3 by the fuel consumption Q from the present to the unit period T3. It is assumed that the fuel consumption F is infinite when the fuel consumption amount Q is 0, such as when the vehicle travels only by the above-described motor travel before the unit period T3. The fuel consumption F is infinite not only when the fuel consumption Q is 0 but also when the fuel consumption Q is very small, that is, when the value of the fuel consumption F is large (for example, exceeding 40 km / L). May be considered large.

  When the process of step S110 is executed, it is determined whether the mode from the present to the unit period T3 is the first mode or the second mode (step S120). As described above, the mode set value storage area 76c of the RAM 76 of the hybrid ECU 70 stores the mode set value M for each cycle T1 in time series order, and values from the present to the unit period T3 (in this embodiment). 3000 values) are received from the hybrid ECU 70 and the number of mode setting values M having a value of 0 and the number of values having a value of 1 are checked to determine whether the mode from the present to the unit period T3 is the first mode and the first mode. It is possible to determine which of the two modes.

  When all the mode setting values M from the present to the unit period T3 are 0 in step S120, that is, when all the units from the present to the unit period T3 are set to the first mode, the calculation is made in step S110. The value of the fuel efficiency F and the color A are associated with each other and stored in the fuel efficiency display table of the RAM 96 (step S130). When all the mode setting values M from the present to the unit period T3 are the value 1 in step S120, That is, when the current mode and before the unit period T3 are all set to the second mode, the value of the fuel consumption F derived in step S110 and the color B are associated with each other and stored in the fuel consumption display table of the RAM 96 (step S140). ), When the mode setting value M from the present to the unit period T3 in the step S120 includes both the value 0 and the value 1, that is, from the present To the nearest period T3 ago when including a first mode and a second mode stores the values and the color C of the fuel F which is derived in step S110 the fuel efficiency display table of correspondence RAM 96 (step S150). Here, an example of the fuel consumption display table is shown in FIG. As shown in FIG. 5, the fuel consumption display table divides the current period before the total period T2 into a plurality of sections (six sections in the present embodiment) for each unit period T3, and the fuel consumption F and color for each section. It is stored in association. When the number of times the fuel consumption display routine is executed is less than 6, there is a section in which the fuel consumption F and color are not stored in association with each other in the fuel consumption display table. Are stored in association with each other. In FIG. 5, as an example, the fuel consumption display table is shown when the vehicle travels in the second mode from the present to 13 minutes before and travels in the first mode from 13 minutes to 30 minutes ago. Color B is associated with a section 5 minutes ago, and a section 5 to 10 minutes ago, and a color C is associated with a section 10 to 15 minutes ago, a section 15 to 20 minutes ago, 20 Color A is associated with an interval of -25 minutes before and an interval of 25-30 minutes ago. In addition, since the fuel consumption display table is shown when only motor driving is performed in the section 20 to 25 minutes ago, infinity is associated with the value of the fuel consumption F in this section. The colors A, B, and C may be any colors as long as they are different from each other, and the color C may be a color obtained by mixing the colors A and B.

  When the fuel consumption F and the color are associated with each other and stored in the fuel consumption display table in steps S130 to S150, the fuel consumption F for each unit period T3 stored in the fuel consumption display table is displayed in time series on the meter display unit 98 with the corresponding color. (Step S160). For example, in the case where the fuel consumption display table shown in FIG. 5 is stored in the RAM 96, the value 21.6 is displayed in color B as the fuel consumption F of the section from the current to 5 minutes ago, and 5 minutes to 10 minutes ago. The value 23.1 is displayed in color B as the fuel consumption F in the section of No. 2 and the value 27.5 is displayed in color C as the fuel consumption F of the section from 10 minutes to 15 minutes before, and the section from 15 minutes to 20 minutes before The value 33.7 is displayed in color A as the fuel consumption F of the vehicle, and infinity is displayed in color A as the fuel consumption F in the segment 20 to 25 minutes ago, and the value 35.1 is displayed as the fuel consumption F in the segment 25 to 30 minutes ago Is displayed in color A. FIG. 6 shows a fuel consumption display screen 100 displayed on the meter display unit 98 when the fuel consumption display table shown in FIG. 5 is stored in the RAM 96. In FIG. 6, the fuel consumption F for each unit period T3 is displayed as a bar graph, and the color C is represented by hatching so that the colors A and B can be easily distinguished. In addition, the vertical axis representing the fuel consumption F is displayed as infinite when the value exceeds 40 km / L, and the half-way notation is omitted from the double wavy line 102 and displayed. If there is a section with a NULL value associated with the fuel consumption display table, no bar graph is displayed for that section.

