JP2016084127A - Vehicular drive force display apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular drive force display apparatus enabling grasping of a change in drive force associated with activation of a vehicle stabilizer.SOLUTION: When brake control is executed during travelling, brake torque is applied to a given wheel and therefore drive force of the given wheel is changed. Responding to this, a drive force display amount is computed on the basis of the brake torque, and the resultant is displayed. Therefore, it is possible to grasp a change in the drive force in each wheel due to execution of the brake control. Further, an actual change in drive force associated with the brake control matches a change in drive force, and therefore it is possible to suppress discomfort given to a driver.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle driving force display device, and more particularly, to a technique for displaying the driving force of each wheel on an in-vehicle display.

  There has been proposed a display that displays driving forces of at least the left and right wheels of a front wheel or a rear wheel on an in-vehicle display provided in the vehicle. One example is the vehicle torque display device disclosed in Patent Document 1. In the vehicle torque display device of Patent Document 1, the vehicle includes a first display area in which driving torque is displayed and a second display area in which braking torque is displayed. When the driving torque is applied, When the driving force is displayed in the first display area and the braking torque is applied, the driving force is displayed in the second display area so that the driving force acting on each driving wheel is the driving torque or the braking torque. It is configured to recognize the size of the heel.

JP 2011-46362 A JP 2013-67230 A JP 2009-29181 A

  By the way, a vehicle including a vehicle stabilization device that improves the stability of the vehicle while traveling on a slippery road surface (low μ road) or the like has been realized. This vehicle stabilization device controls the brake hydraulic pressure of a brake, which is a braking device provided to each wheel so that the wheel does not lock even when a sudden brake is applied, for example, and ensures running stability on a low μ road, etc. For this purpose, there are known those that control the brake hydraulic pressure and engine output of each wheel, and those that control the brake hydraulic pressure and engine output of each wheel to ensure the turning stability of the vehicle. In a vehicle equipped with such a vehicle stabilization device, when the vehicle stabilization device is activated during traveling, for example, a braking device is activated, so that the driving force of each wheel changes. However, there is no conventional driving force display device that considers changes in driving force due to the operation of the vehicle stabilization device, and the actual driving force of wheels and the driving force displayed on the in-vehicle display. There was a possibility that the driver would feel uncomfortable. When a change in the driving state of the wheel (operation of the vehicle stabilization device or the like) occurs as in Patent Document 2, the wheel on which the vehicle stabilization device intervenes is specified, such as changing the color of the wheel displayed on the in-vehicle display. There is something, but I can not grasp the change in driving force that accompanies it. In addition, as disclosed in Patent Document 3, there is a device that quantitatively displays the yaw moment acting on the vehicle in consideration of the operation of the vehicle stabilization device during traveling, but the driving force of each wheel cannot be grasped.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to display a driving force of each wheel on the in-vehicle display when the vehicle stabilizing device is activated. Another object of the present invention is to provide a vehicle driving force display device capable of grasping a change in driving force associated therewith.

  In order to achieve the above object, the gist of the first invention is that (a) in a vehicle equipped with a vehicle stabilization device that ensures the stability of a running vehicle, at least a front wheel or a rear wheel A vehicle driving force display device that displays the driving force or the magnitude of the torque of the left and right wheels of the vehicle, and (b) the driving force of each wheel based on the torque transmitted from the prime mover and the intervention torque by the vehicle stabilization device. Alternatively, a driving force display amount indicating the magnitude of torque is set and displayed.

  The gist of the second invention is that in the vehicle driving force display device of the first invention, (a) the vehicle is a four-wheel drive vehicle, and (b) based on the torque distributed to each wheel, The driving force display amount of the left and right wheels of the front wheel and the rear wheel is set and displayed on the in-vehicle display.

  The gist of the third invention is the vehicle driving force display device according to the first or second invention, wherein the driving force display amount of each wheel is set based on the torque transmitted from the prime mover, and the intervention For wheels on which torque is applied, the set driving force display amount is further changed by a predetermined change amount.

  The gist of the fourth invention is that in the vehicle driving force display device of the first invention or the second invention, based on the torque transmitted from the prime mover to the wheels on which the intervention torque does not act. While the driving force display amount of each wheel is set, the driving force display amount is set based on the torque obtained by adding the intervention torque to the torque transmitted from the prime mover for the wheel on which the intervention torque acts. It is characterized by setting.

  The gist of the fifth invention is the vehicle driving force display device of the third invention or the fourth invention, wherein (a) the vehicle stabilizing device ensures the stability of the vehicle traveling on a slippery road surface. So that the output of the prime mover can be reduced, the function of adding braking torque of predetermined wheels by the braking device provided for each wheel, and the turning stability of the vehicle can be ensured. (B) When the vehicle stabilization device is activated, the set driving force display amount is changed to the decreasing side. It is characterized by that.

  The gist of the sixth invention is that in the vehicle driving force display device of any one of the first invention to the fifth invention, (a) the driving force display amount of each wheel is displayed using a segment; b) A wheel whose driving force display amount has changed as a result of the operation of the vehicle stabilizing device changes the number of lighting of the segment as compared to before the operation.

  The gist of the seventh invention is that, in the vehicle driving force display device of any one of the first to sixth inventions, when the accelerator opening is a predetermined value or more, the driving force display amount of each wheel is It is characterized by not displaying zero.

  The gist of the eighth invention is the vehicle driving force display device according to any one of the first to seventh inventions, wherein (a) an indicator indicating the operation of the vehicle stabilizing device is provided on the in-vehicle display. (B) The indicator is turned on or blinked in conjunction with the operation of the vehicle stabilizing device.

  A gist of a ninth aspect of the invention is that in the vehicle driving force display device according to any one of the first to eighth aspects, a simulated vehicle diagram is displayed on the in-vehicle display, and the vicinity of the simulated vehicle diagram or the simulated vehicle is displayed. The driving force display amount of each wheel is displayed on the figure.

  The gist of a tenth aspect of the invention is that the vehicle driving force display device according to any one of the first to ninth aspects of the present invention is a display corresponding to a wheel on which the vehicle stabilizing device intervenes or a display on the in-vehicle display. The corresponding wheels in the simulated vehicle diagram are characterized in that the color, shading, hatching density, or brightness is changed.

  According to the vehicle driving force display device of the first aspect of the present invention, when the vehicle stabilizing device is activated during traveling, the intervention torque acts on the predetermined wheel, so that the magnitude of the driving force of the predetermined wheel changes. . On the other hand, since the driving force display amount indicating the driving force or the magnitude of the torque of each wheel is set and displayed based on this intervention torque, the driving force or torque of the wheel by the operation of the vehicle stabilization device is displayed. Change can be grasped. In addition, since the actual change in driving force or torque associated with the operation of the vehicle stabilization device matches the change in the driving force display amount displayed on the in-vehicle display, it is possible to suppress a sense of discomfort given to the driver. .

  According to the vehicle driving force display device of the second aspect of the invention, since the driving force display amount indicating the driving force or the magnitude of the torque of each wheel of the four-wheel drive vehicle is displayed on the in-vehicle display, the vehicle stability It is possible to grasp a change in driving force or torque of each wheel due to the operation of the control device.

  Further, according to the vehicle driving force display device of the third aspect of the invention, since the driving force display amount of the wheel on which the intervention torque is applied is further changed by a predetermined change amount, the vehicle is driven by the operation of the vehicle stabilization device. A change in force or torque can be easily grasped.

  According to the vehicle driving force display device of the fourth aspect of the present invention, the driving force display for the wheel on which the intervention torque is applied is based on the torque obtained by adding the intervention torque to the torque transmitted from the prime mover. Since the amount is set, the driving force display amount is precisely calculated, and the driving force display amount is displayed on the in-vehicle display, so that a change in driving force or torque of the wheel can be accurately grasped.

  Further, according to the vehicle driving force display device of the fifth aspect of the present invention, when the vehicle stabilizing device is activated, the driving force display amount is changed to the decreasing side, so that the driving force or torque is reduced by the operation of the vehicle stabilizing device. Can be grasped on the in-car display.

  According to the vehicle driving force display device of the sixth aspect of the invention, since the number of lighting of the segments of the wheel whose driving force display amount has changed due to the operation of the vehicle stabilizing device changes, the wheel is driven by the operation of the vehicle stabilizing device. Changes in force or torque can be grasped from the number of lighting segments.

