CN110345249B - Gear display device and hybrid vehicle - Google Patents
Gear display device and hybrid vehicle Download PDFInfo
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- CN110345249B CN110345249B CN201910257856.XA CN201910257856A CN110345249B CN 110345249 B CN110345249 B CN 110345249B CN 201910257856 A CN201910257856 A CN 201910257856A CN 110345249 B CN110345249 B CN 110345249B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention provides a gear display device (50) which comprises: a gear ratio detection unit (53, 54) that detects the actual gear ratio of the transmission (3); a rotational fluctuation detection unit (53) that detects rotational fluctuation of the internal combustion engine (1); a display unit (56) that displays the shift position; and display control units (421, 431) for controlling the display unit (56) so as to display the actual shift position corresponding to the detected actual gear ratio. When the actual shift position is displayed on the display unit (56), the display control unit (421) changes the display shift position displayed on the display unit (56) based on the rotational variation of the internal combustion engine (1) so as to display a virtual shift position different from the actual shift position.
Description
Technical Field
The present invention relates to a shift position display device that displays a shift position of a transmission of a vehicle, and a hybrid vehicle.
Background
As such a device, a device is conventionally known which is set to calculate a gear ratio from a ratio of a pulley input rotation speed and a pulley output rotation speed of a continuously variable transmission, calculate a current shift position based on the gear ratio, and display the shift position. This device is described in patent document 1, for example. In the device described in patent document 1, when the vehicle is suddenly decelerated, the current shift position is calculated based on the pseudo vehicle speed, and the shift position corresponding to the actual deceleration state of the vehicle is displayed.
However, the occupant sometimes feels the change in the shift position by a change in the engine sound or the like. Therefore, as in the device described in patent document 1, if only the shift position corresponding to the actual running state is displayed, there is a possibility that a difference occurs between the shift position feeling felt by the rider and the displayed shift position, and the rider feels a sense of incongruity.
Documents of the prior art
Patent document 1: japanese patent laid-open No. H10-318367 (JPH 10-318367A).
Disclosure of Invention
The gear display device of one technical scheme of the invention comprises: a gear ratio detection unit that detects an actual gear ratio of a transmission provided on a power transmission path for transmitting power of an internal combustion engine to wheels; a rotational fluctuation detection unit that detects rotational fluctuation of the internal combustion engine; a display unit that displays the shift position; and a display control unit that controls the display unit to display an actual shift position corresponding to the actual gear ratio detected by the gear ratio detection unit. When the actual shift position is displayed on the display unit, the display control unit changes the display shift position displayed on the display unit so that a virtual shift position different from the actual shift position is displayed, based on the rotational variation detected by the rotational variation detection unit.
Another aspect of the present invention is a hybrid vehicle having a shift position display device, including: an internal combustion engine; a step-variable transmission connected to the internal combustion engine via a power transmission path; a planetary gear mechanism interposed in the power transmission path and having a sun gear, a ring gear, and a carrier, any two of which are connected to the internal combustion engine and the stepped transmission, respectively; a motor generator connected to the remaining one of the sun gear, the ring gear, and the carrier; a clutch mechanism that couples and decouples the internal combustion engine and the motor generator according to an engagement operation; and a motor torque converter control unit that controls an engagement operation of the clutch mechanism and a ratio of a rotation speed of the motor generator to a rotation speed of the internal combustion engine. The motor torque converter control unit controls the engagement operation of the clutch mechanism and the ratio of the rotation speed of the motor generator to the rotation speed of the internal combustion engine so that the actual speed ratio approaches the candidate speed ratio when the difference calculated by the difference calculation unit is larger than a predetermined value.
Drawings
The objects, features and advantages of the present invention are further clarified by the following description of the embodiments in relation to the accompanying drawings.
Fig. 1 is a frame diagram schematically showing the overall structure of a drive system of a hybrid vehicle of an embodiment of the invention.
Fig. 2 is a table showing the operation of the clutch mechanism, the brake mechanism, and the bidirectional clutch corresponding to each gear of the transmission of fig. 1.
Fig. 3 is a diagram showing an example of an alignment chart when the ratio of the rotation speed of the motor generator to the engine rotation speed is changed by the drive device of the hybrid vehicle according to the embodiment of the present invention.
Fig. 4 is a diagram showing an example of the gear ratio (speed ratio) of each shift position corresponding to the alignment chart of fig. 3.
Fig. 5 is a block diagram showing a main part structure of the shift position display device according to the embodiment of the present invention.
Fig. 6 is a diagram showing an example of the correspondence relationship between the actual gear and the displayable gear.
Fig. 7 is a flowchart showing an example of processing executed by the controller of fig. 5.
Fig. 8 is a timing chart showing an example of the operation of the shift position display device according to the embodiment of the present invention.
Detailed Description
Embodiments of the present invention will be described below with reference to fig. 1 to 8. The shift position display device according to the embodiment of the invention can be applied to various vehicles having a display unit that displays the shift position of the transmission. Hereinafter, an example in which the shift position display device is applied to a hybrid vehicle having an engine and a motor generator as travel drive sources will be described.
First, the structure of the hybrid vehicle to which the present embodiment is applied will be described. Fig. 1 is a frame diagram schematically showing the overall configuration of a drive system of a hybrid vehicle 100 of the present embodiment. As shown in fig. 1, hybrid vehicle 100 includes an Engine (ENG)1, a Motor Generator (MG)2, and an automatic transmission 3.
The engine 1 is an internal combustion engine (e.g., a gasoline engine) that generates rotational power by mixing intake air supplied through a throttle valve and fuel injected from an injector at an appropriate ratio, igniting the mixture with a spark plug or the like, and burning the mixture. Various engines such as a diesel engine can be used instead of the gasoline engine. The opening of the throttle valve, the injection amount (injection timing ) of fuel injected from the injector, and the ignition timing are controlled by a controller (ECU) 4.
