JPH11208313A - Traveling display unit in hybrid electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a sense of incompatibility from being imparted to a driver by discriminably displaying a transmission state in each driving force produced by an electric motor and an engine, respectively. SOLUTION: This hybrid electric vehicle, as a power unit to generate driving force, travels in joint use of a motor 2 being driven by electric power to be fed out of a battery 3 and an engine 1 being driven by the explosive power of liquid fuel of gasoline or the like, and realizes such traveling, according to the running state of a vehicle, as the traveling by means of the motor 2 alone, by the engine 1 alone, and by both of the motor 2 and the engine 1. Respective transmission routes of each driving force to driving wheels from the engine 1 or the motor 2 are discriminably displayed. Since the actual running state and the engine output power are not proportioned, the transmission state of each driving force from the engine 1 and the motor 2 is easily recognizable without imparting a sense of any incompatibility to a driver.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling display device for a hybrid electric vehicle.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication No. 9-107601 discloses a hybrid electric vehicle which displays an engine efficiency state and an energy transmission state during traveling.

[0003]

However, in the above-mentioned prior art, the driver may feel uncomfortable because the actual running state is not proportional to the engine output. In addition, it is not easy to recognize in what distribution the driving force of the motor and the engine is transmitted.

[0004] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a hybrid electric vehicle which can easily understand the distribution between a motor and an engine during actual running and does not give a driver a sense of discomfort. It is to provide a traveling display device.

[0005]

Means for Solving the Problems In order to solve the above problems and achieve the object, a traveling display device in a hybrid electric vehicle according to the present invention has the following arrangement. That is, in a traveling display device for a hybrid electric vehicle that travels using an electric motor that generates a driving force by electric power and an engine that generates a driving force by an internal combustion engine, the transmission state of the driving force generated by the electric motor and the engine is identified. Display as possible.

Preferably, the display mode is changed according to the amount of each driving force.

[0007] Preferably, at the same time as changing the display mode, the driving force distribution ratio is displayed.

Preferably, when the driving force cannot be transmitted from the electric motor, the display is changed to a display form indicating that the driving force cannot be transmitted.

[0009] Preferably, the present output amount with respect to the maximum output amount of the electric motor or the engine is identifiably displayed.

Preferably, the current output amount is displayed for each drive wheel.

[0011]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. [Mechanical Configuration of Hybrid Electric Vehicle] FIG. 1 is a block diagram showing the mechanical configuration of the hybrid electric vehicle of the present embodiment.

As shown in FIG. 1, a hybrid electric vehicle according to the present embodiment has a motor 2 driven by electric power supplied from a battery 3 and an explosion of liquid fuel such as gasoline as a power unit for generating driving force. The vehicle travels in combination with the engine 1 driven by the force, and according to the traveling state of the vehicle described later, traveling by the motor 2 alone, traveling by the engine only, or traveling by both the motor 2 and the engine 1 is realized. You.

The engine 1 transmits a driving force to an automatic transmission 7 by engaging a clutch 6 via a torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and rotation speed according to a traveling state (or by a driver's operation), and converts the driving force through a gear train 11 and a differential mechanism 8. The power is transmitted to the driving wheels 9 and 10. Also,
The engine 1 drives a generator 4 to charge the battery 3.

The motor 2 is driven by electric power supplied from the battery 3, and is driven by a driving wheel 9,
10 to transmit the driving force.

The engine and motor control ECU 100 has a CP
U, ROM, RAM, an inverter, and the like, and integrally controls the engine 1 and the motor 2. Engine 1 is engine &
The ignition timing, the fuel injection amount, and the like are controlled by the motor control ECU 100, and the charging of the battery 3 and the output voltage of the motor 2 are controlled by the engine and motor control ECU 100.

Here, the engine 1 is mounted, for example, of a type that delays valve closing timing of a fuel-efficient valve, the motor 2 is, for example, an IPM synchronous motor, and the battery 3 is mounted, for example, a nickel hydrogen battery. You.