  Further, according to the vehicle driving force display device of the seventh aspect of the invention, the driving force display amount is displayed as zero even though the accelerator pedal is depressed, thereby preventing the driver from feeling uncomfortable. Can do.

  According to the vehicle driving force display device of the eighth aspect of the present invention, the indicator is provided on the in-vehicle display, and the indicator is turned on or blinking in conjunction with the operation of the vehicle stabilization device. Can easily grasp the presence or absence of.

  Further, according to the vehicle driving force display device of the ninth aspect of the present invention, since the driving force display amount of each wheel is displayed in the vicinity of the simulated vehicle diagram or on the simulated vehicle diagram, the driver visually recognizes the driving force or torque of the wheel. Can be grasped.

  Further, according to the vehicle driving force display device of the tenth aspect of the present invention, the display corresponding to the wheel on which the vehicle stabilization device intervenes or the corresponding wheel of the simulated vehicle diagram displayed on the in-vehicle display has color, shading, Since the hatching density or the brightness is changed, it is possible to easily grasp the wheel on which the vehicle safety device is intervening.

BRIEF DESCRIPTION OF THE DRAWINGS It is a skeleton diagram explaining the outline | summary of the four-wheel drive device with which the four-wheel drive vehicle which is one Example of this invention is equipped. It is a functional block diagram explaining the control function of the electronic control apparatus which controls the drive state of the four-wheel drive apparatus of FIG. FIG. 3 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. FIG. 3 shows one mode of a simulated vehicle diagram based on the control operation of the electronic control device of FIG. 2. It is a simulation vehicle figure applied in the other Example of this invention. It is a flowchart explaining the principal part of the control action of the electronic control apparatus corresponding to the other Example of this invention, ie, the control action regarding the driving force display during vehicle travel. It is a flowchart explaining the principal part of the control action of the electronic control apparatus corresponding to the further another Example of this invention, ie, the control action regarding the driving force display during vehicle travel. It is a simulation vehicle figure in the further another Example of this invention. It is the other aspect of the simulation vehicle figure in the further another Example of this invention. It is the other aspect of the simulation vehicle figure in the further another Example of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating an outline of a four-wheel drive device 10 (hereinafter, drive device 10) provided in a four-wheel drive vehicle 8 according to an embodiment of the present invention. In FIG. 1, the driving device 10 determines the torque of the engine 12 functioning as a prime mover for the front wheels 14L and 14R (referred to as front wheels 14 unless otherwise distinguished) and the rear wheels 16L and 16R (when not distinguished in particular, the rear wheels 14L and 14R). It is an FF-based four-wheel drive device that transmits while appropriately distributing to the wheel 16). The drive device 10 includes an engine 12 (E / G), a torque converter (not shown), an automatic transmission 20 (T / M), a transfer 24 (T / F), a propeller shaft 26, a coupling 28 (C / P), and The rear differential 30 (RrD / F) is included.

  The automatic transmission 20 (T / M) is provided on a power transmission path between the engine 12 and the front wheels 14 and the rear wheels 16. The automatic transmission 20 includes, for example, a plurality of planetary gear devices and a plurality of hydraulic friction engagement devices (clutch, brake), and a plurality of shift speeds are achieved by re-holding the plurality of hydraulic friction engagement devices. It is a stepped automatic transmission to be shifted. In addition, since the automatic transmission 20 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  The transfer 24 distributes the torque transmitted from the automatic transmission 20 to the front wheels 14 and the rear wheels 16. A driving force is transmitted to the rear wheel 16 side via a propeller shaft 26. The transfer 24 is a differential that transmits rotation while appropriately imparting a rotational speed difference to the left and right front wheel axles 34L and 34R (hereinafter referred to as the front wheel axle 34 unless otherwise specified) connected to the left and right front wheels 14. A front differential (not shown) that functions as a mechanism is provided.

  The coupling 28 is provided on the propeller shaft 26. The coupling 28 is an electronically controlled coupling constituted by, for example, a wet multi-plate clutch. By controlling the torque capacity of the coupling 28, the torque distribution of the front and rear wheels is continuously performed between 100: 0 and 50:50. Can be changed. Specifically, when a current is supplied to an electromagnetic solenoid (not shown) that controls the transmission torque of the coupling 28, the coupling 28 is engaged with an engagement force proportional to the current value. For example, when no current is supplied to the electromagnetic solenoid, the coupling engagement force is zero, that is, the transmission torque is zero, and the torque distribution of the front and rear wheels is 100: 0. Further, when the current of the electromagnetic solenoid is increased and the coupling 28 is completely engaged, the torque distribution of the front and rear wheels becomes 50:50. Thus, as the current value supplied to the electromagnetic solenoid increases, the torque distribution transmitted to the rear wheel increases, and by controlling this current value, the torque distribution of the front and rear wheels can be continuously changed. Can do. In addition, since the coupling 28 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  The rear differential 30 applies rotation input from the output side of the coupling 28 to left and right rear wheel axles 36L and 36R (hereinafter referred to as the rear wheel axle 36 unless otherwise specified) connected to the left and right rear wheels 16. This is a differential mechanism that transmits rotation while appropriately imparting a rotational speed difference. In addition, since the rear differential 30 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  Each of the wheels 14L, 14R, 16L, and 16R is provided with a brake device 38 that is operated by hydraulic pressure. Each brake device 38 is configured to be able to control the braking torque Tbr independently, and operates not only when the foot brake is depressed, but also when performing control for stabilizing the vehicle, which will be described later. .

  In the four-wheel drive vehicle 8, a simulated vehicle diagram 64 that displays the driving force distribution state of the front and rear wheels of the drive device 10 is displayed on an in-vehicle display 62 (see FIG. 2). FIG. 2 is a functional block diagram illustrating a control function of the electronic control device 40 that controls the driving state of the driving device 10. The electronic control unit 40 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, the engine output control, the shift control of the automatic transmission 20, the torque capacity control of the coupling 28 that changes the drive state of the drive device 10, the brake control of the brake device 38, and the vehicle interior display 62 are displayed. The simulation vehicle is executed according to the traveling state of the vehicle, such as display control of FIG. The electronic control unit 40 includes, for example, an E / G-ECU for engine output control, a T / M-ECU for shift control of the automatic transmission 20, a 4WD-ECU for control of the WD drive state, and a brake control of the brake device 38. The ECU includes a plurality of ECUs such as a display control system ECU for display control in FIG.

  Various information detected by various sensors is supplied to the electronic control unit 40. For example, each wheel speed Nr detected by a wheel speed sensor that detects the rotational speed of each wheel, vehicle acceleration G (including vehicle longitudinal acceleration and vehicle lateral acceleration) detected by an acceleration sensor, and vehicle speed detected by a yaw rate sensor Yaw rate Y (yaw angle), steering angle θ detected by a steering angle sensor, mode switching signal from a 4WD mode switch provided in the driver's seat, engine rotation speed Ne detected by an engine rotation speed sensor, throttle opening The input of the input shaft of the automatic transmission 20 corresponding to the throttle opening θth detected by the sensor, the accelerator opening Acc detected by the accelerator opening sensor, and the turbine rotational speed Nt detected by the transmission input shaft rotational speed sensor. Shaft rotational speed Nin, vehicle speed V detected by transmission output shaft rotational speed sensor , The output shaft rotational speed Nout of the output shaft of the automatic transmission 20, the pedaling force Fbr of the brake pedal detected by the pedaling force detection switch, and the like are supplied. The vehicle acceleration G can also be obtained by calculating the change amount of the vehicle speed V detected by the vehicle speed sensor as needed. In addition, the vehicle driving force display device of the present invention is configured including the simulated vehicle diagram 64 of the electronic control device 40 and the in-vehicle display 62.

  Further, the electronic control unit 40 functionally includes an engine output control unit 46, a shift control unit 48, a 4WD torque calculation unit 50, a front and rear wheel driving force distribution control unit 52, a braking control unit 56, a display control unit 58, and the like. It is configured.