The output shaft 1a of the engine 1 extends into a torque converter case 20 disposed between the engine 1 and the transmission 3, and torque of the output shaft 1a is transmitted to an engine disconnect clutch 24 via a damper 23 for absorbing rotational fluctuation. The engine disconnect clutch 24 includes, for example, a dry clutch that can be engaged and disengaged in response to an electric signal, and connects the engine 1 and the rotary shaft 25 when engaged, and disconnects the two when disengaged. The engagement and disengagement actions of the engine disconnect clutch 24 are controlled by the controller 4.
The motor generator 2 is disposed in the torque converter case 20. The motor generator 2 includes: a rotor 21 having a substantially cylindrical shape centered on a substantially cylindrical rotation shaft 2a located on an extension of an output shaft 1a of the engine 1; and a stator 22 disposed around the rotor 21 and having a substantially cylindrical shape, and the motor generator 2 can function as a motor and a generator.
That is, the rotor 21 of the motor generator 2 is driven by electric power supplied from the Battery (BAT)6 to the coil of the stator 22 via the Power Control Unit (PCU) 5. At this time, the motor generator 2 functions as a motor. On the other hand, when the rotary shaft 2a of the rotor 21 is driven by an external force, the motor generator 2 generates electric power and stores the electric power in the battery 6 via the electric power control unit 5. At this time, the motor generator 2 functions as a generator. The power control unit 5 includes an inverter, and controls the inverter in accordance with a command from the controller 4 to control the output torque or the regenerative torque of the motor generator 2.
A power transmission path PA for transmitting power from the engine 1 to the transmission 3 is formed in the torque converter case 20, and a single-pinion type planetary gear mechanism 10 is interposed in the power transmission path PA. The planetary gear mechanism 10 includes: a sun gear 11 (10S); a ring gear 12(10R) disposed around the sun gear 11; a plurality of circumferential planetary gears 13 disposed between the sun gear 11 and the ring gear 12; and a carrier 14(10C) that supports the planetary gears 13 so as to be rotatable and revolvable.
The sun gear 11 is coupled to the rotating shaft 2a of the rotor 21 and rotates integrally with the rotor 21. The ring gear 12 is coupled to the rotary shaft 25 and rotates integrally with the engine 1 in a state where the engine disconnect clutch 24 is engaged. Carrier 14 is coupled to output shaft 2b penetrating through rotation shaft 2 a. The input shaft 3a and the output shaft 2b of the transmission 3 are integrally connected, and the output shaft 2b and the input shaft 3a rotate integrally.
Inside the rotor 21, a direct clutch 26 that couples and decouples the rotary shaft 25 and the rotary shaft 2a is provided. The direct clutch 26 is configured to include, for example, a dry clutch capable of performing an engaging and disengaging operation in response to an electric signal, and the rotary shaft 25 is coupled to the rotary shaft 2a when engaged. Thus, the sun gear 11 and the ring gear 12 of the planetary gear mechanism 10 rotate integrally, and the engine 1 and the motor generator 2 can be directly coupled to each other. On the other hand, when the direct clutch 26 is disengaged, the rotary shaft 25 and the rotary shaft 2a are disengaged from each other, and the motor generator 2 can be rotated relative to the engine 1. The engagement and disengagement actions of the direct clutch 26 are controlled by the controller 4.
The motor generator 2 and the planetary gear mechanism 10 can appropriately change the rotation of the input shaft 3a of the transmission 3 transmitted via the output shaft 2b, that is, the rotation speed of the input shaft 3a, by changing the rotation speed of the motor generator 2 with respect to the engine 1 when the direct clutch 26 is disengaged. Further, a so-called motor torque converter mechanism is constituted by the motor generator 2, the planetary gear mechanism 10, and the like, and even in a state where no battery is provided, it is possible to output a torque equal to or greater than the engine maximum torque from the carrier 14 of the planetary gear mechanism 10 and perform start running.
The transmission 3 is an automatic transmission that automatically switches a shift range according to a vehicle speed and a required driving force, and includes an input shaft 3a, an output shaft 3b, and a differential mechanism 3d disposed in a transmission case 30. The transmission 3 includes a stepped transmission mechanism 31 configured with the input shaft 3a as the center, for example, in forward 6th and reverse 1 st gears. Although not shown, the 6th transmission 3 can be configured by, for example, removing a part of the engagement elements from the 10 th transmission while maintaining the base ratio. The rotation of the input shaft 3a is transmitted to the left and right wheels via the output shaft 3b and the differential mechanism 3d after the step-variable transmission mechanism 31 is shifted, whereby the vehicle travels.
The stepped transmission 31 includes 1 st to 3rd planetary gear mechanisms P1 to P3, a 1 st clutch mechanism C1, a 2nd clutch mechanism C2, a 1 st brake mechanism B1, a 2nd brake mechanism B2, and a two-way clutch TWC, which are arranged in parallel in the axial direction. The 1 st to 3rd planetary gear mechanisms P1 to P3 are all of a single pinion type, and include sun gears 1S to 3S, ring gears 1R to 3R, and carriers 1C to 3C, respectively.
The carrier 1C of the 1 st planetary gear mechanism P1 is coupled to the carrier 2C of the 2nd planetary gear mechanism P2, and both rotate integrally. The sun gear 2S of the 2nd planetary gear mechanism P2 is coupled to the ring gear 3R of the 3rd planetary gear mechanism P3, and both rotate integrally. The ring gear 1R of the 1 st planetary gear mechanism P1 is coupled to the carrier 3C of the 3rd planetary gear mechanism P3, and both rotate integrally. The input shaft 3a is coupled to the sun gear 3S of the 3rd planetary gear mechanism P3, and both rotate integrally. The output gear 32 is provided integrally with the ring gear 2R of the 2nd planetary gear mechanism P2, and the rotation of the stepped transmission mechanism 31 is transmitted to the output shaft 3b via the output gear 32.
