JP2007298022A - Display unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display unit for a vehicle capable of displaying fuel economy information of the vehicle in a manner being useful and optimum for a driver. <P>SOLUTION: A meter_ECU 21 calculates average fuel economy to be calculated directly from an integrated value L of running distance and an integrated value F of amount of fuel injection by using a value obtained by averaging by weight averaging calculation by use of average fuel economy in the past as final average fuel economy in computation of average fuel economy. A coefficient K3 of weighting used in the weight averaging calculation is set to a value allowing deviation ΔFc to fluctuate for driver's accelerator work by satisfactory following-up property (sensitively) in at least a specific region set in advance. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle display device that displays driving information of a vehicle on a driver.

  2. Description of the Related Art Conventionally, various display devices such as a combination meter and a display device are mounted on an instrument panel as a man-machine interface for transmitting various types of information related to vehicle driving information to a driver. In recent years, this type of display device has been required to display a wide variety of detailed information in accordance with demands for realizing low fuel consumption traveling, high-performance drive systems, and the like.

Therefore, for example, in Patent Document 1, the operating state of the engine when the driver operates the push button switch is set as the reference operating state, the fuel consumption in the reference operating state is calculated, and the current operating state is calculated. The fuel consumption relative display device for calculating the relative fuel consumption per fixed time in the current operating state with respect to the reference operating state by calculating the fuel consumption in the vehicle and comparing these fuel consumptions Is disclosed.
Japanese Patent No. 2961660

  However, in the configuration in which the reference operation state for comparison with the current operation state is set based on the driver's switch operation as in the technique disclosed in Patent Document 1 described above, the appropriate operation state is always the reference operation. It is not always set as a state, and it may be difficult to display driving information useful for the driver. In particular, for example, if the operating state when the engine is in the idling state is set as the reference operating state, the relative display of the fuel consumption may not make sense.

  In addition, it is important that this type of display device has a display form that allows a driver during driving to easily recognize visually changing fuel efficiency information.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle display device that can display fuel consumption information of a vehicle in a form that is useful and optimal for a driver.

  The present invention provides an instantaneous fuel consumption calculation means for calculating an instantaneous fuel consumption of a vehicle based on a travel distance and a fuel injection amount within a preset set time, an integrated value of the travel distance, and an integrated value of the fuel injection amount. Average fuel consumption calculating means for calculating the average fuel consumption of the vehicle based on the above, and display control means for displaying the deviation of the instantaneous fuel consumption with respect to the average fuel consumption on the display means as fuel consumption information. The average fuel consumption calculated directly from the integrated value of the distance and the integrated value of the above fuel injection amount is calculated as a final average fuel consumption by calculating a value obtained by weighted average calculation using the past average fuel consumption. The weighting coefficient used for the weighted average calculation is a value that causes the deviation between the average fuel consumption and the instantaneous fuel consumption to vary sensitively to the driver's accelerator work at least in a specific region set in advance. And wherein the door.

  According to the vehicle display device of the present invention, the fuel consumption information of the vehicle can be displayed in a form that is useful and optimal for the driver.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view of the instrument panel and the center console as viewed from the driver's seat side.

  As shown in FIG. 1, an instrument panel (hereinafter abbreviated as “instrument panel”) 1 disposed in the front part of the vehicle interior of the vehicle extends to the left and right in the vehicle width direction and is located in front of the driver's seat 2. A combination meter (hereinafter abbreviated as “combinometer”) 3 is disposed on the instrument panel 1 positioned. In addition, a center display 4 as a display means constituting a known car navigation system is disposed substantially at the center of the instrument panel 1 in the vehicle width direction.

  A select lever 7 for selecting the range of the automatic transmission is disposed on the center console 6 disposed between the driver's seat 2 and the passenger seat 5 and extending from the instrument panel 1 toward the rear of the vehicle body. On the other hand, a mode selection switch 8 is provided as selection means for selecting the driving force characteristic of the engine. Further, a steering wheel 9 is disposed in front of the driver seat 2.

  The steering wheel 9 has a center pad portion 9a for accommodating an airbag or the like, and the left and right and lower portions of the center pad portion 9a and the outer grip portion 9b are connected via three spokes 9c. . A display changeover switch 10 is provided at the lower left portion of the center pad portion 9a, and a temporary changeover switch 11 as a temporary changeover means is provided at the lower right portion.

  As shown in FIG. 2, the combimeter 3 is provided with a tachometer 3a indicating the engine speed and a speedometer 3b displaying the vehicle speed on the left and right sides of the center. Further, a water temperature meter 3c that displays the cooling water temperature is disposed on the left side of the tachometer 3a, and a fuel meter 3d that displays the remaining amount of fuel is disposed on the right side of the speedometer 3b. In addition, a shift speed display portion 3e for displaying the current shift speed is provided at the center. Reference numeral 3f is a warning lamp, and 3g is a trip reset switch for resetting the trip meter. The trip reset switch 3g push button protrudes from the combiometer 3 toward the driver's seat 2, and the driver resets the trip meter by turning the trip reset switch 3g ON for a set time or more via the push button. Is done.