  The engine output control unit 46 outputs an engine output control command signal such as a throttle signal, an injection signal, and an ignition timing signal to the throttle actuator, the fuel injection device, and the ignition device, for example, for output control of the engine 12. The engine output control unit 46 sets a target engine torque Te calculated based on, for example, the accelerator opening Acc and the vehicle speed V, and controls opening / closing of the electronic throttle valve by a throttle actuator so that the target engine torque Te is obtained. The fuel injection amount is controlled by the fuel injection device, and the ignition timing is controlled by the ignition device.

  The shift control unit 48 performs shift control, neutral control, and the like of the automatic transmission 12, and the actual vehicle speed V and accelerator opening are determined from a shift map that is obtained and stored in advance and the vehicle speed V and accelerator opening Acc. When a shift is determined based on the degree Acc, shift control is executed or a reverse shift stage is established.

  The 4WD torque calculation unit 50 receives various information representing the running state of the vehicle supplied from various sensors, and determines a drive torque distribution ratio ra that is a drive torque distribution transmitted to the rear wheels 16. The 4WD torque calculation unit 52 stores a map and a calculation formula for calculating a predetermined drive torque distribution ratio ra including various pieces of information on the running state, and various types of information on the current running state from the map and the calculation formula. , The optimum drive torque distribution ratio ra according to the running state is determined, and the clutch torque Tc of the coupling 28 is calculated based on the determined drive torque distribution ratio ra. For example, the driving torque distribution ratio ra is set so that the torque transmitted to the rear wheel 16 decreases as the side slip of the rear wheel 16 increases, and the torque transmitted to the rear wheel 16 increases as the side slip of the front wheel 14 increases. The drive torque distribution ratio ra is set so as to increase. Further, the drive torque distribution ratio ra is set so that the torque transmitted to the rear wheel 16 increases as the difference between the wheel speeds Nr of the front wheel 14 and the rear wheel 16 increases.

The 4WD torque calculation unit 50 calculates the propeller shaft 26 on the basis of the engine torque Te supplied from the engine output control unit 46, the transmission gear ratio γ of the automatic transmission 20 supplied from the transmission control unit 48, and the gear ratio γtf of the transfer 24. C / P input torque tin (four-wheel total drive torque) transmitted to is calculated. The C / P input torque tin (hereinafter, input torque tin) is calculated by the following equation (1). The 4WD torque calculator 50 is transmitted from the input torque tin calculated by the equation (1) and the set drive torque distribution ratio ra to the rear wheel side via the coupling 28 based on the following equation (2). C / P output torque tout (Rr drive torque distribution amount) is calculated.
tin = Te × γ × γtf (1)
tout = tin × ra (2)

When the 4WD torque calculation unit 50 calculates the C / P output torque tout (hereinafter, output torque tout), the front wheel axle 34 shaft torque f_trq (Fr shaft torque) and the rear wheel axle 36 shaft torque r_trq (Rr shaft torque). Is calculated. The shaft torque r_trq of the rear wheel axle 36 is calculated by the following equation (3). In the following equation (3), IDR indicates the gear ratio of the rear differential 30. Further, when the shaft torque r_trq is obtained, the shaft torque f_trq of the front wheel axle 34 is calculated by the following equation (4). In Expression (4), IDF represents a gear ratio of a front differential (not shown). Expression (4) indicates that f_trq takes a larger value of tin × IDF−r_trq and r_trq. That is, in the drive device 10, the shaft torque f_trq of the front wheel axle 34 (hereinafter, front wheel shaft torque f_trq) is never smaller than the shaft torque r_trq of the rear wheel axle 36 (rear wheel shaft torque r_trq). X When the value of f_trq calculated by IDF-r_trq is smaller than r_trq, it indicates that f_trq is set to the same value as r_trq.
r_trq = tout × IDR (3)
f_trq = MAX (tin × IDF−r_trq, r_trq) (4)

  Further, the 4WD torque calculation unit 50 determines whether or not the engine is being braked based on the control signal of the engine output control unit 46 and the output torque tin, and if it is determined that the engine is being braked, The shaft torques f_trq and r_trq are set to zero.

  The front and rear wheel driving force distribution control unit 52 controls the torque capacity of the coupling 28 so that the output torque tout calculated by the 4WD torque calculation unit 50 is transmitted to the rear wheel side via the coupling 28.

  The braking control unit 56 executes braking control that stabilizes the traveling state of the vehicle by operating the brake device 38 according to the traveling state of the vehicle. For example, during sudden braking, the braking control unit 56 predicts the locking of the wheel from the information on the vehicle longitudinal acceleration from the acceleration sensor, the change in the vehicle speed V, and the information on the wheel speeds Nr from the wheel speed sensor. To reduce the braking torque Tbr. Further, if the wheel turns too fast due to a decrease in the braking torque Tbr, the braking torque Tbr is increased again. The braking control unit 56 reduces the vehicle speed V without locking the wheels by repeating the above control during sudden braking. The above control is called so-called ABS (anti-lock brake system) control.

  Further, when starting or accelerating while driving on a slippery road surface or the like, the brake control unit 56 controls the brake device 38 when a predetermined wheel becomes slippery, thereby suppressing the slip of the wheel and the vehicle running To ensure the stability. For example, when only the left and right wheels are traveling on a slippery road surface, the braking control unit 56 suppresses the slipping of the wheels by applying braking torque to the slippery wheels, and the start performance or Ensure acceleration performance. In addition to the above control, the braking control unit 56 outputs a command for reducing the engine output to the engine output control unit 46, and also reduces the engine output, thereby reducing the driving force transmitted to the wheels. The slip can be further suppressed.

  Further, the braking control unit 56 controls the brake device 38 so that the turning stability of the vehicle is ensured while the vehicle is turning. When the braking control unit 56 detects a rear-slip state where the rear wheel 16 is losing grip with respect to the front wheel 14 based on information from various sensors such as the yaw rate Y from the yaw rate sensor, the braking control unit 56 brakes the wheels on the outer side of the turn. Torque Tbr is applied. As a result, a turning outward moment is generated, and the skid tendency of the rear wheels 16 is suppressed. When the front wheel 14 detects that the front wheel 14 is losing grip with respect to the rear wheel 16, the braking control unit 56 applies braking torque to the front and rear wheels. Furthermore, the braking control unit 56 outputs a command for suppressing the engine output to the engine output control unit 46 in conjunction with this control, thereby reducing the engine output. Thereby, the moment to a turning direction generate | occur | produces and the skid tendency of the front wheel 14 is suppressed.

  The braking control unit 56 according to the present embodiment has the above-described functions. Among the above-described functions, the braking control unit 56 applies braking torque to suppress slipping of wheels that are traveling on a slippery road surface or the like. And, it may have at least one of the functions of applying a braking torque in order to suppress the front wheel side slip or the rear wheel side slip. Moreover, you may control each said function of the braking control part 56 synthetically. The braking control unit 56 and the brake device 38 constitute a vehicle stabilization device that ensures the stability of the traveling vehicle of the present invention.

  Based on the front wheel shaft torque f_trq and the rear wheel shaft torque r_trq periodically calculated by the 4WD torque calculating unit 50, the display control unit 58 uses a simulated vehicle diagram 64 provided on the in-vehicle display 62 to drive the driving device. The driving force or torque magnitude of the left and right wheels of the ten front wheels 14 and the rear wheels 16 is displayed. Since the torque of each wheel is expressed by the product of the driving force of each wheel and the radius of each wheel, the torque and driving force of each wheel have a one-to-one relationship.

  In the simulated vehicle FIG. 64 of FIG. 2, the perspective view of the driving device 10 viewed obliquely from the rear is displayed. Specifically, the displayed engine 70 (corresponding to the engine 12), the displayed automatic transmission 72 (corresponding to the transmission 20), the displayed transfer 74 (corresponding to the transfer 24), and the displayed propeller shaft 76. (Corresponding to propeller shaft 26), front wheel axle 78 on display (corresponding to front wheel axle 34), rear wheel axle 80 on display (corresponding to rear wheel axle 36), left and right front wheels 82 on display (left and right front wheels 14) And right and left rear wheels 84 (corresponding to left and right rear wheels 16) on the display. That is, the main rotating members constituting the driving device 10 are displayed.