  As described above, in the plug-in hybrid vehicle 20 of the embodiment, when the fuel consumption F for each unit period T3 derived from the fuel consumption amount Q and the travel distance D is displayed on the meter display unit 98 in time series, the unit When the mode for each period T3 is only the first mode, the fuel consumption F is displayed in the color A, and when it is only the second mode, the fuel consumption F is displayed in the color B so that it can be visually distinguished. Show fuel consumption. Thereby, since the fuel consumption is displayed in a time series in a state that can be distinguished for each mode, it is possible to inform the driver of the history of which mode the vehicle is traveling in and the difference in fuel consumption depending on the mode. Further, since the display is performed so that the color is different for each mode, the fuel consumption can be displayed to the driver in a state where the distinction by the mode is easier. Further, when the mode for each unit period includes both the first mode and the second mode, the fuel consumption F is displayed in color C. Therefore, the mode for each unit period T3 is only the first mode. The case where only the second mode is present and the case where both the first mode and the second mode are included can be displayed so as to be visually distinguishable, and fuel consumption can be displayed more appropriately. .

  In the plug-in hybrid vehicle 20 of the embodiment, when the mode for each unit period includes both the first mode and the second mode, the fuel consumption F is displayed in the color C, but the first mode or the second mode One of the modes may be determined in advance, and the fuel consumption F may be displayed in the same color as when only the determined mode is selected. For example, when one of the predetermined modes is the first mode, the mode set value M from the present to the unit period T3 before the unit period T3 includes both the value 0 and the value 1 in step S120 of the fuel consumption display routine of FIG. In some cases, the process proceeds to step S130 and the value of the fuel efficiency F and the color A are associated with each other and stored in the fuel efficiency display table of the RAM 96. Thereby, the process of step S150 of FIG. 4 becomes unnecessary, and the operation of the meter ECU 90 can be simplified.

  In the plug-in hybrid vehicle 20 of the embodiment, the fuel consumption F is displayed in the color C when the mode for each unit period includes both the first mode and the second mode, but the travel time for each unit period T3 is long. The fuel economy F may be displayed in the same color as when only the determined mode is determined. For example, when the mode setting value M from the present to the unit period T3 in the step S120 in FIG. 4 includes both the value 0 and the value 1, the number of mode setting values M that are 0 and the mode setting value that is 1 The number of M is counted, and if the number of mode setting values M having a value of 0 is larger, the process proceeds to step S130, where the value of fuel efficiency F and the color A are associated with each other and stored in the fuel efficiency display table of the RAM 96. If the number of mode setting values M that are 1 is larger, the process proceeds to step S140, and the value of the fuel consumption F and the color B may be associated with each other and stored in the fuel consumption display table of the RAM 96. Thereby, the display of the fuel consumption F when the mode in each unit period T3 includes both the period in which the mode is the first mode and the period in which the second mode is included can be made more appropriate.

  In the plug-in hybrid vehicle 20 of the embodiment, the fuel consumption F is displayed so that the color differs depending on the mode, but may be displayed in any manner as long as it can be visually distinguished for each mode. For example, the bar graph representing the fuel consumption F may be displayed in different modes, such as different thicknesses, rounded corners, or different shapes, or may be displayed with different patterns such as diagonal lines and vertical lines for each mode. It may also be displayed so that the colors are different, such as light and dark. Moreover, you may display so that visual distinction is possible by the combination of any two or more of a shape, a pattern, and a color. Furthermore, the fuel consumption display for the unit period of driving in one mode may be blinked, or the thickness or color of the frame line of the bar graph may be displayed so as to be visually distinguishable. The fuel consumption F may not be displayed as a bar graph, and may be displayed in any manner such as a line graph.