The 1 st clutch mechanism C1 is provided to enable the input shaft 3a to engage and disengage with the carrier 1C of the 1 st planetary gear mechanism P1. When the 1 st clutch mechanism C1 is engaged, the input shaft 3a rotates integrally with the carrier 1C, and when the 1 st clutch mechanism C1 is disengaged, the carrier 1C can rotate relative to the input shaft 3 a.
The 2nd clutch mechanism C2 is provided to be able to engage and disengage the input shaft 3a with and from the ring gear 3R of the 3rd planetary gear mechanism P3. When the 2nd clutch mechanism C2 is engaged, the input shaft 3a and the ring gear 3R rotate integrally, and when the 2nd clutch mechanism C2 is disengaged, the ring gear 3R can rotate relative to the input shaft 3 a.
The 1 st brake mechanism B1 is provided to be able to engage and disengage the sun gear 1S of the 1 st planetary gear mechanism P1 with and from the transmission case 30. When the 1 st brake mechanism B1 is engaged, the sun gear 1S cannot rotate, and when the 1 st brake mechanism B1 is disengaged, the sun gear 1S can rotate.
The 2nd brake mechanism B2 is linked with the 2nd clutch mechanism C2, and is provided to be able to engage and disengage the ring gear 3R of the 3rd planetary gear mechanism P3 with and from the transmission housing 30. When the 2nd brake mechanism B2 is engaged, the ring gear 3R cannot rotate, and when the 2nd brake mechanism B2 is disengaged, the ring gear 3R can rotate.
The engagement operations of the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 are controlled by the hydraulic control device 7. More specifically, the clutch mechanisms C1, C2 and the brake mechanisms B1, B2 each have a pair of frictional engagement elements that are rotatable relative to each other. The frictional engagement elements are coupled to a piston, and the piston is pushed by hydraulic pressure, whereby the pair of frictional engagement elements abut against each other and engage. The hydraulic control device 7 includes a control valve (an electromagnetic valve, an electromagnetic proportional valve, or the like) that operates in response to an electric signal, and controls the flow of pressure oil to the piston in response to the operation of the control valve.
The two-way clutch TWC is generally a mechanism capable of switching the rotation direction and the rotation prohibition direction of the one-way clutch to the opposite directions. However, the configuration of the two-way clutch TWC is not limited to this, and there are a configuration in which the shift transition state is set to the neutral position or the double lock state, and a configuration in which the one-side rotation lock and the double lock are set, and both configurations can be adopted in the present embodiment. Hereinafter, description will be given assuming that the two-way clutch TWC is switchable between one-side rotation lock (unlocked state) and both-side rotation lock (locked state). In the unlocked state of the two-way clutch TWC, the carrier 1C of the 1 st planetary gear mechanism P1 and the carrier 2C of the 2nd planetary gear mechanism P2 are prevented from rotating in one direction, and rotation in the opposite direction is permitted. The two-way clutch TWC can be switched to the locked state or the unlocked state by, for example, hydraulic pressure supplied from the hydraulic control device 7. Further, the lock state or the unlock state may be switched by an electric actuator.
The operations of the clutch mechanisms C1, C2, the brake mechanisms B1, B2, and the bidirectional clutch TWC are controlled by commands from the controller 4. That is, the controller 4 outputs a control signal to the control valve of the hydraulic control device 7 to switch the engagement and disengagement of the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 and to switch the lock and unlock of the two-way clutch TWC so that the shift position of the transmission 3 becomes a target shift position determined in accordance with the vehicle speed and the required driving force.
Fig. 2 is a table diagram showing the operation of the clutch mechanisms C1, C2, the brake mechanisms B1, B2, and the two-way clutch TWC corresponding to each gear of the transmission 3. In the figure, the o-mark indicates the engaged state or the locked state, and the off-mark indicates the disengaged state or the unlocked state.
As shown in fig. 2, in the reverse gear (RVS), only the 2nd clutch C2 of the clutch mechanisms C1, C2 and the brake mechanisms B1, B2 is engaged, and the two-way clutch TWC is set to the locked state. In the 1 st gear (LOW), only the 1 st brake mechanism B1 is engaged, and the two-way clutch TWC is set to the locked state. In the 2nd gear (2nd), only the 1 st brake mechanism B1 and the 2nd brake mechanism B2 are engaged, and the two-way clutch TWC is set to the unlocked state. In the 3 speed (3rd), only the 2nd clutch mechanism C2 and the 1 st brake mechanism B1 are engaged, and the two-way clutch TWC is set to the unlocked state. In the 4th gear (4th), only the 1 st clutch mechanism C1 and the 1 st brake mechanism B1 are engaged, and the two-way clutch TWC is set to the unlocked state. In the 5th gear (5th), only the 1 st clutch mechanism C1 and the 2nd clutch mechanism C2 are engaged, and the two-way clutch TWC is set to the unlocked state. In the 6th gear (6th), only the 1 st clutch mechanism C1 and the 2nd brake mechanism B2 are engaged, and the two-way clutch TWC is set to the unlocked state.
However, in the present embodiment, the engine 1 and the motor generator 2 are connected to the planetary gear mechanism 10, respectively, and the speed ratio of each gear can be changed by utilizing the action of the motor torque converter, that is, by changing the rotation speed of the motor generator 2 with respect to the engine rotation speed. In other words, the energy balance held by the inertia of the rotating body can be controlled, and the shift transient state and the discomfort after the shift can be improved. This is further illustrated using an alignment chart (velocity profile).
Fig. 3 is a diagram showing an example of an alignment chart when the ratio of the motor generator rotation speed to the engine rotation speed (motor rotation speed ratio β) is changed. In the figure, the characteristic f0 is a characteristic (basic characteristic) in the direct mode in which the direct clutch 26 is engaged, and the characteristics f1 and f2 are characteristics in the indirect mode in which the direct clutch 26 is disengaged.
When the engine speed is set to 1, in the direct mode, as shown in characteristic f0, the motor/generator speed and the input shaft speed are both equal to the engine speed, and the motor speed ratio β 0 is 1. On the other hand, in the indirect mode, the motor/generator rotation speed can be set to be lower than the engine rotation speed, the motor rotation speed ratio β 1 of the characteristic f1 is, for example, +1/4, and the motor rotation speed ratio β 2 of the characteristic f2 is, for example, -1/4.