  The display control unit 58 displays the magnitude of the driving force or torque of each wheel using the segments 66 arranged beside the wheels 82 and 84 on the simulated vehicle diagram 64. In FIG. 2, the black segment 66 indicates a lighting state, and the white segment 66 indicates a light extinction state. The larger the number of segments 66 that are lit, the greater the driving force or torque of the corresponding wheel. For example, in FIG. 2, three segments 66 displayed beside the front wheel 82 are respectively lit and two segments 66 displayed beside the rear wheel 84 are lit. This indicates that the vehicle is in a 4WD traveling state in which the driving force is transmitted to.

The number of lighting of the segment 66 is set based on the magnitudes of the front wheel shaft torque f_trq and the rear wheel shaft torque t_trq calculated by the 4WD torque calculation unit 50. Specifically, a relational expression for obtaining a driving force display amount fwdf representing the driving force or torque magnitude of the front wheel axle 34 is set in advance using the front wheel shaft torque f_trq as a parameter as shown in the following equation (5). . In the present embodiment, this driving force display amount fwdf corresponds to the number of lighting of the segment 66. Further, a relational expression for obtaining a driving force display amount fwdr representing the driving force or the magnitude of the torque of the rear wheel axle 36 is set with the rear wheel shaft torque t_trq as a parameter as shown in the following equation (6). In the present embodiment, this driving force display amount fwdr corresponds to the number of lighting of the segment 66.
fwdf = M_FWDF (f_trq) (5)
fwdr = M_RWDF (r_trq) (6)

  In the above formulas (5) and (6), the magnitudes of the front and rear wheel shaft torques f_trq and r_trq are divided into, for example, numbers 1 to 5 as driving force display amounts fwdf and fwdr. The number is set to increase proportionally. This number corresponds to the number of lighting of the segment 66, and the number of lighting of the segment 66 increases in proportion to the magnitudes of the shaft torques f_trq and r_trq. In addition, when the axial torques f_trq and r_trp of the front and rear wheels are zero, the number of lighting of the segment 66 is zero (no lighting).

Then, the display control unit 58 determines whether or not the vehicle is stopped or brake decelerated based on the vehicle speed V and the depression force Fbr of the brake pedal. As shown in (7), the driving force display amount fwdfr of the right front wheel 14R (the number of lighting of the segment 66), the driving force display amount fwdfl of the left front wheel 14L, the driving force display amount fwdrr of the right rear wheel 16R, and the left rear wheel The driving force display amount fwdrl of 16L is all zero. On the other hand, when the vehicle is not stopped or the brake is not decelerated, the display control unit 58 displays the driving force display amount fwdfr for the right front wheel 14R and the driving force for the left front wheel 14L based on the following equations (8) and (9). An amount fwdfl, a driving force display amount fwdrr for the right rear wheel 16R, and a driving force display amount fwdrl for the left rear wheel 16L are set. These driving force display amounts fwdfr, fwdfl, fwdrr, fwdrl represent the driving force or the magnitude of the torque of each wheel 14R, 14L, 16R, 16L. When the display control unit 58 determines the number of lighting of the segment 66 for each wheel based on the set driving force display amount of each wheel, the segment 66 is turned on by the number of lighting determined on the simulated vehicle diagram 64. Let
fwdfr = fwdfl = fwdrr = fwdrl = 0 (7)
fwdfr = fwdfl = fwdf (8)
fwdrr = fwdrl = fwdr (9)

  By the way, when the brake device 38 is operated by the brake control unit 56 described above, the driving force of the predetermined wheels 14 and 16 changes accordingly. However, conventionally, this change in driving force has not been reflected on the simulated vehicle diagram 64. In other words, during the operation of the braking control unit 56, a mismatch occurs between the driving force generated at the actual wheel and the display driving force on the simulated vehicle FIG. 64 (the number of lighting of the segment 66), which makes the driver feel uncomfortable. It was. Therefore, the display control unit 58 of the present embodiment is based on the driving torque transmitted from the engine 12 side and the braking torque (intervention torque) due to the operation (intervention) of the braking control unit 56 during the control of the braking control unit 56. Set and display the display driving force. Hereinafter, the control operation during the operation of the braking control unit 56 will be described. The braking torque corresponds to the intervention torque of the present invention.

Based on the control signal of the brake device 38 from the brake control unit 56, the display control unit 58 determines whether or not the brake device 38 is operating for a predetermined wheel, that is, the braking torque acts (intervenes) on the predetermined wheel. And whether or not the driving force is generated based on whether or not the accelerator opening degree Acc is equal to or greater than a predetermined value α set in advance (the driving force display amount of a predetermined wheel is Whether it is not zero). Then, when it is determined that the braking torque by the brake device 38 is operating for a predetermined wheel and the driving force display amount of the predetermined wheel is not zero, the display control unit 58 obtains the following expression (10). Based on this, a driving force display amount of a predetermined wheel is calculated. Here, a subscript corresponding to a predetermined wheel is entered in ** of formula (10), and f (front wheel) or r (rear wheel) that distinguishes the front and rear wheels is entered in the left *. The right side * indicates r (right wheel) or l (left wheel) that distinguishes left and right wheels. For example, when braking torque is acting on the right front wheel 14R, fr is entered in **, and when braking torque is acting on the left front wheel 14L, fl is entered in ** and braking is applied to the right rear wheel 16R. When torque is applied, rr is entered in **, and when braking torque is applied to the left rear wheel 16L, rl is entered.
fwd ** = MAX (fwd **-2,1) (10)

  In Expression (10), the driving force display amount is set based on Expression (7) to Expression (9) for the wheel on which the braking torque acts (intervenes) by the operation of the braking control unit 56. It is shown that the value is further changed to a value that has been reduced by two more than the driving force display amount, or a value that is larger of one. In other words, for the wheel on which the braking torque is applied, the number of lighting of the segment 66 is reduced by two compared to the case where the braking torque is not applied, or one segment 66 is turned on. Thus, the change in the driving force display amount of the wheel on which the braking torque is applied changes the wheel driving force on which the braking torque is applied by the braking controller 56 on the simulated vehicle diagram 64. can do. Here, the reason why the number of lighting of the segment 66 is reduced by two scales is because it is easy to grasp the change in the driving force of the wheel whose driving force has changed by executing the braking control. In addition, for the wheel on which the braking torque is applied, the segment 66 is not displayed as zero but at least one segment 66 is displayed because the accelerator pedal is depressed (the accelerator opening Acc is a predetermined value α). This is because it is not considered that a driving force defect in which the driving force becomes zero despite the above). In this embodiment, the driving force display amount is reduced by two compared to before the braking torque is actuated. The change amount of the driving force display amount corresponds to the predetermined change amount of the present invention. .

  As described above, when the braking control unit 56 is activated and braking torque is applied to a predetermined wheel, the display control unit 58 changes the driving force display amount of the predetermined wheel to change the driving force or the braking torque. The change in torque is also displayed on the simulated vehicle FIG. 64, and the driver is prevented from feeling uncomfortable.

  Note that the above control is not executed in the case of the ABS control performed during the sudden braking, for example, among the functions of the braking control unit 56 described above. In the ABS control, since the braking torque is reduced, if the number of lighting of the segment 66 is decreased by two scales, the braking torque is increased, which is opposite to the actual driving force change tendency. .

  FIG. 3 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation related to the driving force display of the simulated vehicle FIG. 64 while the vehicle is traveling. This flowchart is repeatedly executed while the vehicle is traveling.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the 4WD torque calculation unit 50, the input torque tin transmitted from the engine 12 side to the propeller shaft 26 is calculated by the equation (1). Next, in SA2 corresponding to the 4WD torque calculation unit 50, the C / P output torque tout transmitted to the rear wheel side based on the input torque tin and the drive torque distribution ratio ra calculated in SA1 from the equation (2). Is calculated.

  In SA3 corresponding to the 4WD torque calculation unit 50, it is determined whether or not the engine is being braked. If the engine is being braked, the process proceeds to SA4, and if not, the process proceeds to SA5. In SA4 corresponding to the 4WD torque calculation unit 50, when the engine is being braked, the front wheel shaft torque f_trq and the reverse shaft torque r_trq are set to zero. In SA5 corresponding to the 4WD torque calculation unit 50, the front wheel shaft torque f_trq and the rear wheel shaft torque r_trq are calculated by the equations (3) and (4).

