JP2007099087A - Vehicle and method for displaying power for driving - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for displaying power for driving, without causing discomfort to a driver even when shifting a transmission. <P>SOLUTION: When a power difference ΔP between computation power Ptmp, which is set, based on the power Pr* required for driving, maximum power Pmax, and maximum drive power Pdrv, and the previous display power Pdsp, is less than a value of 0 and accelerator opening Acc is equal to or higher than a threshold value Aref (S260, S270), a value T2 greater than a normal value T1 is set as a time constant T of an annealing process used in setting the display power Pdsp (S290). Thus, even if the torque Tr* required is temporarily reduced by the gear shift of the transmission when the driver tries to accelerate, the power that is output for display in a power meter display can be suppressed to a slight variation. As a result, discomfort to the driver can be suppressed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle and a method for displaying power for traveling.

Conventionally, this type of vehicle includes an internal combustion engine that can output power to the axle and an electric motor that outputs power to the axle via a transmission, and outputs from the motor when shifting the transmission. The one which corrects the torque to perform is proposed (for example, refer to patent documents 1). In this vehicle, the shift shock that may occur when shifting the transmission is reduced by correcting the torque output from the electric motor when shifting the transmission.
JP 2004-203218 A

  In a hybrid vehicle or an electric vehicle, it is considered to calculate the driving power used for driving and display it in the passenger compartment in order to inform the driver and passengers of the driving state of the vehicle. When such a driving power display is applied to a vehicle that outputs the power from the above-mentioned electric motor to the axle side via the transmission, the correction of the torque output from the electric motor is also effective when shifting the transmission. Since the driving power is calculated and displayed, the driver's unexpected fluctuation in driving power is displayed, which makes the driver feel uncomfortable.

  An object of the display method for a vehicle and traveling power of the present invention is to display the traveling power without causing the driver to feel uncomfortable even when the transmission is shifted.

  The vehicle and the traveling power display method of the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
An internal combustion engine;
An electric power input device that is connected to a first axle that is one of the axles of the vehicle and an output shaft of the internal combustion engine and that can input and output power to and from the first axle and the output shaft with input and output of electric power and power. Output means;
An electric motor that can input and output power;
Transmission means having a plurality of shift stages connected to a second axle which is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for traveling;
Drive control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means so as to travel with a drive force based on the set required drive force with a shift of the shift speed of the speed change means. When,
When the shift stage of the transmission means is not in a predetermined shift state, the travel power used for travel is calculated based on control by the drive control means with a first change degree, and when in the predetermined shift state Traveling power calculation means for calculating the traveling power based on control by the drive control means with a second change degree smaller than the first change degree;
A traveling power display means for displaying the calculated traveling power so as to be visible to the passengers in the passenger compartment;
It is a summary to provide.

  In the vehicle according to the present invention, the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so as to run with a driving force based on the required driving force required for running with a shift of the speed stage of the speed change means. When the shift stage of the speed change means is not in the predetermined shift state, the travel power used for travel is calculated based on the control by the drive control means with the first change degree, and the calculated travel power is calculated in the passenger compartment. Displayed in a visibly occupant, and in a predetermined shift state, the traveling power is calculated based on the control by the drive control means with a second variation smaller than the first variation, and the computed traveling power is calculated. Visible to the passengers in the room. That is, the degree of change in calculating the traveling power is changed depending on whether or not the gear is in a predetermined shift state. As a result, regardless of whether or not the vehicle is in a predetermined shift state, the driving power can be calculated and displayed so as not to make the driver or passenger feel uncomfortable.

  In the vehicle according to the present invention, the predetermined shift state may be an upshift state in an accelerator-on state. In this way, even if the torque from the motor is corrected to decrease during an upshift, the degree of decrease in the driving power calculated along with the decrease correction can be reduced. A drop in power display can be suppressed. In this case, the predetermined shift state may be a state in which the calculated traveling power is reduced.

  Further, in the vehicle of the present invention, the travel power calculating means is based on a first power calculated based on the set required driving force, a maximum output of the internal combustion engine, and an output limit of the power storage means. The second power calculated in this way can be a means for calculating a smaller power as the traveling power. In this case, the traveling power calculation means obtains the smallest power among the calculated first power, the calculated second power, and the third power calculated based on the maximum driving force of the electric motor. It may be a means for calculating as power for traveling. By doing so, it is possible to calculate and display a more appropriate driving power.