Next, referring to FIGS. 2 to 7, a description will be given of a transmission form of the driving force according to the running state of the hybrid electric vehicle according to the present embodiment. [Starting and Running at Low Speed] As shown in FIG. 2, at the time of starting and running at low speed, the engine & motor control ECU 100 drives only the motor 2, and the driving force of this motor 2 is transmitted via the gear train 11 to the drive wheels 9, 9. Transmit to 10. In addition, the vehicle is driven by the motor 2 even at the time of low-speed running after the vehicle starts. [At the time of acceleration] As shown in FIG.
The motor control ECU 100 drives both the engine 1 and the motor 2 and transmits the driving force of the engine 1 and the motor 2 to the driving wheels 9 and 10 together. [During Steady Traveling] As shown in FIG. 4, during steady running, the engine & motor control ECU 100 drives only the engine 1 and transmits the driving force from the engine 1 to the driving wheels 9 and 10 via the gear train 11. . The time of steady running is a running in the region where the engine speed is the highest in fuel efficiency at about 2000 to 3000 rpm. [During deceleration] As shown in FIG.
And the driving force of the driving wheels 9 and 10 is reduced to the gear train 1
The motor 2 is regenerated by the motor 1 via the motor 1 and the battery 3 is charged by using the motor 2 as a drive source. [During steady running & charging] As shown in FIG.
At the time of charging, the clutch 6 is engaged, the driving force is transmitted from the engine 1 to the driving wheels 9 and 10 via the gear train 11, and the engine 1 drives the generator 4 to charge the battery 3. [At the time of charging] As shown in FIG.
Is released so that the driving force is not transmitted from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the battery 3. [Electrical Configuration of Hybrid Electric Vehicle] FIG. 8 is a block diagram showing the electrical configuration of the hybrid electric vehicle of the present embodiment.

As shown in FIG. 8, the hybrid electric vehicle of the present embodiment has an engine and motor control ECU 100.
Controls the engine 1 and the motor 2. The engine & motor control ECU 100 receives a signal from a vehicle speed sensor 101 for detecting a vehicle speed, a signal from an engine speed sensor 102 for detecting the speed of the engine 1, a signal from a voltage sensor 103 supplied to the engine 1, A signal from the throttle opening sensor 104 for detecting the opening of the throttle valve 1 and a gasoline remaining amount sensor 105
, A signal from the remaining charge sensor 106 for detecting the remaining charge of the battery 3, a signal from the shift range sensor 107 for detecting the shift range by the select lever, and the amount of depression of the accelerator pedal by the driver. From the pedal depression amount sensor 108 and a signal from an oil temperature sensor for detecting the operating oil temperature of the automatic transmission 4 as the other sensor 109 to control the ignition timing and the fuel injection amount for the engine 1. Etc., and the motor 2
The control of the amount of power supply to the power supply is performed.

The engine and motor control ECU 100
Outputs signals from the sensors 101 to 109 and control signals to the engine 1 and the motor 2 to the display control ECU 200.

The display control ECU 200 controls the display 2
01, display control by the display switch 203, read / write control to the memory 204, or arithmetic processing by the navigation device 205. [Display Form of Display] FIGS. 9 to 11 are diagrams showing display forms of the display in the hybrid electric vehicle of the present embodiment.

As shown in FIG. 9, a display 201 is a liquid crystal display for displaying an instrument panel facing the driver's seat, a navigation screen, and the like. The display 201 is controlled by the display control ECU 200 to display the fuel & storage remaining amount display unit 210 and the vehicle speed display unit 22.
0, left blinker display unit 221, right blinker display unit 22
2, an operation key 223, a select position display section 230, and an engine speed display section 240 are displayed.

In FIG. 10, by operating the display changeover switch 203 from the display mode shown in FIG. 9, the fuel & storage remaining amount display section 210 is switched to the navigation display section 250, and the vehicle speed display section 220 and the fuel & storage remaining amount are displayed. Display section 210
Are displayed in parallel at substantially the center of the display 210 in a reduced manner.