  In SA6 corresponding to the display control unit 58, the driving force display amounts fwdf and fwdr of the front and rear wheels (corresponding to the number of lighting of the segment 66) are set by the equations (5) and (6). In SA7 corresponding to the display control unit 58, it is determined whether or not the vehicle 8 is in a stopped state or in brake deceleration. If the vehicle is stopped or the brake is being decelerated, the process proceeds to SA8, and if not, the process proceeds to SA9. In SA8 corresponding to the display control unit 58, since the vehicle is stopped or the brake is decelerating, the driving force display amount fwdfl of the right front wheel 14R, the driving force display amount fwdfr of the left front wheel 14L, and the driving force display of the right rear wheel 16R are displayed. The amount fwdrr and the driving force display amount fwdrl for the left rear wheel 16L are both set to zero. In SA9 corresponding to the display control unit 58, the driving force display amount fwdfr of the right front wheel 14R, the driving force display amount fwdfl of the left front wheel 14L, and the driving of the right rear wheel 16R based on the equations (8) and (9). The force display amount fwdrr and the driving force display amount fwdrl of the left rear wheel 16L are determined.

  In SA10 corresponding to the display control unit 58, braking control (excluding ABS control) in which braking torque is applied to a predetermined wheel is being executed, and the driving force display amount of the predetermined wheel is not zero (accelerator opening). It is determined whether the degree Acc is equal to or greater than a predetermined value α. If SA10 is positive, the process proceeds to SA11, and if SA10 is negative, the process proceeds to SA12. In SA11 corresponding to the display control unit 58, the driving force display amount (number of segment lighting) of the wheel on which the brake device 38 is operating (the braking torque is acting (intervening)) is reduced by two. Further, when the driving force display amount (segment lighting number) is already 2 or less before the braking torque is applied, the driving force display amount (segment lighting number) is set to 1. In SA12 corresponding to the display control unit 58, the calculated driving force display amount is displayed on the simulated vehicle diagram 64.

  FIG. 4 shows one mode of the simulated vehicle diagram 64 displayed by the control operation of the electronic control unit 40. The leftmost of the three display examples in FIG. 4 shows a state during normal driving, that is, a state where no braking torque is applied. The center of FIG. 4 shows a case where the left front and rear wheels are traveling on a low μ road on which the left and right wheels are slippery (traveling across left and right μ). The right side of FIG. 4 shows a case where right turn traveling (low μ road turning traveling) is performed on a low μ road. In FIG. 4, the brake control flag indicates a wheel on which the braking torque is applied by the braking control, “OFF” indicates a state in which the braking torque is not intervening, and “ON” indicates that the braking torque has intervened. It is shown that. For example, “All-wheel brake control flag = OFF” during normal travel indicates that braking torque is not intervening for all the wheels, and “left front wheel brake control flag = ON” travels across left and right μ. And “Left rear wheel brake control flag = ON” indicates that braking torque is intervening in the left front wheel 14L and the left rear wheel 16L, and “right front wheel brake control flag = ON” for low μ road turning traveling. Indicates that braking torque intervenes in the right front wheel 14R.

  During normal running shown in the leftmost part of FIG. 4, since no braking torque is applied to all the wheels, the front wheel 14 and the rear wheel 16 are set to have the same display amount of driving force for the left and right wheels. . Specifically, the driving force display amounts frdfr and frdfl of the left and right front wheels are set to 3, so that the three segments 66 of the left and right front wheels 14R and 14L are respectively lit. Further, since the driving force display amounts frdrr and frdrl of the left and right rear wheels are set to 2, two segments 66 of the left and right rear wheels 16R and 16L are respectively lit.

  In the crossing between right and left μ shown in the center of FIG. 4, braking torque is applied to the left front and rear wheels in order to suppress the slip of the left front and rear wheels, and the driving force is reduced compared to the right front and rear wheels. Thus, for the front wheel 14, the driving force display amount frdfr of the right front wheel 14R to which no braking torque is applied is 3, whereas the driving force display amount frdfl of the left front wheel 14L is the driving force of the right front wheel 14R. It is set to 1 which is smaller by 2 than the display amount frdfr. In relation to this, the number of lighting of the segment 66 of the right front wheel 14R is three, and the number of lighting of the segment 66 of the left front wheel 14L is one. For the rear wheel 16, the driving force display amount frdrr of the right rear wheel 16R to which no braking torque is applied is 2, whereas the driving force display amount frdfl of the left rear wheel 16L is set to 1. ing. In relation to this, the number of lighting of the segment 66 of the right rear wheel 16R is two, and the number of lighting of the segment 66 of the left rear wheel 16L is one.

  Further, in the low μ road turning traveling shown on the right side of FIG. 4, the braking torque acts on the right front wheel 14R during the right turning, and the driving force is reduced compared to the left front wheel 14L. Accordingly, for the front wheel 14, the driving force display amount frdfl of the left front wheel 14L to which no braking torque is applied is 3, whereas the driving force display amount frdfr of the right front wheel 14R is the same as that of the left front wheel 14L. It is set to 1 which is smaller by 2 than the driving force display amount frdfl. In relation to this, the number of lighting of the segment 66 of the left front wheel 14L is three, and the number of lighting of the segment 66 of the right front wheel 14R is one.

  As shown in the center and right side of FIG. 4, the driving force display amount is set and displayed based on the braking torque for the wheel on which the braking torque is applied, so that the wheel driving force associated with the braking torque is The change can be grasped, and the driver's uncomfortable feeling due to the mismatch between the actual driving force and the driving force on the display is also suppressed.

  As described above, according to the present embodiment, when the braking control is executed during traveling, the braking torque is applied to the predetermined wheel, so that the driving force of the predetermined wheel changes. On the other hand, a driving force display amount indicating the driving force or the magnitude of the torque of each wheel is set based on the braking torque and displayed on the simulated vehicle FIG. 64. The change in driving force or torque can be grasped. In addition, since the actual change in the driving force accompanying the braking control matches the change in the driving force on the simulated vehicle FIG. 64, it is possible to suppress a sense of discomfort given to the driver.

  Further, according to the present embodiment, when the driving force of each wheel of the four-wheel drive vehicle 8 is displayed on the simulated vehicle FIG. 64 and the braking control is executed, the driving force display amount based on the braking torque by the driving force is displayed. Is displayed, it is possible to grasp a change in driving force or torque of each wheel due to execution of braking control.

  Further, according to the present embodiment, the braking control is appropriately executed when traveling on a slippery road surface or turning, and the change in driving force by the braking control is displayed on the simulated vehicle FIG. A change in driving force due to execution of braking control can be grasped on the vehicle diagram 64.

  Further, according to the present embodiment, the driving force display amount of each wheel is displayed using the segment 66, and the wheel whose driving force has been changed by executing the braking control is displayed in comparison with the driving force display before the braking control. Since the amount (the number of lighting of the segment 66) is decreased by 2, it becomes easy to grasp the change in the driving force due to the execution of the braking control on the simulated vehicle diagram 64.

  Further, according to this embodiment, when the accelerator opening degree Acc is equal to or larger than the predetermined value α, that is, when the driving torque is applied, the display indicating that the driving force display amount of each wheel is zero is not performed (at least the segment 1 is lit), the driving force display amount is displayed as zero even though the accelerator pedal is depressed, thereby preventing the driver from feeling uncomfortable.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  In the embodiment described above, only the driving force of each wheel is displayed. However, for example, when the foot brake is depressed, braking torque is applied to the wheel. That is, a negative driving force is generated. Therefore, in this embodiment, when braking torque is applied to the wheels, the braking torque is displayed on the simulated vehicle diagram 90.

  FIG. 5 shows a simulated vehicle diagram 90 applied in the present embodiment. In the simulated vehicle FIG. 90 of the present embodiment, the segment 66 corresponding to the driving force display amount indicating the driving force or torque magnitude of each wheel is distinguished between the driving side and the braking side. Specifically, the segment 66 is delimited by a lead line 91 extending from each wheel, and the upper side of the lead line 91 corresponds to the driving side, and the lower side of the lead line 91 corresponds to the braking side. The driving-side segment 66 is lit when the wheel is in a driving state, and the braking-side segment 66 is lit when the wheel is in a braking state.