  Furthermore, in the vehicle of the present invention, the power input / output means is connected to three axes of the first axle, the output shaft of the internal combustion engine, and a rotatable third axis, and any two of the three axes. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator, and a generator capable of inputting / outputting power to / from the third shaft. You can also

The traveling power display method of the present invention includes:
Connected to the internal combustion engine, the first axle which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power A plurality of electric power motive power input / output means, an electric motor capable of inputting / outputting motive power, and a second axle which is either the first axle or an axle different from the first axle and a rotating shaft of the electric motor. Transmission means having a plurality of shift speeds, power storage means capable of exchanging power with the electric power drive input / output means and the electric motor, required driving force setting means for setting required driving force required for traveling, and the transmission means Drive control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means so as to travel with a drive force based on the set required drive force with a shift of the shift speed. On vehicles equipped A display method for displaying a kick traveling for power,
(A) When the shift stage of the speed change means is not in a predetermined speed change state, the travel power used for travel is calculated based on the control by the drive control means with the first change degree, and the calculated The power for driving is displayed in the passenger compartment so as to be visible,
(B) In the predetermined shift state, the travel power is calculated based on the control by the drive control means with a second change degree smaller than the first change degree, and the calculated travel power is calculated by the occupant. Visible in the room,
This is the gist.

  In the traveling power display method of the present invention, when the shift stage of the transmission means is not in the predetermined shift state, the traveling power used for traveling based on the control by the drive control means with the first change degree. And the calculated traveling power is displayed in the passenger compartment so as to be visible. Further, when in the predetermined shift state, the traveling power is calculated based on the control by the drive control means with the second change degree smaller than the first change degree, and the calculated traveling power can be visually recognized in the passenger compartment. indicate. As a result, regardless of whether or not the vehicle is in a predetermined shift state, the driving power can be calculated and displayed so as not to make the driver or passenger feel uncomfortable.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a drive device and a power output device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. Configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. Further, the hybrid electronic control unit 70 outputs a drive signal to an actuator (not shown) of the brakes B1 and B2 of the transmission 60, a display signal to a power meter display 89 incorporated in an installation panel in front of the driver's seat, and the like. It is output through the port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured has a required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque Tr * is output to the ring gear shaft 32a. An example of a required torque setting map for setting the required torque Tr * is shown in FIG. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. Here, since the torque conversion operation mode can be considered as a charge / discharge operation mode when the secondary discharge of the battery 50 is not performed, the charge / discharge operation mode and the motor operation mode are switched as the operation mode. . FIG. 4 shows an example of a collinear diagram showing the dynamic relationship between the rotation speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling in the charge / discharge operation mode. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the transmission 60 is shown. Two thick arrows on the R axis indicate the torque at which the torque Te * output from the engine 22 is transmitted to the ring gear shaft 32a when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te *. And torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. In the motor operation mode, the engine 22 is stopped or idling, the output torque of value 0 is output from the motor MG1, and all the required torque Tr * is also output from the motor MG2.

  In the hybrid vehicle 20 according to the embodiment, the shift stage of the transmission 60 is also shifted during traveling while switching between the charge / discharge operation mode and the motor operation mode. The shift of the gear stage of the transmission 60 is determined based on the vehicle speed V and the required torque Tr * as to whether or not to perform the Lo-Hi shift for changing the transmission 60 from the Lo gear state to the Hi gear state. Performed when it is determined that any one of the shifts is to be performed by determining whether or not to perform the Hi-Lo shift in which the transmission 60 is changed from the Hi gear state to the Lo gear state based on V and the required torque. It is. An example of a shift map for shifting the shift stage of the transmission 60 is shown in FIG. In the example of FIG. 5, when the transmission 60 is in the Lo gear state and the vehicle speed V increases beyond the Lo-Hi shift line Vhi, the transmission 60 is changed from the Lo gear state to the Hi gear state. When the machine 60 is in the Hi gear state and the vehicle speed V decreases beyond the Hi-Lo shift line Vlo, the transmission 60 is changed from the Hi gear state to the Lo gear state. When the transmission 60 is in the Lo gear and the vehicle speed V increases beyond the Lo-Hi shift line Vhi, it is determined that the Lo-Hi shift is to be performed, and Lo for the hydraulic drive actuator (not shown) of the transmission 60 is determined. -A hydraulic sequence for Hi-shift is executed to turn on the brake B1 of the transmission 60 and turn off the brake B2 to bring it into the Hi gear state. The transmission 60 is in the Hi gear state and the vehicle speed V is the Hi-Lo shift line. When it becomes smaller than Vlo, it is determined that the Hi-Lo shift is performed, and the hydraulic sequence for Hi-Lo shift is executed for the hydraulic drive actuator of the transmission 60 to turn off the brake B1 of the transmission 60. At the same time, the brake B2 is turned on to set the state of the Hi gear. An example of an alignment chart of the transmission 60 at the time of Lo-Hi shift and Hi-Lo shift is shown in FIG. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown.