FIG. 11 shows an example in which the navigation display unit 250 is switched to the driving force transmission display unit 260 and displayed by operating the display changeover switch 203 from the display form shown in FIG.

The display 201 includes the above-mentioned fuel and storage remaining amount display section 210, vehicle speed display section 220, left turn signal display section 221, right turn signal display section 222, and operation key 22.
3. In addition to the select position display section 230, the engine speed display section 240, the navigation display section 250, and the driving force transmission display section 260, a fuel efficiency improvement rate and the like, which will be described later, are also displayed. ing. [Display Control of Fuel & Storage Remaining Amount] Next, display control of the fuel & storage remaining amount display section 210 will be described.

FIGS. 12 and 13 show the fuel and remaining power display unit 2.
It is a figure showing the example of a display of ten.

In the display example shown in FIG. 12, the remaining power 210a of the battery and the remaining 210b of the gasoline are displayed independently of each other. Therefore, the remaining battery charge 210a
Is in watts, and the gasoline remaining amount 210b is in liters.

Further, in the display example shown in FIG. 13, the total remaining amount data obtained by adding the remaining amount 210a of the stored power of the battery and the remaining amount 210b of the gasoline is displayed. This total remaining amount data is calculated based on the remaining amount of the battery and the remaining amount of gasoline, and is displayed based on the possible distance. This total remaining amount data indicates a remaining traveling distance obtained by adding a traveling distance according to the remaining power amount and a traveling distance according to the remaining gasoline amount.

The calculation of the total remaining amount data is as follows:
The travelable distances based on the remaining charge amount and the remaining liquid fuel amount may be respectively calculated, and the respective travelable distances may be added.

The display example shown in FIG. 14 calculates the realization probability according to the total remaining amount data (travelable distance).
The relationship between the possible travel distance and the realization probability is displayed.

Here, the total remaining amount data shown in FIG. 13 is designed to display the possible travel distance of the realization probability of about 60 to 80% in FIG. 14 according to the traveling state and the traveling environment.

The total remaining amount data, the relationship between the possible driving distance and the realization probability, etc. are displayed together on the display.
Each of them may be switched and displayed.

The travelable distance and its realization probability are calculated according to a flowchart shown in FIG.

In FIG. 15, in step S2, the display control ECU 200 executes the engine & motor control ECU 10
0 to signals from the sensors 101 to 109 and the engine 1
And a control signal to the motor 2. Then, in step S4, the display control ECU 200 calculates the travelable distance based on the remaining amount of the battery and the remaining amount of the liquid fuel. In step S6, the display control ECU 200 corrects the realization probability according to the running state of the vehicle. Here, the running state of the vehicle refers to a change rate of the throttle opening, a change in vehicle speed, a change in shift, and the like due to an operation of the driver. In step S8, the display control ECU 200 corrects the realization probability according to the driving environment of the vehicle. Here, the driving environment of the automobile is an urban area, an expressway, a road surface condition, and the like. In step S10, the display control ECU 200 calculates the realization probability according to the travelable distance, as shown in FIG.
Display 2 shows the relationship between the possible travel distance and the realization probability.
01 is displayed.

Here, the correction of the realization probability according to the running state in the step S6 is performed, for example, by correcting the realization probability of a driver who operates with the accelerator pedal depressed. In addition, the correction of the realization probability according to the driving environment in the step S8 can be performed by, for example, reducing the realization probability when the vehicle is going to run on a toll road or the like in the future because the road conditions to be run in the future can be known from the map information of the navigation system. To be corrected.

When the total remaining amount data is displayed as in the display example of FIG. 13, the remaining amount 210a of the stored power and the remaining amount 210b of the liquid fuel can be identified by the display color, blinking display, gradation display and the like. May be displayed.

Further, when displaying the relationship between the mileage and the realization probability as shown in the display example of FIG. 14, the gasoline remaining power 210a and the power storage remaining power 210b can be identified as shown in FIG. May be displayed.