  In the display control unit 58a of the present embodiment (the sign is changed to 58a in order to distinguish from the above-described embodiment), in addition to the same function as the above-described embodiment, for example, the brake pedal of the pedal force detection switch Based on the pedal effort Fbr, it is determined whether or not the foot brake is in operation. When the foot brake is in operation, the driving force display amount of each wheel is set to −1, for example. Here, the negative value of the driving force display amount indicates that the braking torque is acting, and the magnitude of the braking torque increases as the absolute value increases. For example, when the driving force display amount is -1, one braking-side segment 66 is lit, and when the display driving amount is -2, two braking-side segments 66 are lit.

  In addition, when the braking control (excluding ABS control) is executed and braking torque is applied to a predetermined wheel, the display control unit 58a of the present embodiment brakes the driving force display amount of the predetermined wheel by 2. Change to the side. That is, the driving force display amount is subtracted by 2. For example, when the driving force display amount of a predetermined wheel is +3, when braking torque is applied, the driving force display amount becomes +1 (= + 3-2), and the two driving-side segments 66 are turned off. For example, when the driving force display amount of a predetermined wheel is +1, when the braking torque is applied, the driving force display amount is −1 (= + 1−2), and one braking-side segment 66 is lit. To do. For example, when the driving force display amount of a predetermined wheel is -1, when the braking torque is applied, the driving force display amount is -3 (= -1-2), and the braking-side segment 66 is 3 Lights up. Note that the driving force display amount does not change for a wheel to which no braking torque is applied because the driving force does not change.

  Further, for example, when the ABS control is activated when a sudden brake is depressed, the display control unit 58a changes the driving force display amount of the wheel on which the brake device 38 is activated by the ABS control by +1 to the driving side. . That is, the driving force display amount is incremented by one. However, the upper limit value of the driving force display amount is limited to zero. This is because during the operation of the ABS control, the normal braking torque is applied and no torque is output to the drive side. In addition, during ABS control, the braking force is frequently extracted and released by the brake device 38 in a short period of time, but this is not reflected in the display, and the control is started from the ABS control start (wheel slip) to the control end (slip). Display the driving force display amount by +1 on the driving side.

  FIG. 6 shows the main part of the control operation of the electronic control unit 40a of this embodiment (the reference numeral is changed to 40a to distinguish it from the above-mentioned embodiment), that is, the control related to the driving force display of the simulated vehicle FIG. It is a flowchart explaining an action | operation.

  First, in SB1 corresponding to the 4WD torque calculation unit 50, the input torque tin transmitted from the engine 12 side onto the propeller shaft 26 is calculated by the equation (1). Next, in SB2 corresponding to the 4WD torque calculation unit 50, the C / P output torque tout is calculated based on the input torque tin and the drive torque distribution ratio ra calculated in SB1 from Expression (2). In SB3 corresponding to the 4WD torque calculation unit 50, the front wheel shaft torque f_trq and the rear wheel shaft torque r_trq are calculated by the equations (3) and (4). In SB4 corresponding to the display control unit 58a, the driving force display amount of the front and rear wheels (that is, the number of lighting of the segment 66) is set by the equations (5) and (6). At this time, if the foot brake is in operation, the driving force display amount of each wheel is set to, for example, -1.

  In SB5 corresponding to the display control unit 58a, it is determined based on the vehicle speed V whether or not the vehicle is stopped. If it is determined that the vehicle is stopped, the process proceeds to SB7; otherwise (the vehicle speed V is not zero), the process proceeds to SB6. In SB7 corresponding to the display control unit 58a, since the vehicle is stopped, the driving force display amount of each wheel is set to zero (fwdfr = fwfdl = fwdrr = fwdrl = 0). On the other hand, in the SB 6 corresponding to the display control unit 58a, the driving force display amount (fwdfr, fwdfl, fwdrr, fwdrl) of each wheel is set based on the above-described equations (8) and (9).

  In SB8 corresponding to the display control unit 58a, it is determined whether or not braking control is being executed by operating the brake device 38 for a predetermined wheel. If the braking control is being executed, the process proceeds to SB9, and if not, the process proceeds to SB10. In SB9 corresponding to the display control unit 58a, the driving force display amount (segment lighting number) of the wheel in which the brake device 38 is operating (braking control is acting) is calculated with respect to the value calculated in SB6. Only two are changed to the braking side (driving force decreasing side). That is, the driving force display amount is subtracted by 2. In addition, in the braking control, when the ABS control is operating, the driving force display amount of the wheel on which the ABS control is operating is changed to the driving side by +1 (however, the driving force display amount is zero). To a range not exceeding. Further, the driving force display amount calculated in SB6 is maintained for the wheels on which no braking torque acts. And in SB10 corresponding to the display control part 58a, the calculated driving force display amount is displayed on the simulation vehicle figure 90. FIG.

  As described above, according to this embodiment, as in the above-described embodiment, when the braking control is executed, the driving force display amount is changed, and the number of lighting of the segment 66 in the simulated vehicle diagram 90 is changed. , The feeling of strangeness given to the driver can be suppressed. Further, in this embodiment, when braking torque is generated such as when the foot brake is depressed, the segment 66 on the braking torque side is lit on the simulated vehicle FIG. 90, so that generation of the braking torque due to depression of the foot brake is generated. Can be grasped.

  In the above-described embodiment, when the braking control is executed, the driving force display amount is reduced by two for the wheel to which the braking torque is applied. However, the actual driving force of the wheel is the sum of the driving force transmitted from the engine 12 and the braking force by the braking control, and also changes depending on the magnitude of the braking torque during the braking control. Therefore, a deviation may occur between the actual driving force and the driving force on the simulated vehicle FIG. Therefore, in this embodiment, the driving torque and the braking torque during the braking control are precisely calculated, the actual wheel torque calculated from them is calculated, and the calculated torque is simulated as the driving force display amount. This is displayed on the vehicle diagram 90.

The 4WD torque calculation unit 50a of this embodiment (the sign is changed to 50a in order to distinguish from the above-described embodiment) is calculated when the shaft torque f_trq of the front wheel axle 34 and the shaft torque r_trq of the rear wheel axle 36 are calculated. Based on the equations (11) and (12), the right front wheel driving torque fr_trq, the left front wheel driving torque fl_trq, the right rear wheel driving torque rr_trq, and the left rear wheel driving torque rl_trq are calculated. Expression (11) indicates that the axial torque f_trq of the front wheel axle 34 is equally distributed to the right front wheel 14R and the left front wheel 14L. Expression (12) indicates that the shaft torque r_trq of the rear wheel axle 36 is equally distributed to the right rear wheel 16R and the left rear wheel 16L.
fr_trq = fl_trq = f_trq / 2 (11)
rr_trq = rl_trq = r_trq / 2 (12)

  Further, the 4WD torque calculation unit 50a calculates the braking torque acting on each wheel when the braking torque by the foot brake or the braking torque by the braking control is operating. Here, the braking torque applied by each wheel can be calculated based on the brake hydraulic pressure of the brake device 38 provided for each wheel, the command signal of the solenoid valve that controls the brake hydraulic pressure, and the like. Since a specific method for calculating the braking torque by the brake device 38 is known, detailed description thereof will be omitted.

The 4WD torque calculator 50a precisely calculates the torque of each wheel in consideration of the braking torque based on the following equations (13) to (16). In Expression (13), fr_trq_e represents the torque of the right front wheel 14R obtained by adding the braking torque to the right front wheel drive torque fr_trq, and fr_d_trq represents the braking torque of the right front wheel 14R. Since the braking torque acts in the opposite direction to the driving torque, the sign of the braking torque is-(minus) in the equations (13) to (16). In Expression (14), fl_trq_e represents the torque of the left front wheel 14L obtained by adding the braking torque to the left front wheel drive torque fl_trq, and fl_d_trq represents the braking torque of the left front wheel 14L. In Expression (15), rr_trq_e represents the torque of the right rear wheel 16R obtained by adding the braking torque to the right rear wheel drive torque rr_trq, and rr_d_trq represents the braking torque of the right rear wheel 16R. In Expression (16), rl_trq_e represents the torque of the left rear wheel 16L obtained by adding the braking torque to the left rear wheel driving torque rl_trq, and rl_d_trq represents the braking torque of the left rear wheel 16L. Equations (13) to (16) all indicate the difference between the driving torque transmitted from the engine 12 and the braking torque (in general, the first term on the right side is the negative side (the braking side during the ABS control operation). ), The second term on the right side acts to reduce the braking force by the foot brake). Thus, the actual torque of each wheel is calculated precisely. Note that, when the absolute value of the braking torque (fr_d_trq, fl_d_trq, rr_d_trq, rl_d_trq,) is greater than the driving torque (fr_trq, fl_trq, rr_trq, rl_trq) from the engine 12 according to the expressions (13) to (16). The torque added with the braking torque is a negative torque, that is, a braking torque acting on the braking side. In addition, for the wheels on which no braking torque is applied, the driving torque transmitted from the engine 12 becomes the torque of each wheel.
fr_trq_e = fr_trq−fr_d_trq (13)
fl_trq_e = fl_trq−fl_d_trq (14)
rr_trq_e = rr_trq−rr_d_trq (15)
rl_trq_e = rl_trq−rl_d_trq (16)