The motor generator 2 functions as a motor when the motor rotation speed ratio β is positive, and functions as a generator when it is negative. That is, when the motor rotation speed ratio β is positive, the battery 6 is discharged to assist the driving force, and when it is negative, the battery 6 is charged by absorbing the driving force. The motor rotation speed ratio β is determined according to the capacity of the battery 6, SOC, engine rotation speed, and the like, and may take various values such as ± 1/4, ± 1/6, ± 1/8, and ± 1/12. From the characteristics f1, f2 shown in fig. 3, the torque converter rotation speed ratios α 1, α 2 corresponding to the motor rotation speed ratios β 1, β 2 can be obtained.
Fig. 4 is a diagram showing an example of the speed ratio for each shift range corresponding to the characteristics f0 to f2 in fig. 3 when the engine speed is a predetermined speed (for example, 2000rpm) with specific numerical values. The speed ratio here corresponds to the rotational speed of the output gear 32 of the transmission 3, i.e., the speed ratio, when the engine rotational speed is set to 1. The speed ratio corresponds to the overall transmission ratio from the engine 1 to the transmission outlet. Hereinafter, such a speed ratio is sometimes referred to as a speed change ratio for convenience. In a general gear ratio (the engine speed when the output speed is 1) is set such that the gear is smaller (closer to the low gear side), and the gear ratio is larger. In the present embodiment, by setting the characteristics f0 to f2 of the plurality of alignment charts in accordance with the SOC, the engine speed, and the like of the battery 6, a plurality of speed ratios in the indirect mode can be obtained in addition to the speed ratio in the direct mode corresponding to the basic characteristic f0, as shown in fig. 4.
In fig. 4, the group of speed ratios defined by the characteristic f1 is referred to as a discharge region, and the group of speed ratios defined by the characteristic f2 is referred to as a charge region. Both discharging and charging are possible with the base characteristic f0, and the speed ratio defined by the base characteristic f0 is also included in the discharging region and the charging region. The gear corresponding to the gear ratio defined by the characteristic f0 is referred to as a base gear, and the gears corresponding to the gear ratios defined by the characteristics f1 and f2 are referred to as virtual gears.
In the present embodiment, as shown in fig. 4, by appropriately changing the motor rotation speed ratio β in accordance with the engine rotation speed, various gear ratios different from the gear ratio in the basic characteristic can be obtained. Thereby, a plurality of virtual gears can be obtained in addition to the basic gear, and the transmission 3 can be shifted in multiple stages. For example, if the gear ratios (speed ratios) of 1 to 11 are set to the gear ratios "0.095", "0.132", "0.153", "0.212", "0.301", "0.317", "0.441", "0.625", "0.767", "1" and "1.079" in fig. 4, the 11-speed transmission 3 can be easily configured with the inter-gear ratio kept within a predetermined range.
However, for example, assuming that the SOC decreases during traveling in the 4th gear (gear ratio: 0.212) set as described above, the gear ratio is slowly shifted to the 3rd gear (gear ratio: 0.153). At this time, the rider does not notice the change in the gear ratio, and thereafter, for example, when the vehicle speed increases and the upshift from the 3 th gear to the 4th gear is performed, the rider feels the upshift. In this case, if the actual shift position is displayed on the display in front of the driver's seat, the driver feels that the shift-up is to the 5th gear while traveling in the 4th gear, but the display on the display is still in the 4th gear state, and the driver feels a sense of incongruity with the difference between the shift feeling of the driver and the display. In order to eliminate such driver discomfort, the present embodiment constitutes a shift position display device as follows.
Fig. 5 is a block diagram showing a main part structure of a shift position display device 50 according to an embodiment of the present invention. As shown in fig. 5, signals from a vehicle speed sensor 51 that detects a vehicle speed, an accelerator opening sensor 52 that detects an operation amount of an accelerator pedal (accelerator opening), a rotational speed sensor 53 that detects an engine rotational speed, a rotational speed sensor 54 that detects a rotational speed of an output shaft (for example, the output gear 32) of the transmission 3, and an SOC sensor 55 that detects an SOC (state of charge) of the battery 6 are input to the controller 4.
The controller 4 includes an arithmetic processing device having a CPU, a ROM, a RAM, and other peripheral circuits, and includes a travel determination unit 41, a start acceleration processing unit 42, and a cruise deceleration processing unit 43 as functional configurations. The controller 4(CPU) executes a process (fig. 7) described later based on signals from the sensors 51 to 55, and outputs control signals to the display 56 provided in front of the driver's seat, the direct clutch 26, the electric power control unit 5, the control valve 7a provided in the hydraulic control device 7, and the like.
At least the gear of the transmission 3 is indicated on the display 56. The gear shown is an actual gear corresponding to the actual gear ratio of the transmission 3 or a virtual gear different from the actual gear. The actual gear is selected from, for example, a base gear corresponding to the gear ratio of the base characteristic f0 of fig. 4 and a virtual gear corresponding to the gear ratio of the characteristics f1, f 2.
Fig. 6 is a diagram showing an example of the correspondence relationship between the actual shift position and the shift position (displayable shift position) that can be displayed on the display 56. Fig. 6 shows an example of a transmission in which the transmission 3 is configured as a 11-speed transmission having the base gear and the virtual gear, and shows the gear selected from the 1 st gear to the 11 th gear. For example, when the actual gear is the 5th gear, the gears may be displayed as 4th to 6th gears, wherein the 4th and 6th gears are virtual gears. In addition, when the actual gear is the 6th gear, the gears may be displayed as 5th to 7 th gears, wherein the 5th and 7 th gears are virtual gears.