When the total remaining amount data is displayed as in the display example of FIG. 13, the fluctuation rate of the remaining amount of power is displayed larger than the remaining amount of gasoline, or when the remaining amount of power decreases. It is also possible to display the rate of change larger than that at the time of increase. Since the calculation of the remaining power amount is performed by integration every predetermined time, as shown in FIG. 18, the integration time constant a is used when the remaining power amount increases, the integration time constant b is used when the remaining power amount decreases, and the integration time constant is used when calculating the remaining gasoline amount. A time constant c may be set. Here, it is assumed that a>b> c.

As described above, by changing and displaying the fluctuation rate when the remaining power amount increases or decreasing, the fluctuation rate is reduced when the remaining power amount increases, and increased when the remaining power amount decreases. By doing so, the driver is not given a sense of security too much, and in particular, when the gasoline remaining amount is small, it is possible to warn the driver to refuel early.

When displaying the total remaining amount data as in the display example of FIG. 16, if the gasoline remaining amount is equal to or more than a predetermined amount, only the gasoline remaining amount is displayed, and the gasoline remaining amount becomes equal to or less than the predetermined amount. Then, the display may be switched to remaining amount data including the remaining amount of power storage, or the display may be switched to remaining amount data based only on the remaining amount of power storage when the gasoline remaining amount becomes zero.

In this case, whether the remaining amount data is based on the remaining amount of gasoline alone, the remaining amount data based on only the remaining amount of power storage, or the remaining amount data obtained by adding the remaining amount of gasoline and the remaining amount of power storage is determined by color or gradation. It is necessary to change and the like so as to be identifiable. [Display control of fuel efficiency improvement rate] Next, display control of the fuel efficiency improvement rate will be described.

FIG. 19 is a diagram showing a display example of the fuel efficiency improvement rate.

In the display example shown in FIG. 19, the reference fuel consumption according to the running state is calculated, and the actual fuel consumption compared with the reference fuel consumption is displayed. Here, the reference fuel efficiency can be set to a calculated value in a running state in which the fuel efficiency is substantially maximum, an average fuel efficiency when the own vehicle is running, or a fuel efficiency of a gasoline vehicle having a similar displacement.

The actual fuel efficiency takes a positive value or a negative value with respect to the reference fuel efficiency, and the reference fuel efficiency is set to a smaller value as the power regeneration rate by the brake decreases.

The brake regeneration rate is corrected, for example, to increase as the traveling road descends, to increase as the difference from the vehicle speed during auto cruise driving increases, or to increase as the vehicle speed increases. The correction is made in the ascending direction, in the direction of decreasing as the steering angle of the vehicle increases, or in the ascending direction when the brake is operated.

In the display example shown in FIG. 20, the average value of the actual fuel efficiency calculated every predetermined time (for example, every five minutes) is compared with the reference fuel efficiency and displayed. At the same time as the average value of the actual fuel efficiency, the instantaneous actual fuel efficiency at the present time is displayed in comparison with the reference fuel efficiency, and the total fuel efficiency from a predetermined time (when the ignition switch is turned on, when the gasoline is full, etc.) to the present time is displayed. The fuel consumption is displayed.

The fuel efficiency improvement rate is calculated according to the flowchart shown in FIG. 21A.

In FIG. 21A, in step S12,
The display control ECU 200 is an engine & motor control ECU.
From 100, signals from the sensors 101 to 109 and control signals to the engine 1 and the motor 2 are fetched. Then, in step S14, the display control ECU 200 calculates the amount of power recovery by the brake. In step S16,
The display control ECU 200 corrects the reference fuel consumption based on the map shown in FIG. 21B indicating the relationship between the power recovery amount and the correction amount. In step S18, a fuel efficiency improvement rate is calculated. In step S10, the display control ECU 200 displays the fuel efficiency improvement rate for each predetermined time on the display 201.

In step S16, the reference fuel efficiency is corrected to be lower as the power recovery amount is smaller. In particular, when the power recovery amount is larger, it is displayed that the actual fuel efficiency is greatly improved. This gives the driver a sense of gap. For this reason, when the power recovery amount is large, the reference fuel efficiency is corrected to be increased so that the difference from the actual fuel efficiency is not increased.