  In the plug-in hybrid vehicle 20 of the embodiment, the fuel consumption q for each minute period T1, the travel distance d for each minute period T1, and the mode set value M for each period T1 are stored in the hybrid ECU 70 for each period T1. As long as the fuel consumption F can be derived and the mode can be determined for each predetermined unit period T3, the period in which each value is stored may be different. For example, the fuel consumption amount every 50 msec may be stored every 50 sec, the travel distance every 100 msec may be stored every 100 msec, and the mode setting value may be stored every minute.

  In the plug-in hybrid vehicle 20 of the embodiment, the value of the unit period T3 is 5 minutes, but there are a plurality of values of the unit period T3, and the driver may select which value to display the fuel consumption. . For example, the meter display unit may include a unit period switch, and the value of the unit period T3 may be switched between 1 minute and 5 minutes each time the driver presses the unit period switch. In this case, for example, when the unit period changeover switch is pressed and the value of the unit period T3 is switched from 5 minutes to 1 minute, the fuel consumption display table is also divided into 30 sections every minute from the present to the total period T2 before each section. The fuel consumption F and the color can be stored in association with each other, and the processing similar to steps S100 to S150 of the fuel consumption display routine of FIG. It is good also as what is memorize | stored and displays the fuel consumption F for every minute on a meter display unit by a color corresponding to time series.

  In the plug-in hybrid vehicle 20 according to the embodiment, the fuel consumption q, the travel distance d, and the mode setting value M for each cycle T1 are stored in the RAM 76 of the hybrid ECU 70 but stored in the RAM 96 of the meter ECU 90. May be. Also, the hybrid ECU 70 executes steps S100 to S150 of the fuel consumption display routine of FIG. 4 to associate the fuel consumption F and the color and store them in the RAM 76 as a fuel consumption display table, and the meter ECU 90 stores the fuel consumption display table in the RAM 76. Based on this, the process of step S160 of FIG. 4 may be executed to display the fuel consumption F on the meter display unit 98 in time series. Furthermore, as a configuration in which the function of the meter ECU 90 is included in the hybrid ECU 70, the hybrid ECU 70 may execute all the fuel consumption display routines of FIG. 4 and display the fuel consumption F on the meter display unit 98 in time series.

  In the plug-in hybrid vehicle 20 of the embodiment, either the first mode or the second mode is set depending on whether or not the SOC of the battery 50 is equal to or greater than a predetermined threshold, but based on other conditions May be determined. For example, the determination may be made based on whether or not the supply voltage Vb as the inter-terminal voltage of the battery 50 is greater than or equal to a predetermined threshold, and the elapsed time and travel distance from when the ignition switch 80 is turned on is predetermined. It may be determined based on whether or not it is equal to or less than the threshold value, or may be determined based on whether or not the amount of power or time for charging the battery 50 with the plug 58 is equal to or greater than a predetermined threshold value.

  In the plug-in hybrid vehicle 20 of the embodiment, the battery 50 can be charged by the plug 58 and the inverter 56 that can be connected to a plug connector that supplies household AC power. Any configuration can be used as long as 50 can be charged. For example, the battery 50 may be charged by connecting to a dedicated stationary charger, or the battery 50 may be charged at a place outside the home such as a charging station. Further, the battery 50 may be charged by any charging method such as an inductive method or a conductive method.

  Although the embodiment has been described as the plug-in hybrid vehicle 20 having the configuration of the parallel-series hybrid vehicle, the plug-in hybrid vehicle having the configuration of the series hybrid vehicle may be used. In the embodiment, the plug-in hybrid vehicle 20 has been described. However, a control method for the plug-in hybrid vehicle may be used.