In fig. 5, the travel determination unit 41 determines whether the vehicle 100 is in the process of starting or accelerating travel (starting acceleration travel) or cruising or decelerating travel (cruising and decelerating travel) based on a signal from the vehicle speed sensor 51. For example, the amount of change (acceleration) in the vehicle speed is calculated from a signal from the vehicle speed sensor 51, and it is determined that the vehicle is in the process of starting acceleration travel when the acceleration is equal to or greater than a predetermined value. On the other hand, for example, when the acceleration is less than the predetermined value for a predetermined time or longer, it is determined that the cruise deceleration running is in progress.
When the travel determination unit 41 determines that the vehicle is traveling during start acceleration, the start acceleration processing unit 42 performs a predetermined process, and when it determines that the vehicle is traveling during cruise deceleration, the cruise deceleration processing unit 43 performs a predetermined process. The start acceleration processing unit 42 includes: a display control unit 421 that controls display on the display 56; a motor torque converter control unit 422 that controls an engagement operation of the direct clutch 26 and the motor rotation speed ratio β; and a transmission control unit 423 for controlling engagement operations of the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 of the transmission 3. The cruise deceleration processing unit 43 also includes a display control unit 431, a motor torque converter control unit 432, and a transmission control unit 433.
The display control unit 421 of the starting acceleration processing unit 42 calculates the amount of change per unit time of the engine speed detected by the speed sensor 53, and calculates the actual speed ratio of the transmission 3 based on signals from the speed sensors 53 and 54. Further, the actual gear (the basic gear or the virtual gear) corresponding to the actual gear ratio is determined as the display gear, and a control signal is output to the display 56 to display the display gear on the display 56. When the actual shift position is displayed on the display 56, if the amount of change in the engine speed is equal to or greater than a predetermined value, the display is changed from the actual shift position to the virtual shift position. For example, when the engine speed is decreased by a predetermined value or more, the virtual gear that is changed from the actual gear to the higher 1 st gear is displayed, and when the number of engine speeds is increased by a predetermined value or more, the virtual gear that is changed from the actual gear to the lower 1 st gear is displayed. The display of the shift position is changed so that the shift feeling felt by the driver matches the display of the shift position.
However, the driver obtains the gear shift feeling from the gear shift shock, the change in the engine sound, and the like, but the gear shift shock and the change in the engine sound are affected not only by the change in the engine rotation speed but also by the vehicle speed, the accelerator opening, the driving force assist of the motor generator 2 according to the SOC, and the like. Therefore, a plurality of multidimensional shift maps each having different SOC corresponding to the change amount of the engine speed, the vehicle speed, and the accelerator opening, for example, which are main elements of the change of the engine speed, are prepared in advance, and the display range can be determined based on signals from the vehicle speed sensor 51, the accelerator opening sensor 52, the rotation speed sensors 53 and 54, and the SOC sensor 55.
The change from the actual gear to the virtual gear is performed based on the difference between the actual gear ratio and the gear ratio corresponding to the virtual gear (virtual gear ratio). That is, when the difference is equal to or smaller than the predetermined value, the display is allowed to be changed to the virtual gear. On the other hand, when the difference exceeds the predetermined value, the change of the display to the virtual gear is prohibited, and at this time, the actual gear ratio is changed so that the difference is equal to or smaller than the predetermined value. The predetermined value is not a fixed value, but is, for example, a variable value corresponding to the acceleration of the vehicle, and the value increases as the acceleration increases.
The controller 4 sets a target shift position using a predetermined shift map based on the vehicle speed detected by the vehicle speed sensor 51, the accelerator opening detected by the accelerator opening sensor 52, and the SOC detected by the SOC sensor 55. The target gear is a base gear or a virtual gear.
The motor torque converter control unit 422 outputs a control signal to the direct clutch 26 to control the engagement operation of the direct clutch 26 so that the shift position reaches the target shift position. For example, when the target gear is the basic gear, the direct clutch 26 is engaged, and when the target gear is the virtual gear, the direct clutch 26 is disengaged. When the target shift position is the virtual shift position, the motor torque converter control unit 422 further outputs a control signal to the electric power control unit 5 to control the ratio of the motor generator rotation speed to the engine rotation speed (motor rotation speed ratio β). Further, when the difference between the actual speed ratio and the virtual speed ratio exceeds a predetermined value, the motor torque converter control unit 422 controls the motor rotation speed ratio β or controls the engagement operation of the direct clutch 26 so that the difference becomes equal to or smaller than the predetermined value.
The transmission control unit 423 outputs a control signal to the control valve 7a in accordance with the target gear position, and controls the engagement operation of the clutch mechanisms C1 and C2, the brake mechanisms B1 and B2, and the lock operation of the two-way clutch TWC so that the actual gear position reaches the target gear position. That is, the operations of the engagement mechanisms C1, C2, B1, B2, and TWC are controlled such that the shift position is switched to the basic shift position when the target shift position is the basic shift position, and the shift position is switched to the basic shift position corresponding to the virtual shift position when the target shift position is the virtual shift position.
When the virtual gear is displayed on the display 56 during the cruise deceleration running, the display control unit 431 of the cruise deceleration processing unit 43 outputs a control signal to the display 56 so that the virtual gear matches the actual gear, that is, so that the display is restored. During cruise deceleration traveling, the display of the display 56 may be made to coincide with the actual gear on condition that the direct clutch 26 is engaged and the vehicle is shifted to the direct mode.
The motor torque converter control portion 432 outputs a control signal to the direct clutch 26 and the electric power control unit 5 according to the target gear, controls the engagement operation of the direct clutch 26, and controls the motor rotation speed ratio β. During cruise travel, for example, the gear that realizes the direct mode is set as the target gear, and the motor torque converter control portion 432 engages the direct clutch 26.
The transmission control unit 433 outputs a control signal to the control valve 7a in accordance with the target shift position, and controls the operations of the clutch mechanisms C1 and C2, the brake mechanisms B1 and B2, and the bidirectional clutch TWC such that the actual shift position becomes the target shift position. In the cruise travel, for example, the base gear is set as the target gear.