  In addition, a multi-information display (hereinafter abbreviated as “MID”) 12 is provided at the bottom of the tachometer 3a as a display means for switching a plurality of display screens to display information such as travel distance, fuel consumption, and engine driving force. Has been. In addition, a fuel consumption meter 13 for indicating economical driving based on the difference between the instantaneous fuel consumption and the trip average fuel consumption is disposed below the speedometer 3b.

  Further, as shown in FIG. 3, the mode selection switch 8 is a shuttle switch with a push switch, and is referred to as an “operator” in the following because it is an external operator (generally a driver. By operating the ring-shaped operation knob 8a, three modes to be described later (a normal mode 1 as a first mode, a save mode 2 as a second mode, and a power mode 3 as a third mode) are described. Can be selected. That is, in this embodiment, the left switch is turned on by rotating the operation knob 8a to the left and the normal mode 1 is selected, and the right switch is turned on by turning the control knob 8a and the power mode 3 is selected. On the other hand, by pushing the operation knob 8a downward, the push switch is turned on and the save mode 2 is selected. By assigning save mode 2 to the push switch, for example, even when the push switch is accidentally turned on during operation, output mode is suppressed in save mode 2 as described later, so the mode is saved. Even if the mode is switched to mode 2, the driving force does not increase suddenly, and the driver can drive with peace of mind.

  Here, the output characteristics of the modes 1 to 3 will be briefly described. The normal mode 1 is a mode suitable for normal operation, which is set so that the output torque changes almost linearly with respect to the depression amount (accelerator opening) of the accelerator pedal 14 (see FIG. 11 (a)). .

    In save mode 2, the engine torque is saved, and the engine torque is saved in synchronization with the lockup control of the transmission in a vehicle equipped with an automatic transmission. It is set to a mode where you can enjoy the accelerator work. Furthermore, since the save mode 2 suppresses the output torque, both easy drive performance and low fuel consumption (economic efficiency) can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and performance that emphasizes ease of handling in practical areas such as in the city is set. Yes.

  Power mode 3 has an output characteristic with excellent response from the low engine speed range to the high engine speed range. Furthermore, in the case of a vehicle equipped with an automatic transmission, the shift up point is changed in synchronization with the engine torque. It is set to a power-oriented mode that enables aggressive driving in a sporty driving situation on a winding road. That is, in this power mode 3, a high response characteristic is set with respect to the depression amount of the accelerator pedal 14, and for example, if the vehicle is equipped with a 3-liter engine, the potential of the 3-liter engine can be maximized. Thus, the maximum torque is set to be generated at an early timing. The driving force command value (target torque) for each mode (normal mode 1, save mode 2, power mode 3) is set based on two parameters, engine speed and accelerator opening, as will be described later. To do.

  The display changeover switch 10 is operated when changing the information displayed on the MID 12, and is provided with a forward switch part 10a, a reverse switch part 10b, and an initial screen return switch part 10c. FIG. 4 illustrates items for each screen displayed on the MID 12. The MID 12 may be a color display.

  In this embodiment, six types of images (a) to (f) are set, and each time the progressive switch 10a is turned on, the images are switched in order from (a) to (f). When the forward switch section 10a is turned on while it is displayed, an initial screen (a) is displayed. On the other hand, when the reverse feed switch unit 10b is turned on, the screen is switched by reverse feed.

  Screen (a) is an initial screen displayed when the ignition switch is turned on. On this screen, an odometer is displayed at the bottom, a trip meter is displayed at the top, and the current mode (“2” indicating save mode 2 in the figure) is displayed at the left end.

  In the screen (b), the trip average fuel consumption [Km / L] calculated based on the trip distance by the trip meter and the total fuel injection pulse width (pulse time) at the trip distance is displayed in the lower row, and for a few seconds in the upper row The instantaneous fuel consumption [Km / L] calculated based on the travel distance and the total fuel injection pulse width (pulse time) at that time is displayed.

  On the screen (c), the operating time from when the engine is started is displayed in the lower part, and the outside air temperature [° C.] is displayed in the upper part.

  On the screen (d), an approximate travelable distance [Km] calculated based on the remaining amount of fuel in the fuel tank and the trip average fuel efficiency is displayed.

  On the screen (e), the accelerator-torque line of the currently selected mode (save mode 2 is shown in the figure) is displayed. In this accelerator-torque line, the vertical axis indicates the engine output torque, the horizontal axis indicates the accelerator opening, and the power display area P is set in the displayed accelerator-torque line. In the power display area P, the power level is displayed linearly from the left side to the right direction (increase) or from the right side to the left direction (decrease) in conjunction with the increase or decrease of the accelerator opening. Therefore, the driver can easily grasp the current driving state by viewing the displayed power level.