  In the embodiment, when the mode in each unit period T3 is only the first mode, the fuel consumption F is displayed in color A, and in the case of only the second mode, the fuel consumption F is displayed in color B. When both the first mode and the second mode are included, the fuel consumption F is displayed in color C. In addition, the SOC value for each unit period T3 running in the first mode is combined with the fuel consumption F. It may be displayed. For example, the SOC of the battery 50 calculated by the battery ECU 52 is stored in the RAM 76 in chronological order from the current time to the time before the total period T2, and the last SOC value from the current time to the time before the unit time period T3 in step S100 in FIG. The current SOC value) is also derived. When the process proceeds to step S130, the fuel consumption F, the color A, and the last SOC value are stored in association with each other as a fuel consumption display table. The color may be displayed in time series on the meter display unit 98, and when there is a last SOC value corresponding to each unit period T3, the value may also be displayed. In this way, it is possible to inform the driver how large the SOC is compared to a predetermined threshold value for switching from the first mode to the second mode, and how much more fuel consumption is possible in the first mode. The driver can grasp the outline of whether or not it is possible. FIG. 7 shows a fuel consumption display screen 110 when the fuel consumption F and the last SOC value are displayed together. Further, a distance that can be traveled in the first mode based on the last SOC value may be derived and displayed instead of the last SOC value. For example, a value obtained by multiplying the difference between the last SOC value and a predetermined threshold at which the mode is switched by the travelable distance per 1% SOC in the first mode is stored in the fuel consumption display table instead of the last SOC value. Alternatively, it may be displayed on the meter display unit 98 in time series. The travelable distance per 1% of SOC in the first mode can be obtained by experiments and may be stored in the ROM 94 in advance. By doing this, it is possible to inform the driver of how much further driving can be performed in the first mode with good fuel efficiency in a more understandable form of the travelable distance. FIG. 8 shows a fuel consumption display screen 120 when the fuel consumption F and the travelable distance are displayed together.

  In the embodiment, when the mode in each unit period T3 is only the first mode, the fuel consumption F is displayed in color A, and in the case of only the second mode, the fuel consumption F is displayed in color B. When both the first mode and the second mode are included, the fuel consumption F is displayed in the color C. In addition, the motor travel distance that is the distance traveled by the motor travel for each unit period T3 is displayed together with the fuel consumption F. It is good to do. For example, along with the travel distance d for each minute period T1, the motor travel flag M2 having a value of 1 when the motor is traveling and a value of 0 when the motor is not traveling is stored in the RAM 76 in chronological order from the present to the total period T2. In step S100 in FIG. 4, the motor travel distance is calculated by integrating only the travel distance d of the minute period T1 from the present to the unit period T3 in which the motor travel flag M2 has a value of 1. When executing any of steps S130 to S150, the fuel consumption F, the color, and the motor travel distance are associated with each other and stored as a fuel consumption display table. In step S160, the fuel consumption F is measured with the corresponding color. The time is displayed on the display unit 98 in time series, and the motor travel distance corresponding to each unit period T3 is also displayed. It may be used as the Shimesuru thing. By doing so, the driver can help driving with a longer motor travel distance, that is, driving with good fuel efficiency. In addition, since the motor travel distance in the unit period T3 is often longer in the first mode than in the second mode, the fuel efficiency of the first mode unique to the plug-in hybrid vehicle is expressed as the length of the motor travel distance. I can actually feel it. FIG. 9 shows a fuel consumption display screen 130 when the fuel consumption F and the motor travel distance are displayed together. Whether or not the motor is running can be determined, for example, based on whether or not the rotational speed Ne of the engine 22 is equal to or less than a predetermined threshold and whether or not fuel injection control is performed.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage means”, and the meter display unit. 98 corresponds to “display means”, and the engine ECU 24 that calculates the combustion consumption q for each minute period T1 corresponds to “fuel consumption detection means”, and is based on the vehicle speed sensor 88 and the vehicle speed V from the vehicle speed sensor 88. The hybrid ECU 70 that calculates the travel distance d for each minute period T1 corresponds to “travel distance detection means”, and the motor MG1 is driven by the power output from the engine 22 depending on whether the SOC of the battery 50 is equal to or greater than a predetermined threshold. The first mode for prohibiting the battery 50 from being charged with the electric power obtained by generating the electric power and the power output from the engine 22 cause the motor MG1 to generate electric power. The hybrid ECU 70 that sets any one of the second mode that allows the battery 50 to be charged by the generated electric power corresponds to “mode setting means”, and the fuel consumption q and the travel distance d for each minute period T1. 4 calculates the fuel consumption Q and the travel distance D for each unit period T3 to derive the fuel consumption F for each unit period T3, and the meter ECU 90 that executes steps S100 to S110 of the fuel consumption display routine of FIG. It corresponds to “means”, it is determined in which mode the vehicle has traveled by the value of the mode setting value M for each unit period T3, and the fuel consumption F and the color are associated with each other based on the determination result and stored in the fuel consumption display table. A meter E that executes the processing of steps S120 to S160 of the fuel consumption display routine of FIG. 4 for displaying the fuel consumption F on the meter display unit 98 in the associated color. U90 corresponds to the "display control means".