Fig. 7 is a flowchart showing an example of the processing executed by the start acceleration processing portion 42 of the controller 4, particularly the processing executed by the display control portion 421 and the motor torque converter control portion 422, according to a predetermined program. For example, when the travel determination unit 41 determines that the vehicle is in the process of starting and accelerating, the processing shown in the flowchart is started.
First, in S1 (S: processing step), signals from the sensors 51 to 55 in FIG. 5 are read. Next, at S2, based on the signal from the rotation speed sensor 53, the variation Δ Ne per unit time of the engine rotation speed Ne is calculated. Next, at S3, the actual speed ratio γ is calculated based on the signals from the rotation speed sensors 53 and 54.
Next, at S4, the candidate of the display shift position displayed on the display 56 is set based on the variation Δ Ne calculated at S2 and the actual gear ratio γ calculated at S3. For example, when the variation Δ Ne of the engine rotation speed becomes equal to or more than a predetermined amount while the actual shift position corresponding to the actual gear ratio γ is displayed, a virtual shift position different from the actual shift position is set as a candidate for the display shift position. The candidate display range may be determined based on signals from the vehicle speed sensor 51, the accelerator opening sensor 52, the rotation speed sensors 53 and 54, and the SOC sensor 55 using a shift map stored in advance, specifically, a plurality of multidimensional shift maps for different SOCs corresponding to the amount of change in the engine speed, the vehicle speed, and the accelerator opening.
Next, in S5, the magnitude (absolute value) of the difference Δ γ between the actual speed ratio γ calculated in S3 and the candidate speed ratio γ a corresponding to the display range set in S4, that is, the difference between γ and γ a is calculated. Next, at S6, the acceleration G of the vehicle is calculated based on the signal from the vehicle speed sensor 51. Next, in S7, it is determined whether or not the difference Δ γ calculated in S5 is larger than a predetermined value (1 st predetermined value) Δ γ a. Here, the 1 st predetermined value Δ γ a is set in accordance with the acceleration G calculated in S6, and the larger the acceleration G, the larger the value of the 1 st predetermined value Δ γ a.
If the determination at S7 is negative, that is, if the difference Δ γ is equal to or less than the 1 st predetermined value Δ γ a, the routine proceeds to S8, where the display range is determined. This outputs a control signal to the display 56, and the determined display shift position is displayed on the display 56. By determining the display shift position on the condition that Δ γ ≦ Δ γ a is satisfied in this way, it is possible to prevent a shift position that is too far from the actual shift position from being displayed. That is, it is possible to prevent the gear other than the displayable gear of fig. 6 from being displayed. Further, by setting the 1 st predetermined value Δ γ a in accordance with the acceleration G, the virtual shift range different from the actual shift range is displayed as the shift range is more easily changed as the acceleration G increases, and the shift feeling felt by the driver corresponds well to the displayed shift range.
On the other hand, if yes in S7, the routine proceeds to S9, where it is determined whether or not the difference Δ γ is greater than a predetermined value (2nd predetermined value) Δ γ b. The 2nd predetermined value Δ γ b is set to be larger than the 1 st predetermined value Δ γ a, and the 2nd predetermined value Δ γ b is set to be larger as the acceleration G is larger, similarly to the 1 st predetermined value Δ γ a. If the determination at S9 is negative, that is, if the difference Δ γ is equal to or less than the 2nd predetermined value Δ γ b, the routine proceeds to S10, where a control signal is output to the power control unit 5 to gradually change the motor rotation speed ratio β (CVT shift) so that the actual speed ratio γ approaches the candidate speed ratio γ a, and the routine returns to S7. S7, S9, S10 are repeated until negative in S7.
If yes in S9, the routine proceeds to S11, where a control signal (connection signal) is output to the direct clutch 26, and the routine returns to S1. That is, at this time, since the difference Δ γ is too large relative to the 1 st predetermined value Δ γ a, the process returns to S1 and is resumed from the candidate setting of the display shift position. At this time, if the acceleration G is small, and if the variation Δ Ne of the engine rotation speed Ne is small, the candidate of the display shift position set in S4 is equal to the actual shift position, and the actual shift position is displayed on the display 56.
The higher frequency returned to S1 via S11 is the case where the acceleration G is small and Δ γ > Δ γ b. Therefore, during the cruise deceleration running, the process returns to S1 via S11 in the same manner. That is, the display control unit 431 and the motor torque converter control unit 432 of the cruise deceleration processing unit 43 also perform the same processing as in fig. 7. In this case, since the acceleration G is small, the 1 st predetermined value Δ γ a of S7 is set to 0 or substantially 0.
The main operation of the shift position display device 50 according to the present embodiment will be described. Fig. 8 is a time chart showing changes with time of the display range, actual gear ratio γ, engine rotation speed Ne, motor/generator rotation speed Nm, SOC, state of connection (engagement) or disconnection (disengagement) of the direct clutch, acceleration G, and running state (cruise running or non-cruise running) displayed on the display 56. In the figure, SOC1 is a lower limit value of SOC, and SOC2 is a recovery instruction threshold value of SOC.
As shown in fig. 8, when the vehicle is accelerating in the 6th gear, charging is required due to a decrease in SOC at time t1, and when the motor generator rotation speed Nm is less than 0, the actual transmission gear ratio γ gradually changes, and the actual gear position becomes the 5th gear. At this time, the display range is kept at 6th range, and the actual range is shifted from the display range. Thereafter, at time t2, the actual shift position is shifted up from the 5th gear to the 6th gear, and when the variation Δ Ne of the engine rotation speed Ne becomes equal to or greater than the predetermined value, the shift position is indicated as the 7 th gear (S5, S8). When the cruise travel is started at time t3, the direct clutch 26 is engaged, the actual shift position is the 7 th gear (S11), and the engine rotation speed Ne is equal to the motor/generator rotation speed Nm.
The present embodiment can provide the following operational effects.