  In the embodiment, in the Lo-Hi shift accompanied by accelerator-on among the shifts of the shift stage of the transmission 60, a decrease correction of the required torque Tr * is performed in order to perform the Lo-Hi shift smoothly. This decrease correction is performed by a required torque setting processing routine illustrated in FIG. In this routine, the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 are input (step S100), and the input accelerator opening Acc and the vehicle speed V and the above-described required torque setting in FIG. The required torque Tr * is set using the business map (step S110). Then, it is determined whether or not there is a shift request for the shift stage of the transmission 60 (step S120), and when there is a shift request, the set required torque Tr * is decreased and corrected using the correction value Tset (step S130). Here, various values can be used as the correction value Tset. In the embodiment, the correction value Tset gradually increases after a shift request is made, and gradually decreases when the shift is completed. The shift request is made when the vehicle speed V increases beyond the Lo-Hi shift line Vhi or exceeds the Hi-Lo shift line Vlo in the shift map of FIG.

  Next, in the hybrid vehicle 20 according to the embodiment, an operation when power is displayed on the power meter display 89 while traveling with a shift of the shift stage of the transmission 60 will be described. FIG. 8 is a flowchart illustrating an example of a display processing routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the display processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly outputs the required torque Tr *, the vehicle speed V from the vehicle speed sensor 88, the accelerator opening Acc from the accelerator pedal position sensor 84, and the output of the battery 50. Processing for inputting data necessary for display processing such as the limit Wout and the previously set display power Pdsp is executed (step S200). Here, in the embodiment, the requested torque Tr * is input as set by the requested torque setting processing routine of FIG. Further, the output limit Wout of the battery 50 is set based on the temperature and remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. The display power Pdsp set last time is input by reading what was set last time this routine was executed and written in a predetermined area of the RAM 76.

  When the data is input in this way, the required power Pr * is calculated as the product of the required torque Tr * and the rotation speed Nr of the ring gear shaft 32a as the drive shaft (step S210), and the output of the battery 50 is output to the maximum power Pemax of the engine 22. The maximum power Pmax is calculated by adding the limit Wout (step S220), and the maximum travel power Pdrv is calculated based on the vehicle speed V and the maximum rated torque Tm2max of the motor MG2 (step S230), and the calculated required power Pr * The smallest of the maximum power Pmax and the maximum travel power Pdrv is set as the calculation power Ptmp (step S240). Here, the rotation speed Nr of the ring gear shaft 32a can be calculated, for example, by multiplying the vehicle speed V by the conversion factor k, or can be calculated by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60. You can also The maximum traveling power Pdrv is the sum of the torque obtained by multiplying the maximum rated torque of the motor MG2 corresponding to the vehicle speed V by the gear ratio Gr of the transmission 60 and the maximum torque that can be output from the engine 22 side to the ring gear shaft 32a. Is multiplied by the rotational speed Nr of the ring gear shaft 32a. Note that the smallest of the required power Pr *, the maximum power Pmax, and the maximum travel power Pdrv is set as the calculation power Ptmp. In the drive control, the required power Pr * is output to try to travel. When the limit by the output limit Wout of the battery 50 or the rated value of the motor MG2 is set, the required power Pr * is limited to the maximum power Pmax and the maximum travel power Pdrv, and the vehicle travels by this limited power. is there.