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “generator” and the “motor” are not limited to the motor MG1 and the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a generator and an electric motor such as a capacitor. The “display means” is not limited to the meter display unit 98 that displays the fuel consumption on the liquid crystal panel in a time series as the fuel consumption display screen, and any display device that can display parameters including the fuel consumption of the vehicle can be used. I do not care. The “fuel consumption amount detection means” is not limited to the engine ECU 24 that calculates the combustion consumption amount q for each minute period T1, but may be any device that detects the fuel consumption amount of the internal combustion engine. Absent. The “travel distance detecting means” is not limited to the vehicle speed sensor 88 and the hybrid ECU 70 that calculates the travel distance d for each minute period T1 based on the vehicle speed V from the vehicle speed sensor 88, and detects the travel distance. Any object can be used. The “mode setting means” prohibits the battery 50 from being charged with the electric power obtained by generating the motor MG1 with the power output from the engine 22 depending on whether or not the SOC of the battery 50 is equal to or greater than a predetermined threshold. It is limited to the hybrid ECU 70 that sets any one of the first mode and the second mode that allows the battery 50 to be charged by the electric power obtained by generating the motor MG1 with the power output from the engine 22. The first mode for prohibiting charging of the storage means with the electric power obtained by generating the generator with the power output from the internal combustion engine and the power output from the internal combustion engine to generate the generator And setting one of the second modes that allow charging of the power storage means with the electric power obtained in this manner. It may be used as any thing. The “fuel consumption deriving means” is a diagram for deriving the fuel consumption F for each unit period T3 by deriving the fuel consumption Q and the travel distance D for each unit period T3 from the fuel consumption q and the travel distance d for each minute period T1. 4 is not limited to the meter ECU 90 that executes the processing of steps S100 to S110 of the fuel consumption display routine, and any fuel consumption for each predetermined unit period can be derived based on the fuel consumption and the travel distance. It doesn't matter what. As the “display control means”, it is determined in which mode the vehicle has traveled based on the value of the mode setting value M for each unit period T3, and the fuel consumption F and the color are associated with each other based on the determination result and stored in the fuel consumption display table. The fuel consumption F is not limited to the meter ECU 90 that executes the processing of steps S120 to S160 of the fuel consumption display routine of FIG. When displaying on the display means in time series, the fuel consumption is displayed so that the case where the mode in each unit period is only the first mode and the case where the mode is only the second mode can be visually distinguished. Anything can be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a plug-in hybrid vehicle 20. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the fuel consumption display routine performed by meter ECU90. It is explanatory drawing which shows an example of the fuel consumption display table memorize | stored in RAM96. It is explanatory drawing of the fuel consumption display screen 100 displayed on the meter display unit 98. FIG. It is explanatory drawing of the fuel consumption display screen 110 displayed on the meter display unit 98. FIG. It is explanatory drawing of the fuel consumption display screen 120 displayed on the meter display unit 98. FIG. It is explanatory drawing of the fuel consumption display screen 130 displayed on the meter display unit 98. FIG.