(1) The shift position display device 50 includes: rotation speed sensors 53, 54 that detect an actual speed ratio γ of the transmission 3 provided on a power transmission path PA for transmitting the power of the engine 1 to wheels; a rotation speed sensor 53 that detects rotational fluctuation (fluctuation amount Δ Ne) of the engine 1; a display 56 that displays the gear; and display control units 421 and 431 that control the display 56 so as to display the actual shift position corresponding to the actual gear ratio γ detected by the rotation speed sensors 53 and 54 (fig. 1 and 5). When the actual shift position is displayed on the display 56, the display control unit 421 changes the display shift position displayed on the display 56 so that a virtual shift position different from the actual shift position is displayed, based on the rotational change detected by the rotation speed sensor 53 (fig. 7). Thus, the display of the shift position is changed in accordance with the change in the shift position sensed by the driver due to the change in the engine sound or the like, so that the shift feeling received by the driver matches the displayed shift position, and the driver can be prevented from having a sense of incongruity with the display of the shift position.
(2) The range display device 50 further includes a travel determination unit 41, and the travel determination unit 41 determines whether or not the vehicle is in cruise travel or deceleration travel with an acceleration G of a predetermined value or less (fig. 5). When it is determined by the travel determination unit 41 that the cruise travel or the deceleration travel is in progress, the display control unit 431 controls the display 56 so that the display range matches the actual range. Thus, although it is necessary to reset the display at a certain timing when the actual gear is different from the display gear, the display of the gear without giving a sense of incongruity to the driver can be realized by performing this control during cruising or decelerating travel.
(3) The display control unit 421 includes: a display candidate determination unit (S4) that determines a candidate for a display range based on the rotation variation detected by the rotation speed sensor 53; and a difference calculation unit (S5) that calculates a difference Δ γ between the actual speed ratio γ detected by the rotation speed sensors 53 and 54 and a candidate speed ratio γ a corresponding to the candidate for the display shift position determined by the display candidate determination unit. The display control unit 421 controls the display 56 to display the candidate display range when the difference Δ γ calculated by the difference calculation unit is equal to or less than the 1 st predetermined value Δ γ a (S8). Since the display range is determined based on the difference Δ γ between the actual gear ratio γ and the candidate gear ratio γ a, the difference between the actual range and the display range can be prevented from becoming excessively large.
(4) The shift position display device 50 is configured to detect the acceleration G of the vehicle based on a signal from the vehicle speed sensor 51. The display control unit 421 sets the 1 st predetermined value Δ γ a to a larger value as the detected acceleration G is larger. Thus, when the engine speed fluctuates widely, such as during start-up and acceleration, the shift position different from the actual shift position can be easily displayed, and the shift position that matches the driver's gear change feeling can be displayed.
(5) The hybrid vehicle 100 of the embodiment includes: a gear display device 50; an engine 1; a stepped transmission 3 connected to the engine 1 through a power transmission path PA; a planetary gear mechanism 10 interposed in the power transmission path PA and having a sun gear 11, a ring gear 12, and a carrier 14, the carrier 14 being connected to the transmission 3, and the ring gear 12 being connected to the engine 1; a motor generator 2 connected to the sun gear 11; a direct clutch 26 that engages and disengages the engine 1 and the motor generator 2 in accordance with an engagement operation; and a motor torque converter control unit 422 that controls the engagement operation of the direct clutch 26 and the ratio of the rotation speed of the motor generator 2 to the rotation speed of the engine 1 (fig. 1 and 5). The motor torque converter control portion 422 controls the motor generator 2 so that the actual speed ratio γ approaches the candidate speed ratio γ a (fig. 5) when the difference Δ γ calculated by the difference calculation portion is larger than the 1 st predetermined value Δ γ a. More specifically, the CVT is slowly shifted (S10). Thus, the driver can suppress the sense of incongruity of the display of the shift position, and the actual shift position can be made to coincide with the display shift position.
The above embodiment can be modified into various forms. Hereinafter, a modified example will be described. In the above embodiment, the actual speed ratio γ is set to be acquired based on the signals from the rotation speed sensors 53 and 54, but the configuration of the speed ratio detection unit that detects the actual speed ratio is not limited to this. In the above-described embodiment, the rotational speed sensor 53 is set to detect the rotational fluctuation of the engine 1 (internal combustion engine), but the configuration of the rotational fluctuation detection unit is not limited to this. The display 56 serving as a display unit for displaying the shift position can have various configurations. In the above embodiment, the acceleration of the vehicle is detected based on the signal from the vehicle speed sensor 51, but the configuration of the acceleration detection unit is not limited to this.
The display control unit 421 may have any configuration as long as the display 56 is controlled so as to display the actual gear corresponding to the actual gear ratio, and the displayed gear displayed on the display 56 is changed so as to display a virtual gear different from the actual gear based on the rotational fluctuation of the engine 1 when the actual gear is displayed. Note that, the display control unit 431 may have any configuration as long as the display 56 is controlled so that the display shift position matches the actual shift position when it is determined that the vehicle is cruising or decelerating.
In the above embodiment, the candidate for the display shift position is determined based on the rotational variation of the engine 1, the difference Δ γ between the actual speed ratio γ and the candidate speed ratio γ a corresponding to the candidate for the display shift position is calculated, and when the difference Δ γ is equal to or less than the 1 st predetermined value Δ γ a, the display 56 is controlled to display the candidate for the display shift position. In the above embodiment, the 1 st predetermined value Δ γ a is set to a larger value as the detected acceleration G is larger, but the predetermined value is not limited to this.
In the above embodiment, the motor torque converter is configured by connecting or connectable to the rotary shaft 2a of the motor generator 2 and the sun gear 11 of the planetary gear mechanism 10, the output shaft 1a of the engine 1 and the ring gear 12, and the input shaft 3a of the transmission 3 and the carrier 14, respectively, but the connection method is not limited to the above as long as any one of the sun gear, the ring gear, and the carrier is connected to the engine, the transmission, and the motor generator, respectively. In the above embodiment, the engine 1 and the motor generator 2 are set to be connected and disconnected by the direct clutch 26, but the configuration of the clutch mechanism is not limited to the above.