  When the calculation power Ptmp is set in this way, the previously calculated display power Pdsp is subtracted from the calculated calculation power Ptmp to calculate the power difference ΔP from the previous time (step S250), and the calculated power difference ΔP is less than 0. Whether or not the calculation power Ptmp is smaller than the previous display power Pdsp (step S260) and whether or not the accelerator opening Acc is greater than or equal to the threshold value Aref (step S260). S270). Here, the threshold value Aref is used to determine whether or not the vehicle is in an acceleration state. For example, various values such as 30%, 40%, 50%, and 60% can be used as the accelerator opening degree Acc. . When the power difference ΔP is greater than or equal to 0, that is, when the calculation power Ptmp is greater than the previous display power Pdsp, or when the accelerator opening Acc is less than the threshold Aref even if the power difference ΔP is less than 0, the display power A normal value T1 is set to the time constant T of the annealing process used when setting Pdsp (step S280). When the power difference ΔP is less than 0 and the accelerator opening Acc is equal to or greater than the threshold value Aref, the time constant T is set. A value T2 larger than the normal value T1 is set (step S290). Then, the display power Pdsp is set by processing using the time constant T set in the smoothing process when shifting to the calculation power Ptmp calculated from the previous display power Pdsp (step S300). The power Pdsp is displayed on the power meter display 89 (step S310), and this routine is terminated. As described above, when the power difference ΔP is less than 0 and the accelerator opening Acc is equal to or greater than the threshold value Aref, the large value T2 is set to the time constant T of the annealing process used when setting the display power Pdsp. Even when the driver is accelerating, the required torque Tr * is temporarily reduced due to the shift of the shift stage of the transmission 60 and the required power Pr * is reduced. This is because the power displayed on the meter display 89 is only slightly changed. In other words, when the driver depresses the accelerator pedal 83 and accelerates, the discomfort given to the driver is suppressed by reducing the power displayed on the power meter display 89 against the driver's will. .

  FIG. 9 is an explanatory diagram showing an example of a time change between the required power Pr * and the display power Pdsp. In the figure, the solid line indicates the display power Pdsp, and the broken line indicates the required power Pr *. As shown in the figure, as the required power Pr * increases as the driver depresses the accelerator pedal 83, the display power Pdsp also increases. When the gear shift of the transmission 60 is performed, the required torque Pr * is decreased by correcting the decrease in the required torque Tr *, but the time constant T of the smoothing process when setting the display power Pdsp is set. Since a large value is set, the decrease in the display power Pdsp is small.

  According to the hybrid vehicle 20 of the embodiment described above, the power difference ΔP between the calculation power Ptmp set from the required power Pr *, the maximum power Pmax, and the maximum travel power Pdrv and the previous display power Pdsp is a value. When the accelerator opening degree Acc is equal to or greater than the threshold value Aref when it is less than 0, the time constant T of the smoothing process used when setting the display power Pdsp is increased. Even if the required torque Tr * temporarily decreases due to the gear shift, the power displayed on the power meter display 89 can be changed only slightly. As a result, when the driver is depressing the accelerator pedal 83 and accelerating, the power displayed on the power meter display 89 decreases against the driver's will, thereby suppressing the driver from feeling uncomfortable. be able to.

  In the hybrid vehicle 20 of the embodiment, at the time of Lo-Hi shift accompanied by accelerator-on among the shifts of the shift stage of the transmission 60, reduction correction of the required torque Tr * is performed in order to smoothly perform the Lo-Hi shift. Although it is assumed that the required torque Tr * is not corrected even when the Lo-Hi shift with accelerator-on of the shift stages of the transmission 60 is performed, the torque actually output in the shift process is reduced. It is good also as what to do. In this case, the actual output power that is actually output may be used instead of the required power Pr * when setting the calculation power Ptmp. Here, the actual output power is obtained by multiplying the torque acting on the ring gear shaft 32a by outputting torque from the motor MG1 and the torque acting on the ring gear shaft 32a by outputting torque from the motor MG2 by the rotational speed Nr of the ring gear shaft 32a. Can be obtained.

  In the hybrid vehicle 20 of the embodiment, the calculation power Ptmp is set from the required power Pr *, the maximum power Pmax, and the maximum travel power Pdrv, but the calculation power Ptmp is determined from the required power Pr * and the maximum power Pmax. The calculation power Ptmp may be set from the required power Pr * and the maximum travel power Pdrv. Further, the calculation power Ptmp may be set from the actual output power and the maximum power Pmax described above, or the calculation power Ptmp may be set from the actual output power and the maximum travel power Pdrv. The actual output power may be set as the calculation power Ptmp as it is.