Explanation of symbols

  20 plug-in hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42, 56 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery (Battery ECU), 54 power line, 58 plug, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 70 electronic control unit for hybrid (hybrid ECU), 72 CPU, 7 ROM, 76 RAM, 76a Fuel consumption storage area, 76b Travel distance storage area, 76c Mode set value storage area, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake Pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Meter electronic control unit (meter ECU), 92 CPU, 94 ROM, 96 RAM, 98 Meter display unit, 100, 110, 120, 130 Fuel display screen, 102 2 Heavy wave line, MG1, MG2 motor.

Claims (6)

A generator capable of generating electric power with the power output from the internal combustion engine and traveling at least one of the power of the internal combustion engine and the power of the motor to a drive shaft connected to an axle; A hybrid vehicle capable of charging power storage means capable of exchanging electric power with electric power supplied from the outside,
Display means;
Fuel consumption detection means for detecting the fuel consumption of the internal combustion engine;
Mileage detecting means for detecting the mileage;
A first mode for prohibiting charging of the power storage means with electric power obtained by generating the generator with power output from the internal combustion engine; and generating power with the power output from the internal combustion engine. Mode setting means for setting any one mode of the second mode that allows charging of the power storage means with electric power obtained by
Fuel consumption deriving means for deriving fuel consumption for each predetermined unit period based on the fuel consumption and the travel distance;
When displaying the fuel consumption for each unit period in time series on the display means, the case where the mode for each unit period is only the first mode and the case where the mode is only the second mode are visually Display control means for displaying the fuel consumption in a distinguishable manner;
A hybrid car with When the display control means displays the fuel consumption for each unit period in time series on the display means, the mode for each unit period is only the first mode and only the second mode. A means for displaying the fuel consumption so that the case and the case including both the first mode and the second mode can be visually distinguished.
The hybrid vehicle according to claim 1. When the display control means displays the fuel consumption for each unit period on the display means in time series, when the mode for each unit period includes both the first mode and the second mode, One of the first mode and the second mode is determined in advance, and the fuel consumption is displayed in the same manner as in the case where the mode for each unit period is only the one mode.
The hybrid vehicle according to claim 1. When the display control means displays the fuel consumption for each unit period on the display means in time series, when the mode for each unit period includes both the first mode and the second mode, It is a means for determining the mode with the longer running time for each unit period, and displaying the fuel consumption as in the case where the mode for each unit period is only the determined mode.
The hybrid vehicle according to claim 1. The display control means is means for displaying the fuel consumption so that at least one of a shape, a pattern, and a color is different in displaying the fuel consumption in the visually distinguishable manner.
The hybrid vehicle of any one of Claims 1-4. Display means, capable of generating a generator with the power output from the internal combustion engine, running at least one of the power of the internal combustion engine and the power of the motor to a drive shaft connected to an axle, and And a method of controlling a hybrid vehicle capable of charging power storage means capable of exchanging electric power with the electric motor with electric power supplied from the outside,
(A) a first mode for prohibiting charging of the power storage means with electric power obtained by generating electric power with the power output from the internal combustion engine; and the power generator with power output from the internal combustion engine. Setting any one of the second modes that allow charging of the power storage means with electric power obtained by generating power;
(B) deriving fuel consumption per predetermined unit period based on the fuel consumption of the internal combustion engine and the travel distance of the hybrid vehicle;
(C) In displaying the fuel consumption for each unit period in time series on the display means, the mode for each unit period is only the first mode and the second mode only. Displaying the fuel consumption in a visually distinguishable manner;
Control method of hybrid vehicle including