The display control unit 58b (the sign is changed to 58b in order to distinguish from the above-described embodiment) is set in advance based on the torque of each wheel precisely calculated by the equations (13) to (16). The driving force display amount is set from the relational expression. Specifically, the driving force display amount of each wheel is determined based on a relational expression for determining the driving force display amount using the torque of each wheel as a parameter as shown in the following equations (17) to (20) in advance. decide. In the relational expressions of Expression (17) to Expression (20), the magnitude of torque is divided stepwise in, for example, five stages of 1 to 5, and the number increases in proportion to the torque. Also in the present embodiment, this numerical value corresponds to the number of lighting of the segment 66 corresponding to the driving force display amount, and the number of lighting of the segment 66 increases as the torque increases. Expressions (17) to (20) are similarly applied even when the torque acts on a negative value, that is, on the braking side. That is, as the absolute value of the torque acting on the braking side increases, the driving force display amount also increases on the negative side, and the number of lighting of the braking-side segment 66 increases.
fwdfr = M_FWDF (fr_trq_e) (17)
fwdfl = M_FWDF (fl_trq_e) (18)
fwdrr = M_RWDF (rr_trq_e) (19)
fwdfl = M_RWDF (rl_trq_e) (20)

  As described above, the braking torque acting on each wheel is precisely obtained, and the torque obtained by adding the braking torque to the driving torque from the engine 12 of each wheel (substantially, the difference between the driving torque and the braking torque) is refined. By calculating the driving force display amount based on the torque, the driving force display amount of each wheel becomes equal to the actual driving force or torque, and the uncomfortable feeling given to the driver is further suppressed.

  FIG. 7 shows the main part of the control operation of the electronic control unit 40b of this embodiment (the reference numeral is changed to 40b to distinguish it from the above-mentioned embodiment), that is, the control relating to the driving force display of the simulated vehicle FIG. It is a flowchart explaining an action | operation.

  First, in SC1 corresponding to the 4WD torque calculation unit 50a, the input torque tin transmitted from the engine 12 side to the propeller shaft 26 is calculated. Next, in SC2 corresponding to the 4WD torque calculation unit 50a, the C / P output torque tout is calculated based on the input torque tin and the drive torque distribution ratio ra. In SC3 corresponding to the 4WD torque calculation unit 50a, the front wheel shaft torque f_trq and the rear wheel shaft torque r_rtq are calculated based on the above-described equations (3) and (4). In SC4 corresponding to the 4WD torque calculation unit 50a, the drive torque (fr_trq, fl_trq, rr_trq, rl_trq) of each wheel is calculated based on the equations (11) and (12).

  Further, in SC5 corresponding to the 4WD torque calculation unit 50a, the braking torque of each wheel (fr_d_trq, fl_d_trq, rr_d_trq, based on the brake hydraulic pressure of the brake device 38 of each wheel and the command signal from the solenoid valve that controls the brake device 38) rl_d_trq) is calculated, and the driving torques (fr_trq_e, fl_trq_e, rr_trq_e, rl_trq_e) of each wheel taking into account the braking torque are calculated by the above formulas (13) to (16).

  In SC6 corresponding to the display control unit 58b, the driving force display amount of each wheel is assigned based on the driving torque of each wheel calculated in SC5 from the equations (17) to (20) described above. In SC7 corresponding to the display control unit 58b, it is determined whether or not the vehicle is stopped. If the vehicle is stopped, the process proceeds to SC8, and if it is running, the process proceeds to SC9. In SC8 corresponding to the display control unit 58b, since the vehicle is stopped, the driving force display amounts (fwdfr, fwdfl, fwdrr, fwdrl) of each wheel are all set to zero. Then, in SC9 corresponding to the display controller 58b, the calculated driving force display amount is displayed on the simulated vehicle diagram 90.

  As described above, also in this embodiment, as in the above-described embodiment, when the braking control is executed, the driving force display amount is changed, and the number of lighting of the segment 66 in the simulated vehicle diagram 90 is changed. The uncomfortable feeling given to the driver can be suppressed. In this embodiment, the torque of each wheel under braking control is calculated based on the precisely calculated driving torque and braking torque and displayed on the simulated vehicle FIG. 90, so that the actual driving force and driving The force display amount coincides with accuracy, and the uncomfortable feeling given to the driver is suppressed.

  FIG. 8 shows an aspect of the simulated vehicle diagram 92 in still another embodiment of the present invention. In the simulated vehicle FIG. 92 of FIG. 8A, the color of the wheel on which the braking torque is applied is changed by the braking control. Specifically, the colors of the right front wheel 14R and the right rear wheel 16R on which braking torque is applied are different from those of the left wheel (in FIG. 8 (a), the color of the left wheel such as blue or red is black although it is black). And changed to a different color). Further, during the braking control, an indicator 93 ("TRC in operation") notifying the operation is lit on the simulated vehicle diagram 92 in conjunction with the braking control. FIG. 8 (a) shows a case in which braking control is executed when traveling on a low μ road in the braking control. When the braking control executed during the turning is performed, the characters in the indicator 93 are changed accordingly (for example, “ABS is operating”, “VSC is operating”, etc.). Thus, by changing the color of the wheel on which the braking torque is applied by the indicator 93 or the braking control, it becomes easier to grasp the presence or absence of the braking control and the wheel on which the braking torque is applied by the braking control.

  Further, as shown in FIG. 8 (b), it is possible to easily recognize the wheel on which the braking torque is applied by blinking the wheel on which the braking torque is applied by the braking control. Further, the indicator 93 can also be turned on or blinked to make it easier to grasp that the braking control is being executed.

  9 and 10 show still another aspect of the simulated vehicle diagram. In the simulated vehicle FIG. 94 of FIG. 9, the wheel on which the braking torque is applied is easily grasped by changing the shade of the wheel on which the braking torque is applied by the braking control. In the simulated vehicle FIG. 96 of FIG. 10, each wheel is hatched, and the wheel on which the braking torque is applied by the braking control is hatched compared to the wheel on which the braking torque is not applied (the left front and rear wheels). The density of has increased. As described above, the hatching density applied between the wheel on which the braking torque is applied and the wheel on which the braking torque is not applied is changed, so that the driver can easily select the wheel on which the braking torque is applied. Can grasp. Although not shown, it is also possible to distinguish between a wheel on which braking torque is applied and a wheel on which braking torque is not applied by changing the luminance (brightness) of the wheels.

  As described above, in the simulated vehicle FIGS. 92, 94, and 96 as shown in the present embodiment, when the braking control is being executed, the driving force display amount is changed, which is similar to the above-described embodiment. The wheel on which the braking torque is applied can be obtained by changing the color, density, hatching density, etc. of the wheel on which the braking torque is applied during braking control. Will also be easier.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, the above-described embodiments are not necessarily implemented alone, and can be implemented by appropriately combining the embodiments. For example, in the simulated vehicle diagrams 92, 94, 96 of FIGS. 8 to 10 of the above-described embodiment, the segment 66 has only the driving torque, but the braking side torque is set as shown in the simulated vehicle diagram 90 of FIG. In addition, it can be carried out in the same manner as in the second and third embodiments.

  Further, in the above-described embodiment, the brake device 38 that applies the braking torque to the wheels is used as the vehicle stabilization device, but is not necessarily limited to the brake device. For example, it can change suitably, such as using the electric motor provided so that power transmission was possible to each wheel. In addition, when an electric motor is used as the vehicle stabilization device, not only the braking torque but also the driving torque can be applied as the intervention torque. When driving torque acts as the intervention torque, the driving force display amount is changed to the side (the side where the number of segment lighting increases).