As described above, by displaying the fuel efficiency improvement rate in comparison with the reference fuel efficiency, it is possible to easily understand the change in the fuel efficiency based on the running state and the driving operation, and to give the driver a sense of incongruity in checking the fuel efficiency. Disappears. [Driving force transmission display control] Next, the driving force transmission display section 260
Will be described.

FIGS. 22 to 25 show the driving force transmission display section 260.
It is a figure showing the example of a display of.

In the display example shown in FIG. 22, the current output amount with respect to the maximum output amount of the motor or the engine is identifiably displayed, and the current output amount is displayed for each drive wheel. That is, the magnitude of the total driving force transmitted from the engine and the motor to the driving wheels is indicated by the entire arrow 261 displayed on the driving wheel, and the current driving force is determined by the size of the internal display portions 261a and 261b with respect to the entire arrow. We can grasp power. The display portion with respect to the whole is identifiable by changing the display area and color-coding or blinking display.

In the display example shown in FIG. 23, the transmission path 26 of each driving force from the engine or the motor to the driving wheels is provided.
2, 263 are identifiably displayed. In this case, as in the display example shown in FIG. 24, the area of the transmission path can be changed according to the amount of transmission of the driving force, and the distribution ratio of each driving force can be displayed simultaneously.

As shown in the display example of FIG. 25, when the driving power cannot be added from the motor due to the small amount of remaining power, the transmission path from the motor to the driving wheels is cut off, The display form may be changed to a display form indicating that the driving force cannot be transmitted.

As described above, since the actual running state is not proportional to the engine output, the transmission state of the driving force from the engine and the motor can be easily recognized without giving the driver a feeling of strangeness. [Engine Speed Display Control] Next, display control of the engine speed display unit 240 will be described.

FIGS. 26 to 28 show the engine speed display section 2.
It is a figure which shows the example of a display of 40.

In the display example shown in FIG. 26, the engine speed is displayed numerically, and a message and image indicating that the displayed speed is being used for the warm-up operation are displayed.

In the display example shown in FIG. 27, the engine speed is displayed numerically, and the displayed speed is used for running and charging the battery, and the respective distribution ratios are displayed as a message and an image. doing.

Further, the lower part of the distribution ratio display shows the throttle opening (user opening) by the driver's operation of the accelerator pedal according to the engine speed and the engine & motor control EC.
The throttle opening (control opening) under the control of U and the ratio of each throttle opening are displayed as a message and an image.

Here, when the distribution ratio and the distribution contents of the engine speed change due to the transition from the warm-up operation to the running state in FIG. 26, as shown in FIG.
Message is displayed to notify the driver of the change with a message or image, and as shown in FIG.
Change and display the distribution ratio and contents.

Here, when the distribution contents are changed, the display change in the direction in which the fuel efficiency of the engine increases (the direction in which the engine speed decreases) is slow and the direction in which the fuel efficiency decreases (the engine speed increases). The display change to the direction ()) is made promptly to alert the driver to the fuel efficiency of the engine.

As shown in FIG. 28, when the engine is stopped, the number of revolutions is displayed as zero, then a message of "engine stopped" is displayed, and the image is switched. [Display control from power-on to driving]
Display control of the driving force transmission display section 260 from power-on by the ignition switch to traveling will be described.

FIGS. 29 to 35 are views showing display examples from power-on to traveling. FIG. 36 is a flowchart showing a display control procedure from power-on to traveling.

Display control from power-on to running is calculated according to a flowchart shown in FIG.

As shown in FIG. 36, in step S22, the display control ECU 200 waits until the power is turned on by the ignition switch. If the power is turned on in step S22, the process proceeds to step S24, in which an initial check is performed on the engine & motor control ECU 100, and as shown in FIG. 29, "CHECK" and " The message “Initial check is in progress” is displayed by voice and image, and the driving force transmission path from the motor to the driving wheels is displayed as blank.