  The current time is displayed on the screen (f).

  As shown in FIG. 5, the accelerator-torque line displayed on the screen (e) described above is different for each of the selected normal mode 1, save mode 2, and power mode 3. FIG. 5A shows an accelerator-torque line L1 as a driving force characteristic line displayed when normal mode 1 is selected, and FIG. 10B shows an accelerator as a driving force characteristic line displayed when save mode 2 is selected. A torque line L2 is shown, and an accelerator-torque line L3 as a driving force characteristic line displayed when the power mode 3 is selected is shown in FIG.

  By the way, the screen (e) of FIG. 4 described above may be displayed on the MID 12 as an initial screen when the ignition switch is turned on. In this case, immediately after the initial screen is displayed, the accelerator-torque lines L1, L2, L3 are displayed simultaneously, leaving only the accelerator-torque line corresponding to the currently set mode with a certain time delay, You may make it fade out another accelerator-torque line.

  To compare the driving force characteristics of the accelerator-torque lines L1, L2, and L3 for each mode, the accelerator-torque lines L1 and L3 are overlapped with broken lines in FIG. The accelerator-torque lines L1 and L3 are shown for convenience and are not actually displayed. As shown in FIG. 5B, the power mode 3 has a characteristic in which the throttle change amount is increased with respect to the depression of the accelerator pedal, and the target torque with respect to the accelerator opening is set large. The throttle change amount is set to change almost linearly with respect to the depression amount of the engine, and when compared with the driving force characteristics of the power mode 3, the normal mode 1 has a throttle change amount with respect to the depression of the accelerator pedal. The characteristic is set to be relatively small, and it is set so that good driving performance can be obtained in a normal driving region where the accelerator opening is relatively small.

  The save mode 2 is an intermediate characteristic between the power mode 3 and the normal mode 1, and is set so that the accelerator work can be enjoyed by suppressing the output torque.

  Note that the content displayed in FIG. 5 (the screen shown in FIG. 4E) may be provided with a separate information display in the tachometer 3a and always displayed on the information display. Alternatively, only the display contents shown in FIG. 5 may be displayed on the MID 12, and the other display contents shown in FIG. 4 may be displayed on an information display provided separately.

  The fuel consumption meter 13 indicates the trip average fuel consumption [Km / L] at the neutral position. When the instantaneous fuel consumption [Km / L] is higher than the trip average fuel consumption [Km / L], the indicator 13a is included in the deviation. Accordingly, if the instantaneous fuel consumption [Km / L] is lower than the trip average fuel consumption [Km / L], the pointer 13a swings in the negative (−) direction according to the deviation.

  By the way, as shown in FIG. 6, the vehicle is connected to a meter control device (meter_ECU) 21, an engine control device (E / G_ECU) 22, and transmission control via an in-vehicle communication line 16 such as CAN (Controller Area Network) communication. Control devices such as a device (T / M_ECU) 23, a navigation control device (navigator_ECU) 24, and the like as arithmetic means for controlling the vehicle are connected so as to be able to communicate with each other. Each of the ECUs 21 to 24 is configured mainly by a computer such as a microcomputer, and has a known CPU, ROM, RAM, and nonvolatile storage means such as an EEPROM.

  The meter_ECU 21 controls the entire display of the combination meter 3, and a mode selection switch 8, a display changeover switch 10, a temporary changeover switch 11, and a trip reset switch 3g are connected to the input side. Also connected to the output side are a tachometer 3a, a speedometer 3b, a water temperature gauge 3c, a fuel gauge 3d, and other instruments, a combination meter driving unit 26 for driving a warning lamp 3f, an MID driving unit 27, and a fuel consumption meter driving unit 28. Has been.

  The E / G_ECU 22 controls the operating state of the engine. On the input side, the engine rotation as an operating state detecting means for detecting the engine speed representing a parameter indicating the engine operating state from the rotation of the crankshaft or the like. A number sensor 29, an intake air amount sensor 30 that is disposed immediately downstream of the air cleaner, and the like, and an accelerator opening degree sensor that detects an accelerator opening degree from the amount of depression of the accelerator pedal 14, 31, a throttle opening sensor 32 that detects the opening of a throttle valve (not shown) that is interposed in the intake passage and adjusts the amount of intake air supplied to each cylinder of the engine, and a coolant temperature that indicates the engine temperature Sensors such as a water temperature sensor 33 serving as an engine temperature detecting means are connected to detect the vehicle and the engine operating state. In addition, on the output side of the E / G_ECU 22, the engine drive is controlled by an injector 36 for injecting a predetermined amount of fuel into the combustion chamber, a throttle actuator 37 provided in an electronically controlled throttle device (not shown), and the like. Actuators are connected.

  The E / G_ECU 22 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 36 based on the detection signals from the input sensors. Further, a throttle opening signal is output to the throttle actuator 37 that drives the throttle valve to control the opening of the throttle valve.