  In the above-described embodiment, the driving force display amount is displayed using the segment 66 arranged beside each wheel of the simulated vehicle diagrams 64, 90, 92, 94, 96 displayed on the in-vehicle display 62. However, other modes may be used as long as the magnitude of the driving force or torque can be recognized. For example, the driving force display amount may be displayed with an arrow, and the length and thickness of the arrow may be changed according to the driving force display amount. Alternatively, the driving force display amount may be expressed in color, and the color may be changed according to the driving force display amount. Alternatively, the driving force display amount may be directly displayed as a numerical value. Further, the driving force display amount is sufficient as long as it can be recognized on the simulated vehicle diagram, and may be displayed on the axle connected to each wheel.

  In the first and second embodiments, the number of lighting of the segment 66 is reduced by two for the wheel on which the braking torque by the braking control is applied. However, the number is not limited to two, but one or three. It may be a reduction. Further, in the above-described second embodiment, when the foot brake is operated, the driving force display amount is set to −1. However, it is not necessarily limited to −1, and may be appropriately changed, for example, a value of −2 or less. Absent. Or you may set to the value according to the braking torque by a foot brake.

  In the above-described embodiment, five segments 66 indicating the magnitude of the driving torque are set. However, the number of segments 66 may be changed as appropriate. Similarly, the number of segments 66 indicating the magnitude of the braking torque may be changed as appropriate.

  In the above-described embodiment, when the braking control is performed, the indicator 93 is lit or blinking together with characters on the propeller shaft 26 to notify the execution of the braking control. For example, the lamp may be lit or blinked near the simulated vehicle. The indicator 93 is sufficient if it can notify the execution of the braking control, and may be changed as appropriate.

  In the electronic control device 40 of the above-described embodiment, the ECU is subdivided for each function. However, the present invention is not limited to this, and the number of ECUs is such that one ECU has a plurality of functions. Is not particularly limited.

  In addition, the present invention is applied to the driving device 10 described above, but the present invention is not limited to these, and is appropriately applied as long as the driving force of each wheel is displayed on the simulated vehicle diagram. can do. For example, the present invention is not necessarily limited to a four-wheel drive type drive device, and can also be applied to an FF-type two-wheel drive device and an FR-type two-wheel drive device. The present invention is also applicable to a four-wheel drive type drive device based on, for example, an FR type drive device. Further, in a 4WD type drive device having a propeller shaft that connects a front wheel and a rear wheel so that power can be transmitted, these are selectively provided between a transfer and a propeller shaft and between a rear differential and a propeller shaft. The present invention can also be applied to a device having a connection / disconnection mechanism capable of connection / disconnection. Further, the present invention can also be applied to a drive device provided with a drive force distribution mechanism that changes left and right drive force distribution.

  Further, in the above-described embodiment, the automatic transmission 20 is a stepped type transmission constituted by a plurality of planetary gear units, but the structure of the transmission is not necessarily limited to this. For example, a plurality of pairs of transmission gears that are always meshed are provided between two shafts, and one of the plurality of pairs of transmission gears is synchronously meshed parallel 2 in which the transmission actuator is alternatively in a power transmission state using a synchronization device. A shaft-type transmission, a synchronous mesh type parallel two-shaft transmission, which has two input shafts, each of which has a clutch connected to the input shaft of each system, and further connected to an even-numbered stage and an odd-numbered stage. Even so-called DCT (Dual Clutch Transmission), the present invention can be applied. Further, the present invention is not limited to a stepped transmission, and the present invention can be applied to a continuously variable transmission.

  In the above-described embodiment, the driving force or torque is displayed using the segment 66 in the vicinity of each wheel of the simulated vehicle diagrams 64, 90, 92, 94, 96 displayed on the in-vehicle display 62. The simulated vehicle diagram is not necessarily required, and may be appropriately changed as long as the display form can grasp the driving force of each wheel. For example, the segments indicating the driving force or torque of each wheel may be displayed side by side or vertically without using a simulated vehicle diagram.

  In the second embodiment described above, the braking force is applied during the operation of the foot brake, so the driving force display amount is set to -1. However, even when the brake pedal is not depressed, the engine brake is activated except when the vehicle speed V is extremely low when the depression of the accelerator pedal is released. In such a case, the braking torque substantially acts. Therefore, the driving force display amount of each wheel may be set to -1 during coasting where the engine brake is activated. Moreover, since the magnitude | size of an engine brake changes with the vehicle speed V or the transmission gear ratio (gamma) of the automatic transmission 20, the amount of driving force display may be changed according to them.

  In the third embodiment described above, the wheel color, shading, hatching density, or brightness on the display of the simulated vehicle maps 92, 94, 96 on the in-vehicle display is changed for the wheel on which the braking control intervenes. However, it is not always necessary to display using the wheels of the simulated vehicle diagram, and it is also possible to perform the display using a display (for example, a lamp) corresponding to each wheel.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

8: Four-wheel drive vehicle 12: Engine (motor)
14R: Front right wheel (wheel)
14L: Front left wheel (wheel)
16R: Right rear wheel (wheel)
16L: Left rear wheel (wheel)
38: Brake device (braking device, vehicle stabilization device)
40: Electronic control device (vehicle driving force display device)
62: Display in car 64, 92, 94, 96: Simulated vehicle diagram 66: Segment 93: Indicator

Claims (10)

In a vehicle provided with a vehicle stabilization device that ensures the stability of a running vehicle, a vehicle driving force display device that displays the driving force or torque magnitude of at least the front and rear wheels on the in-vehicle display. There,
A driving force display for a vehicle characterized by setting and displaying a driving force display amount representing the driving force or the magnitude of the torque of each wheel based on the torque transmitted from the prime mover and the intervention torque by the vehicle stabilizing device. apparatus. The vehicle is a four-wheel drive vehicle;
2. The vehicle driving force according to claim 1, wherein a driving force display amount of the left and right wheels of the front wheel and the rear wheel is set based on a torque distributed to each wheel and displayed on the in-vehicle display. Display device.   The driving force display amount of each wheel is set based on the torque transmitted from the prime mover, and for the wheel on which the intervention torque is applied, the set driving force display amount is further increased by a predetermined change amount. The vehicle driving force display device according to claim 1 or 2, wherein the driving force display device is changed.   For the wheels on which the intervention torque is not applied, the driving force display amount of each wheel is set based on the torque transmitted from the prime mover, while for the wheels on which the intervention torque is applied. 3. The vehicle driving force display device according to claim 1, wherein the driving force display amount is set based on a torque obtained by adding the intervention torque to the torque transmitted from the prime mover. The vehicle stabilization device reduces the output of the prime mover so as to ensure the stability of a vehicle traveling on a slippery road surface, or brakes predetermined wheels by a braking device provided for each wheel. At least one of a function of adding torque and a function of adding braking torque of a predetermined wheel by the braking device so as to ensure turning stability of the vehicle;
The vehicle driving force display device according to claim 3 or 4, wherein when the vehicle stabilization device is activated, the set driving force display amount is changed to a decreasing side. The driving force display amount of each wheel is displayed using a segment,
6. The wheel according to any one of claims 1 to 5, wherein a wheel whose driving force display amount has changed due to the operation of the vehicle stabilization device changes the number of lighting of the segment compared to before the operation. Vehicle driving force display apparatus.   The vehicle driving force display according to any one of claims 1 to 6, wherein when the accelerator opening is equal to or greater than a predetermined value, the display indicating that the driving force display amount of each wheel is zero is not performed. apparatus. An indicator is provided on the in-vehicle display to indicate the operation of the vehicle stabilizing device;
The vehicle driving force display device according to any one of 1 to 7, wherein the indicator is lit or blinked in conjunction with the operation of the vehicle stabilization device.   9. The display according to claim 1, wherein a simulated vehicle diagram is displayed on the in-vehicle display, and a driving force display amount of each wheel is displayed in the vicinity of the simulated vehicle diagram or on the simulated vehicle diagram. Vehicle driving force display apparatus.   The display corresponding to the wheel on which the vehicle stabilization device intervenes or the corresponding wheel of the simulated vehicle diagram displayed on the in-vehicle display is changed in color, shading, hatching density, or brightness. Item 10. The vehicle driving force display device according to any one of Items 1 to 9.

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