  In the hybrid vehicle 20 of the embodiment, when the display power Pdsp is set when the power difference ΔP between the calculation power Ptmp and the previous display power Pdsp is less than 0 and the accelerator opening Acc is greater than or equal to the threshold value Aref. Although the time constant T of the annealing process to be used is increased, if the power difference ΔP between the calculation power Ptmp and the previous display power Pdsp is less than 0, the display power Pdsp regardless of the accelerator opening Acc. It is also possible to increase the time constant T of the annealing process used when setting.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is shifted by a transmission 60 and connected to an axle (an axle connected to wheels 39c and 39d in FIG. 10) different from an axle (an axle to which drive wheels 39a and 39b are connected) to which a ring gear shaft 32a is connected. It is good.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle 20 has been described. However, a vehicle other than the hybrid vehicle including the engine 22, the power distribution and integration mechanism 30, the motors MG1, MG2, the battery 50, the hybrid electronic control unit 70, and the like may be used. It is good also as a form of the display method of the display power in such a vehicle.

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

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

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the drive device and motive power output device as one Example of this invention. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 in the charge / discharge operation mode. It is explanatory drawing which shows an example of the shift map. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of Lo-Hi shift and Hi-Lo shift. It is a flowchart which shows an example of the request | requirement torque setting process routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the display process routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the time change of request | requirement power Pr * and display power Pdsp. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft , 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 phosphorus Gear, 63a First pinion gear, 63b Second pinion gear, 64, 68 Carrier, 67 pinion gear, 70 Electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Pair motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 brake

Claims (7)

An internal combustion engine;
An electric power input device that is connected to a first axle that is one of the axles of the vehicle and an output shaft of the internal combustion engine and that can input and output power to and from the first axle and the output shaft with input and output of electric power and power. Output means;
An electric motor that can input and output power;
Transmission means having a plurality of shift stages connected to a second axle which is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Required driving force setting means for setting required driving force required for traveling;
Drive control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means so as to travel with a drive force based on the set required drive force with a shift of the shift speed of the speed change means. When,
When the shift stage of the transmission means is not in a predetermined shift state, the travel power used for travel is calculated based on control by the drive control means with a first change degree, and when in the predetermined shift state Traveling power calculation means for calculating the traveling power based on control by the drive control means with a second change degree smaller than the first change degree;
A traveling power display means for displaying the calculated traveling power so as to be visible to the passengers in the passenger compartment;
A vehicle comprising:   The vehicle according to claim 1, wherein the predetermined shift state is an upshift state in an accelerator-on state.   The vehicle according to claim 2, wherein the predetermined shift state is a state in which the calculated traveling power is reduced.   The travel power calculating means includes a first power calculated based on the set required driving force, a second power calculated based on a maximum output of the internal combustion engine and an output limit of the power storage means, The vehicle according to any one of claims 1 to 3, wherein the vehicle is a means for computing a small power as the power for traveling.   The travel power calculation means is configured to reduce the travel power to the smallest power among the calculated first power, the calculated second power, and the third power calculated based on the maximum driving force of the electric motor. The vehicle according to claim 4, which is means for calculating as follows.   The power power input / output means is connected to three shafts of the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and is based on power input / output to / from any two of the three shafts. 6. The vehicle according to claim 1, further comprising: a three-shaft power input / output unit that inputs / outputs power to / from the remaining shaft; and a generator capable of inputting / outputting power to / from the third shaft. Connected to the internal combustion engine, the first axle which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power A plurality of electric power motive power input / output means, an electric motor capable of inputting / outputting motive power, and a second axle which is either the first axle or an axle different from the first axle and a rotating shaft of the electric motor. Transmission means having a plurality of shift speeds, power storage means capable of exchanging power with the electric power drive input / output means and the electric motor, required driving force setting means for setting required driving force required for traveling, and the transmission means Drive control means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means so as to travel with a drive force based on the set required drive force with a shift of the shift speed. On vehicles equipped A display method for displaying a kick traveling for power,
(A) When the shift stage of the speed change means is not in a predetermined speed change state, the travel power used for travel is calculated based on the control by the drive control means with the first change degree, and the calculated The power for driving is displayed in the passenger compartment so as to be visible,
(B) In the predetermined shift state, the travel power is calculated based on the control by the drive control means with a second change degree smaller than the first change degree, and the calculated travel power is calculated by the occupant. Visible in the room,
How to display power for driving.

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