  By the way, a plurality of different driving force characteristics are stored in a map format in the non-volatile storage means that constitutes a part of the driving force setting means provided in the E / G_ECU 22. As each driving force characteristic, in this embodiment, three types of mode maps Mp1, Mp2, and Mp3 are provided. As shown in FIGS. 11A to 11C, each mode map Mp1, Mp2, and Mp3 has an accelerator opening. It is composed of a three-dimensional map that stores the driving force instruction value (target torque) at each lattice point with the degree and the engine speed as lattice axes.

  Each mode map Mp1, Mp2, Mp3 is basically selected by operating the mode selection switch 8. That is, when the normal mode 1 is selected by the mode selection switch 8, the normal mode map Mp1 as the first mode map is selected as the mode map, and when the save mode 2 is selected, the save mode map Mp2 as the second mode map is selected. Is selected, and when the power mode 3 is selected, the power mode map Mp3 as the third mode map is selected.

  Hereinafter, the driving force characteristics of the mode maps Mp1, Mp2, and Mp3 will be described. The normal mode map Mp1 shown in FIG. 6A is set to a characteristic that the target torque changes linearly in a region where the accelerator opening is comparatively small, and the maximum target torque is set near the fully open position of the throttle valve. It is set to be. In addition, the save mode map Mp2 shown in FIG. 5B is lower in target torque than the normal mode map Mp1 described above, and suppresses output torque even when the accelerator pedal 14 is fully depressed. Thus, accelerator work such as depressing the accelerator pedal 14 can be enjoyed. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and low fuel consumption can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and a target torque is set that emphasizes ease of handling in practical areas such as in the city. .

  Further, in the power mode map Mp3 shown in FIG. 5C, the rate of change of the target torque with respect to the change of the accelerator opening is set to be large in almost the entire operation region. Therefore, for example, in the case of a vehicle equipped with a 3-liter engine, a target torque that can maximize the potential of the 3-liter engine is set. Note that the extremely low rotational speed region including the idle rotational speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same driving force characteristics.

  Thus, according to this embodiment, when the driver operates the mode selection switch 8 to select any one of the modes 1, 2, 3, the corresponding mode map Mp1, Mp2, or Mp3 is selected, Since the target torque is set based on the mode map Mp1, Mp2, or Mp3, it is possible to enjoy three different types of accelerator responses with one vehicle. The opening / closing speed of the throttle valve is also set so as to operate slowly in the mode map Mp2 and quickly in the mode map Mp3.

  Further, the T / M_ECU 23 performs shift control of the automatic transmission. On the input side, the vehicle speed sensor 41 that detects the vehicle speed from the number of rotations of the transmission output shaft, and the inhibitor that detects the range in which the select lever 7 is set. A switch 42 and the like are connected, and a control valve 43 that performs shift control of the automatic transmission and a lockup actuator 44 that locks up the lockup clutch are connected to the output side. The T / M_ECU 23 determines the set range of the select lever 7 based on the signal from the inhibitor switch 42. When the T / M_ECU 23 is set to the D range, the shift signal is output to the control valve 43 according to a predetermined shift pattern. Shift control. This shift pattern is variably set corresponding to modes 1, 2, and 3 set by the E / G_ECU 22.

  When the lock-up condition is satisfied, a slip lock-up signal or lock-up signal is output to the lock-up actuator 44, and the input / output elements of the torque converter are changed from the converter state to the slip lock-up state or the lock-up state. Switch. At that time, the E / G_ECU 22 corrects the target torque τe in synchronization with the slip lock-up state and the lock-up state. As a result, for example, when the mode M is set to the save mode 2, the target torque τe is corrected to an area where more economical traveling is possible.

  The navigation_ECU 24 is provided in a well-known car navigation system, and detects the position of the vehicle based on position data obtained from a GPS satellite or the like and calculates a guide route to the destination. Then, the current location and taxiway of the vehicle are displayed on the map data on the center display 4. In this embodiment, various information to be displayed on the MID 12 can be displayed on the center display 4.

  Next, the procedure for controlling the operating state of the engine executed by the above-described E / G_ECU 22 will be described with reference to the flowcharts of FIGS.

  When the ignition switch is turned on, first, the starting control routine shown in FIG. 7 is started only once. In this routine, first, in step S1, the mode M (M: normal mode 1, save mode 2, power mode 3) set when the ignition switch was turned off last time is read.

  Then, the process proceeds to step S2 to check whether or not the mode M is the power mode 3. When the power mode 3 is set, the mode M is forcibly set to the normal mode 1 (M ← mode 1), and the routine is terminated.

  When the mode M is set to the normal mode 1 or the save mode 2 other than the power mode 3, the routine is finished as it is.

  As described above, when the mode M when the ignition switch is turned off the last time is set to the power mode 3, the mode M when the ignition switch is turned on is forcibly switched to the normal mode 1 (M ← Mode 1) Even if the accelerator pedal 14 is depressed a little, the vehicle does not start suddenly, and good start performance can be obtained.