If the system is normal in step S26, the process proceeds to step S30. If the system is abnormal, step S2 is performed.
Then, as shown in FIG. 30, the message of "running impossible" and "system error" is displayed by voice and image, the driving force transmission path from the motor to the driving wheels is interrupted, and the driving force is reduced. An image indicating that transmission is not possible is displayed. .

In step S30, it is determined whether or not the driving range (1, 2, D, R range) has been selected by the driver operating the selector lever. If the driving range is selected in step S30, the process proceeds to step S34, and if the driving range is not selected, the process proceeds to step S32, and as shown in FIG. , The driving force transmission path from the motor to the driving wheels is colored or blinked, and an image indicating that the driving force can be transmitted is displayed.

In step S34, it is determined whether or not the battery is in the charging mode. If the charging mode is not set in step S34, as shown in FIG.
The message "N" or "running standby" is displayed by voice and image, and an image indicating that the driving force is being transmitted from the motor to the driving wheels is displayed.

If the charging mode is selected in step S34, as shown in FIG. 33, "RUN" and "running standby &charging" messages are displayed by voice and image, and the driving force is transmitted from the engine to the driving wheels. An image indicating that the battery is being charged and an image indicating that the battery is being charged from the engine are displayed. In this charging mode, the battery is charged while the engine is running, so that high-speed running is not possible and fuel efficiency is low. For this reason, a character image such as a turtle is displayed to alert the driver that high-speed driving cannot be performed.

As shown in FIG. 30, when the system is abnormal in step S26, when the remaining amount of stored power is less than a predetermined value, or when the engine is cold, transmission of the driving force from the motor to the driving wheels is disabled. Therefore, as shown in FIG. 34, in order to start with the engine instead of starting with the motor, a message of "engine start" is displayed by voice and image to indicate that the ignition switch is turned on for the engine. The image is displayed.

Further, in the traveling standby mode, the distribution ratio of the driving force between the engine and the motor during traveling may be displayed by an indicator or the like, as in the display example shown in FIG.

As described above, the propriety of running after the switch is turned on can be easily grasped, and the uncomfortable feeling given to the driver can be eliminated.

The present invention can be applied to a modification or a modification of the above embodiment without departing from the gist of the invention.

For example, when a message is displayed in each of the above display examples, the message may be notified by voice at the same time.

[0074]

As described above, according to the first aspect of the present invention, the transmission state of the driving force generated by the electric motor and the engine is displayed so as to be identifiable. The distribution to the engine can be easily grasped, and the driver does not feel uncomfortable.

According to the second aspect of the present invention, by changing the display mode according to the amount of each driving force, the distribution amount of the driving force can be easily grasped.

According to the third aspect of the present invention, the distribution ratio of the driving force is displayed at the same time as the display mode is changed, so that the distribution ratio of the driving force can be easily confirmed.

According to the fourth aspect of the invention, when the driving force cannot be transmitted from the electric motor, the display mode is changed to a display form indicating that the driving force cannot be transmitted.
It can be easily understood that high-speed operation cannot be performed by driving only the engine.

According to the fifth aspect of the present invention, the current output amount with respect to the maximum output amount of the electric motor or the engine is displayed so as to be identifiable, so that the current output amount is compared with the maximum output amount. Can understand.

According to the sixth aspect of the present invention, the current output amount is displayed for each driving wheel, so that the distribution of the driving force to each driving wheel and the output amount can be easily understood.

[0080]

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a mechanical configuration of a hybrid electric vehicle according to an embodiment.

FIG. 2 shows the starting of the hybrid electric vehicle according to the embodiment;
It is a figure explaining the transmission form of the driving force at the time of low speed running.

FIG. 3 is a diagram illustrating a transmission form of driving force during acceleration of the hybrid electric vehicle according to the embodiment.

FIG. 4 is a diagram illustrating a form of transmission of driving force during steady running of the hybrid electric vehicle according to the embodiment.

FIG. 5 is a diagram illustrating a form of transmission of driving force during deceleration of the hybrid electric vehicle according to the embodiment.