In the above embodiment, the range display device 50 is applied to the hybrid vehicle 100, but the range display device of the present invention can be applied to various vehicles such as a vehicle having only an internal combustion engine as a travel drive source and a vehicle having only an electric engine as a travel drive source. The present invention can be applied to a vehicle having a continuously variable transmission as well as a stepped transmission as a configuration of the transmission.
One or more of the above-described embodiments and modifications can be arbitrarily combined, and modifications can be combined with each other.
By adopting the invention, the speed change feeling of the rider can be consistent with the displayed gear, and the discomfort feeling of the rider on the display of the gear can be eliminated.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the disclosure of the claims.
Claims (6)
1. A gear display device is characterized by comprising:
a gear ratio detection unit (53, 54) that detects an actual gear ratio of a transmission (3) provided on a power transmission Path (PA) for transmitting power of an internal combustion engine (1) to wheels;
a rotational fluctuation detection unit (53) that detects rotational fluctuation of the internal combustion engine (1);
a display unit (56) that displays the shift position; and
display control units (421, 431) for controlling the display unit (56) to display an actual shift position corresponding to the actual gear ratio detected by the gear ratio detection units (53, 54),
when the actual shift position is displayed on the display unit (56), the display control unit (421) changes the display shift position displayed on the display unit (56) based on the rotational fluctuation detected by the rotational fluctuation detection unit (53) so as to display a virtual shift position different from the actual shift position;
the display control unit (421) has:
a display candidate determination unit that determines a candidate for the display range based on the rotational fluctuation detected by the rotational fluctuation detection unit (53); and
a difference calculation unit that calculates a difference between the actual speed ratio detected by the speed ratio detection unit (53, 54) and a candidate speed ratio corresponding to the candidate for the display range determined by the display candidate determination unit,
the display control unit (421) controls the display unit (56) to display the candidate of the display range when the difference calculated by the difference calculation unit is equal to or less than a predetermined value (Δ γ a).
2. The gear display device according to claim 1, further comprising:
a travel determination unit (41) that determines whether or not the vehicle is cruising or decelerating,
when it is determined by the travel determination unit (41) that the vehicle is traveling during cruising or decelerating, the display control unit (431) controls the display unit (56) so that the display range matches the actual range.
3. The gear indicator according to claim 1 or 2,
when the actual shift position is displayed on the display unit (56), if the rotational fluctuation detected by the rotational fluctuation detection unit (53) is equal to or greater than a predetermined amount, the display control unit (421) changes the display shift position displayed on the display unit (56) so as to display a virtual shift position different from the actual shift position.
4. The gear display device according to claim 1, further comprising:
an acceleration detection unit (51) that detects the acceleration of the vehicle,
the display control unit (421) sets the predetermined value (Δ γ a) to a larger value as the acceleration detected by the acceleration detection unit (51) is larger.
5. A hybrid vehicle having the gear display device (50) according to claim 1 or 4, characterized by comprising:
an internal combustion engine (1);
a step-variable transmission (3) connected to the internal combustion engine (1) via a power transmission Path (PA);
a planetary gear mechanism (10) interposed in the power transmission Path (PA) and having a sun gear (11), a ring gear (12), and a carrier (14), any two of the sun gear (11), the ring gear (12), and the carrier (14) being connected to the internal combustion engine (1) and the stepped transmission (3), respectively;
a motor generator (2) connected to the remaining one of the sun gear (11), the ring gear (12), and the carrier (14);
a clutch mechanism (26) that connects and disconnects the internal combustion engine (1) and the motor generator (2) in accordance with an engagement operation; and
a motor torque converter control unit (422) that controls an engagement operation of the clutch mechanism (26) and a ratio of a rotation speed of the motor generator (2) to a rotation speed of the internal combustion engine (1),
when the difference calculated by the difference calculation unit is greater than the predetermined value (Δ γ a), the motor torque converter control unit (422) controls the engagement operation of the clutch mechanism (26) and the ratio of the rotation speed of the motor generator (2) to the rotation speed of the internal combustion engine (1) so that the actual speed ratio approaches the candidate speed ratio.
6. A gear display method, comprising:
detecting an actual gear ratio of a transmission (3) provided on a power transmission Path (PA) for transmitting power of an internal combustion engine (1) to wheels;
detecting rotational fluctuations of the internal combustion engine (1);
displaying the gear; and
a control display unit (56) for displaying an actual gear corresponding to the detected actual gear ratio,
controlling the display unit (56) includes changing a display range displayed on the display unit (56) based on the detected rotational fluctuation to display a virtual range different from the actual range when the actual range is displayed on the display unit (56);
determining a candidate for the display range based on the detected rotational variation; calculating a difference between the detected actual gear ratio and a candidate gear ratio corresponding to the determined candidate for the display range; and a control unit (56) for controlling the display unit to display the candidate of the display shift position when the difference is equal to or less than a predetermined value.
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| JP2018-071722 | 2018-04-03 | ||
| JP2018071722A JP6912413B2 (en) | 2018-04-03 | 2018-04-03 | Speed change display and hybrid vehicle |
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| CN110345249A CN110345249A (en) | 2019-10-18 |
| CN110345249B true CN110345249B (en) | 2020-10-09 |
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| CN113124155A (en) * | 2019-12-31 | 2021-07-16 | 观致汽车有限公司 | Gear shifting method, gear shifting system and vehicle |
| CN113738869B (en) * | 2021-08-27 | 2022-08-02 | 中国第一汽车股份有限公司 | Method and device for determining gear lever position of gear shifter, electronic equipment and storage medium |
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| CN104709276A (en) * | 2013-12-13 | 2015-06-17 | 福特全球技术公司 | Selective shift transmission initial gear determination |
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| Publication number | Publication date |
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| JP6912413B2 (en) | 2021-08-04 |
| JP2019183870A (en) | 2019-10-24 |
| CN110345249A (en) | 2019-10-18 |
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