  Then, when this start-up control routine ends, the routines shown in FIGS. 8 to 10 are executed every predetermined calculation cycle. First, the mode map selection routine shown in FIG. 8 will be described.

  In this routine, first, the currently set mode M is read in step S11, and in step S12, referring to the value of mode M, any mode (normal mode 1, save mode 2, or power mode 3) is selected. Check if it is set. When the normal mode 1 is set, the process proceeds to step S13. When the save mode 2 is set, the process branches to step S14. When the power mode 3 is set, the process branches to step S15. . Note that, at the time of the first routine execution after turning on the ignition switch, the mode M is either the normal mode 1 or the save mode 2, so that the process does not branch to step S15. However, when the driver turns the operation knob 8a of the mode selection switch 8 to the right and selects the power mode 3 after turning on the ignition switch, the mode M is set to the power mode 3 in step S23 described later. In the subsequent routine execution, the process branches from step S12 to step S15.

  Then, when it is determined that the normal mode 1 is set and the process proceeds to step S13, the normal mode map Mp1 stored in the non-volatile storage means of the E / G_ECU 22 is set as the current mode map. Proceed to S19. If it is determined that the save mode 2 is set and the process branches to step S14, the save mode map Mp2 is set as the current mode map, and the process proceeds to step S19.

  On the other hand, if it is determined that the power mode 3 is set and the process branches to step S15, the cooling water temperature Tw detected by the water temperature sensor 33 that detects the engine temperature from the cooling water temperature and the set lower limit temperature are detected in steps S15 and S16. The warm-up determination temperature TL and the high temperature determination temperature TH as the set upper limit temperature are compared. In step S15, when it is determined that the cooling water temperature Tw is equal to or higher than the warm-up determination temperature TL (Tw ≧ TL) and it is determined in step S16 that the cooling water temperature Tw is lower than the high temperature determination temperature TH (Tw <TH). The process proceeds to step S17.

  On the other hand, if it is determined in step S15 that the coolant temperature Tw is lower than the warm-up determination temperature TL (Tw <TL), or if it is determined in step S16 that the coolant temperature Tw is equal to or higher than the high-temperature determination temperature TH (Tw ≧ TH), step The process branches to S18, mode M is set to normal mode 1 (M ← mode 1), and the process returns to step S13.

  Thus, in this embodiment, after the ignition switch is turned on, even when the driver operates the mode selection switch 8 and selects the power mode 3, the cooling water temperature Tw is equal to or lower than the warm-up determination temperature TL. Alternatively, when the temperature is higher than the high temperature judgment temperature TH, the engine is forcibly returned to the normal mode 1. Therefore, the exhaust emission is suppressed during warm-up operation, and the engine output is suppressed by suppressing the output at high temperatures. , And peripheral devices can be protected from heat damage. When the mode M is forcibly returned to the normal mode 1, the warning lamp 3f is turned on or blinks to notify the driver that the mode M has been forcibly returned to the normal mode 1. In this case, it may be notified by a buzzer or voice.

  Next, when any of Steps S13, S14, and S17 proceeds to Step S19, it is checked whether or not the mode selection switch 8 has been turned ON. If not, the routine is exited as it is. When the ON operation is performed, the process proceeds to step S20 to determine which mode M the driver has selected.

  When it is determined that the driver has selected the S mode (the knob 8a has been rotated counterclockwise), the process proceeds to step S21, the mode M is set to the normal mode 1 (M ← mode 1), and the routine is exited. When it is determined that the driver has selected save mode 2 (pushing knob 8a) (M ← mode 2), the process proceeds to step S22, and mode M is set in save mode 2 (M ← mode 2). , Exit the routine. When it is determined that the driver has selected the power mode 3 (the knob 8a is rotated to the right), the process proceeds to step S23, the mode M is set in the power mode 3 (M ← mode 3), and the routine is exited. .

  By the way, in this embodiment, since the mode M can be set to the power mode 3 by operating the knob 8a of the mode selection switch 8 after turning on the ignition switch, it is also possible to start in the power mode 3. is there. However, in this case, since the driver has consciously selected the power mode, even if a large driving force is generated at the time of starting, the driver will not panic.

  Next, the engine control routine shown in FIG. 9 will be described.

  In this routine, first, in step S31, the currently selected mode map (Mp1, Mp2, or Mp3: see FIG. 11) is read, and subsequently, the engine speed Ne detected by the engine speed sensor 29 in step S32 and the engine speed Ne. Then, the accelerator opening degree θacc detected by the accelerator opening degree sensor 31 is read.

  Thereafter, the process proceeds to step S33, and the target torque τe as a driving force instruction value is determined by referring to the mode map read in step S31 with interpolation calculation based on both parameters Ne and θacc.