FIG. 6 is a diagram illustrating a transmission form of driving force during steady running and charging of the hybrid electric vehicle according to the present embodiment.

FIG. 7 is a diagram illustrating a transmission form of a driving force during charging of the hybrid electric vehicle according to the embodiment.

FIG. 8 is a block diagram showing an electric configuration of the hybrid electric vehicle according to the embodiment.

FIG. 9 is a diagram showing a display mode of a display in the hybrid electric vehicle according to the embodiment.

FIG. 10 is a diagram showing a display mode of a display in the hybrid electric vehicle according to the embodiment.

FIG. 11 is a diagram showing a display mode of a display in the hybrid electric vehicle according to the embodiment.

FIG. 12 is a diagram showing a display example of a fuel & stored power display unit 210.

FIG. 13 is a diagram showing a display example of a fuel & stored power display unit 210.

FIG. 14 is a diagram showing a display example of a fuel & stored power display unit 210.

FIG. 15 is a flowchart showing a procedure for calculating a possible travel distance and its realization probability.

FIG. 16 is a diagram showing a display example of a fuel & storage remaining amount display unit 210.

FIG. 17 is a diagram showing a display example of a fuel & stored power display unit 210.

FIG. 18 is a map diagram showing an integration time constant at the time of calculating a travelable distance.

FIG. 19 is a diagram showing a display example of a fuel efficiency improvement rate.

FIG. 20 is a diagram illustrating a display example of a fuel efficiency improvement rate.

FIG. 21A is a flowchart showing a procedure for calculating a fuel efficiency improvement rate.

FIG. 21B is a map diagram showing a relationship between a power recovery amount and a correction value of a fuel efficiency improvement rate.

FIG. 22 is a diagram showing a display example of a driving force transmission display section 260.

FIG. 23 is a diagram showing a display example of a driving force transmission display section 260.

24 is a diagram showing a display example of a driving force transmission display section 260. FIG.

FIG. 25 is a diagram showing a display example of a driving force transmission display section 260.

26 is a diagram showing a display example of an engine speed display unit 240. FIG.

FIG. 27 is a diagram showing a display example of an engine speed display unit 240.

FIG. 28 is a diagram showing a display example of an engine speed display unit 240.

FIG. 29 is a diagram showing a display example from power-on to traveling.

FIG. 30 is a diagram showing a display example from power-on to traveling.

FIG. 31 is a diagram showing a display example from power-on to traveling.

FIG. 32 is a diagram illustrating a display example from power-on to traveling.

FIG. 33 is a diagram showing a display example from power-on to traveling.

FIG. 34 is a diagram showing a display example from power-on to traveling.

FIG. 35 is a diagram illustrating a display example from power-on to traveling.

FIG. 36 is a flowchart showing a display control procedure from power-on to traveling.

[Explanation of symbols]

 1 engine 2 motor 3 battery 4 generator

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/02 F02D 29/02 D G01D 7/00 G01D 7/00 K

Claims (6)

[Claims] 1. A traveling display device for a hybrid electric vehicle that travels using an electric motor that generates driving force by electric power and an engine that generates driving force by an internal combustion engine, wherein a transmission state of the driving force generated by the electric motor and the engine is provided. A driving display device in a hybrid electric vehicle, wherein the driving display device displays the driving information in a distinguishable manner. 2. The travel display device for a hybrid electric vehicle according to claim 1, wherein a display mode is changed according to the amount of each driving force. 3. The distribution ratio of the driving force is displayed at the same time as the display mode is changed.
Or a travel display device in the hybrid electric vehicle according to 2. 4. The display device according to claim 1, wherein when the driving force cannot be transmitted from the electric motor, the display mode is changed to a display form indicating that the driving force cannot be transmitted.
13. A travel display device in the hybrid electric vehicle according to the paragraph. 5. The travel display device for a hybrid electric vehicle according to claim 1, wherein a current output amount with respect to a maximum output amount of the electric motor or the engine is identifiably displayed. . 6. The travel display device for a hybrid electric vehicle according to claim 5, wherein the current output amount is displayed for each drive wheel.