  Next, the process proceeds to step S34, and the target throttle opening degree θe, which is the final driving force instruction value corresponding to the target torque τe, is determined.

  Thereafter, the process proceeds to step S35, where the throttle opening degree θth detected by the throttle opening degree sensor 32 is read. In step S36, the throttle opening degree θth is provided in the electronically controlled throttle device so as to converge to the target throttle opening degree θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled to exit the routine.

  As a result, when the driver operates the accelerator pedal 14, the driver selects the mode M (M: normal mode 1, save mode 2, power mode 3) using the accelerator opening θacc and the engine speed Ne as parameters. When the throttle valve opens and closes according to the corresponding mode map Mp1, Mp2, Mp3 and mode M is set to normal mode 1, the output torque is almost linear with respect to the accelerator pedal depression amount (accelerator opening θacc). Therefore, normal operation can be performed.

  In addition, when the save mode 2 is set, since the increase in the target torque is suppressed, not only can the accelerator work such as depressing the accelerator pedal 14 be enjoyed, but also easy driving and low fuel consumption. And both can be balanced. Therefore, for example, even a vehicle equipped with a 3 liter engine can perform smooth driving while ensuring sufficient output equivalent to a 2 liter engine, and can obtain good driving performance in a practical area such as a city. it can.

  Further, when the power mode 3 is set, a high response can be obtained, so that a sportier run can be obtained.

  As a result, three different types of accelerator responses can be enjoyed with one vehicle. Therefore, the driver can arbitrarily select a desired driving force characteristic even after purchasing the vehicle, and one vehicle can drive three vehicles having different characteristics.

  In this embodiment, the mode M is temporarily switched when the temporary switch 11 provided on the steering wheel 9 is operated or when the select lever 7 is set to the R range. This temporary switching control is executed according to the temporary switching control routine shown in FIG.

  In this routine, first, in step S51, it is determined based on a signal from the inhibitor switch 42 whether or not the select lever 7 is set to the R range. If the select lever 7 is set to the R range, the process proceeds to step S52. If the select lever 7 is set to a range other than the R range, the process proceeds to step S55.

  In step S52, the current mode M is referred to, and if it is other than the power mode 3, the routine is directly exited. When the mode M is the power mode 3, the process proceeds to step S53, the reverse flag FR is set (FR ← 1), the process proceeds to step S54, and the mode M is set in the normal mode 1 (M ← mode 1). ) Exit the routine.

  Thus, in this embodiment, when the select lever 7 is set to the R range in the state where the mode M is set to the power mode 3, the mode M is forcibly switched to the normal mode 1, so that the vehicle travels backward. In this case, even if the accelerator pedal 14 is depressed slightly, the vehicle is not suddenly moved backward, and good reverse running performance can be obtained.

  On the other hand, if it is determined in step S51 that the select lever 7 is set to a range other than the R range and the process proceeds to step S55, the value of the reverse flag FR is referred to and FR = 1, that is, the select lever 7 is moved to the R range. In the first routine after switching to another range, the process proceeds to step S56, the mode M is returned to the power mode 3 (M ← mode 3), the process proceeds to step S57, and the reverse flag FR is cleared (FR ←). 0), go to step S58.

  As a result, when the select lever 7 is set to the R range, after the mode M is forcibly switched from the power mode 3 to the normal mode 1 and the select lever 7 is set to the D range, for example, the mode M is automatically set. Therefore, since the original power mode 3 is restored, the driver can start the vehicle without a sense of incongruity.

  If it is determined in step S55 that the value of the reverse flag FR is FR = 0, the process jumps to step S58.

  Thereafter, when the process proceeds from step S55 or step S57 to step S58, it is checked whether or not the temporary changeover switch 11 is turned on. When the temporary changeover switch 11 is not turned on, the routine is exited as it is.

  On the other hand, when it is determined that the temporary changeover switch 11 is turned on, the process proceeds to step S59, where the current mode M is read, and in step S60, it is checked whether or not the mode M is the power mode 3.

  When the mode M is a mode other than the power mode 3 (normal mode 1 or save mode 2), the process proceeds to step S61, and the previous mode M (n-1) is set as the current mode M (M (n -1) ← M), the process proceeds to step S62, the current mode M is set to the power mode 3 (M ← mode 3), and the routine is exited.

  Thus, in this embodiment, even when the mode selection switch 8 sets the mode M to the normal mode 1 or the save mode 2, the mode M can be powered by turning on the temporary changeover switch 11 on the hand side. It is possible to switch to mode 3. As a result, for example, when driving on an uphill that requires power, the mode M can be temporarily switched from the normal mode 1 or the save mode 2 to the power mode 3 for a good driving performance. Obtainable. Further, since the temporary changeover switch 11 is provided on the steering wheel 9, the driver can easily switch the mode M without releasing his hand from the steering wheel 9, and the operability is good.

  If it is determined in step S60 that the current mode M is the power mode 3 and the process branches to step S63, the mode M is set to the previous mode M (n-1) and the routine is exited.

  As a result, the temporary changeover switch 11 is turned on, the mode M is temporarily switched to the power mode 3, and then the temporary changeover switch 11 is turned on again to change the mode M to the original mode M (normal mode). 1 or save mode 2).

  Next, the control of the fuel consumption meter 13 executed by the meter_ECU 21 will be described.

  In the present embodiment, the meter_ECU 21 receives the fuel injection pulse width (pulse time) calculated by the E / G_ECU 22 and the vehicle speed signal from the vehicle speed sensor 41 read by the T / M_ECU 23 through the in-vehicle communication line 16. Has been.

  Based on these input signals, the meter_ECU 21 calculates a fuel injection amount Fi and a travel distance Li within a preset time t (for example, t = 0.1 [s]), and sets these parameters. Based on this, the instantaneous fuel consumption Fci is calculated. In parallel with this, the integrated values F and L of the fuel injection amount Fi and the travel distance Li, which are repeatedly calculated continuously every set time t, are calculated, respectively, and the average fuel consumption Fc is calculated therefrom.

  And meter_ECU21 displays the deviation (DELTA) Fc of the instantaneous fuel consumption Fci with respect to the current average fuel consumption Fc as fuel consumption information with respect to the fuel consumption meter 13 as a display means. That is, in this embodiment, when the deviation ΔFc is a positive value, the meter_ECU 21 moves the pointer 13a to the neutral position with a swing width corresponding to the deviation amount | ΔFc | by driving control of the pointer 13a through the fuel consumption meter driving unit 28. On the other hand, swing in the positive direction.

  On the other hand, when the deviation ΔFc is a negative value, the meter_ECU 21 causes the pointer 13a to move in the negative direction with respect to the neutral position with a swing width corresponding to the deviation amount | ΔFc | To shake.

  Here, the meter_ECU 21 can change the swing width of the pointer 13 according to the deviation ΔFc for each of the engine modes 1, 2, and 3. That is, the meter_ECU 21 is preset with gains (G1, G2, G3) for defining the swing width of the pointer 13 for each of the engine modes 1, 2, and 3. When the operation signal is input from the mode selection switch 8, the meter_ECU 21 determines the newly selected engine mode and switches to the corresponding gain. Here, each of the gains G1, G2, and G3 corresponds to, for example, the engine mode 3 that has the largest gain G2 corresponding to the engine mode 2 that is most suitable for low fuel consumption driving and has the highest response to the driver's accelerator operation. The gain G3 is set to the smallest value.

  Specifically, for example, the gain G1 is set to a gain that displays a range of −15 [Km / L] to 15 [Km / L] as a full scale, and the gain G2 is set to −10 [Km / L] to 10 [ The gain G3 is set to a gain that displays the range of -30 [Km / L] to 30 [Km / L] as a full scale. As described above, in this embodiment, the meter_ECU 21 sets the full-scale display of the fuel consumption information as compared to other modes as the mode of the driving force characteristic of the vehicle is higher in response to the driver's accelerator work. Set relatively wide.

  Further, when the trip reset switch 3g is turned on by a long press operation for a set time or more by the driver, the meter_ECU 21 resets the fuel injection amount and the accumulated values F and L of the travel distance so far. The integrated values F and L are not limited to being cleared in conjunction with the trip reset switch 3g. For example, the accumulated values F and L are cleared in conjunction with opening of the fuel flapper at the time of refueling. There may be.

  Thus, in this embodiment, the meter_ECU 21 has functions as an instantaneous fuel consumption calculation unit, an average fuel consumption calculation unit, and a display control unit.

  Such control of the fuel consumption meter 13 by the meter_ECU 21 is repeatedly executed at every set time according to the flowchart of the fuel consumption meter display control routine shown in FIG. 12, for example.

  In this routine, first, in step S71, the current instantaneous fuel consumption Fci is calculated. That is, in step S71, for example, the fuel injection pulse within the set time t is counted, and the fuel injection amount Fi is obtained by the following equation (1) using the count value C of the fuel injection pulse. The calculation of the fuel injection amount Fi may be performed by the E / G_ECU 22.

Fi = Q × C × K1 (1)
Here, in the equation (1), Q corresponds to the fuel flow rate when the injector is fully opened for 1 second, and K1 is a coefficient.

  Next, for example, using the vehicle speed V detected by the vehicle speed sensor 41, the travel distance Li within the set time t is obtained by the following equation (2).

Li = V × t × K2 (2)
Here, in Equation (2), K2 is a coefficient.

  Thereafter, from the fuel injection amount Fi and the travel distance Li, the current instantaneous fuel consumption Fci is obtained by, for example, the following (3).

Fci = Li / Fi (3)
Then, when the process proceeds from step S71 to step S72, it is checked whether or not the trip reset switch 3g is turned on. If it is determined that the trip reset switch 3g is turned on, the process proceeds to step S73, where After the integrated value F of the fuel injection amount is reset (L ← 0, F ← 0), the process proceeds to step S74. On the other hand, if it is determined in step S72 that the trip reset switch 3g has not been turned ON, the process proceeds directly to step S74.

  When the process proceeds from step S72 or step S73 to step S74, the travel distance integrated value L and the fuel injection amount integrated value F are updated using the travel distance Li and the fuel injection amount calculated in step S71 described above (L ← L + Li, F ← F + Fi).

  Thereafter, in step S75, the average fuel consumption Fc from the reset of the trip meter count value to the present is calculated from the above-mentioned travel distance integrated value L and fuel injection amount integrated value F. For example, the following equation (4) Ask for.

Fc = L / F (4)
In step S76, the deviation ΔFc of the instantaneous fuel consumption Fci with respect to the current average fuel consumption Fc is obtained by, for example, the following equation (5).

ΔFc = Fci−Fc (5)
Thereafter, when the process proceeds from step S76 to step S77, the currently set gain G is read, and in the subsequent step S78, it is checked whether or not the mode selection switch 8 is turned on. If it is determined in step S78 that the mode selection switch 8 is turned on, the process proceeds to step S80. If it is determined that the mode selection switch 8 is not turned on, the process proceeds to step S79.

  When the process proceeds from step S78 to step S79, it is checked whether or not the temporary changeover switch 11 is turned on. When it is determined that the temporary changeover switch 11 is turned on, the process proceeds to step S80, and when it is determined that the temporary changeover switch 11 is not turned on. Advances to step S84.

  When the process proceeds from step S78 or step S79 to step S80, the engine mode newly selected by the ON operation of the mode selection switch 8 or the temporary changeover switch 11 is determined. As a result, if it is determined that mode 1 is newly selected as the engine mode, the process proceeds to step S81, the gain G is switched to G1, and then the process proceeds to step S84. If it is determined that mode 2 is newly selected as the engine mode, the process proceeds to step S82, the gain G is switched to G2, and then the process proceeds to step S84. If it is determined that mode 3 is newly selected as the engine mode, the process proceeds to step S83, the gain G is switched to G3, and then the process proceeds to step S83.

  When the process proceeds from step S79 or any of steps S81 to S83 to step S84, the deviation ΔFc is multiplied by the currently set gain G to calculate the deflection width (control instruction value) of the pointer 13a, and then the routine is exited. .

  As a result, the fuel consumption meter driving unit 28 drives an actuator (for example, a stepping motor 28a: see FIG. 6) connected to the pointer 13a with a driving amount corresponding to the control instruction value, thereby, for example, FIG. As shown in (c) to (c), the fuel consumption meter 13 is displayed and controlled with a variation width of the pointer 13a for each engine mode 1, 2 and 3. FIGS. 13A to 13C show display examples of the fuel consumption meter 13 in each engine mode when the deviation ΔFc = 10 [Km / L]. FIG. A display at a certain time, a display when (b) is in engine mode 2, and a display when (c) is in engine mode 3 are shown.

  According to such fuel consumption meter control, the instantaneous fuel consumption Fci of the vehicle is calculated based on the travel distance Li and the fuel injection amount Fi within the set time t, and the travel distance Li and the calculated repeatedly at every set time t and By calculating the average fuel consumption Fc of the vehicle based on the integrated values L and F of the fuel injection amount Fi, and displaying the deviation ΔFc of the instantaneous fuel consumption Fci with respect to the average fuel consumption Fc on the fuel consumption meter 13 as fuel consumption information, it is always appropriate. It is possible to display fuel consumption information at the time of traveling based on the fuel consumption value (average fuel consumption). That is, by using the average fuel consumption, it is possible to use a fuel consumption value that sufficiently reflects the aging of the vehicle, the skill of the driver, etc. as a reference, and display a deviation from the instantaneous fuel consumption based on such a fuel consumption value. Thus, the fuel consumption information as the travel information can be displayed in a useful and optimal form.

  At this time, by displaying the deviation ΔFc on the fuel consumption meter 13 with a different full scale display for each engine output mode, the fuel consumption information can be displayed in an optimum form suitable for the driver's feeling. That is, for example, in the I mode in which improvement in fuel consumption is expected, the driver can be encouraged to drive carefully by setting the gain relatively large and controlling the swing width of the pointer 13a with respect to the deviation ΔFc. . On the other hand, for example, in engine mode 3 in which a high response to the accelerator work is required, the gain 13 is set to be relatively small and the fluctuation width of the pointer 13a with respect to the deviation ΔFc is controlled, so that the pointer 13a is It is possible to reduce the driver's uncomfortable feeling due to a large swing. For example, by setting the gain G3 corresponding to the engine mode 3 to “zero”, the pointer 13a can be held at the neutral position when the engine mode 3 is selected.

  Further, by displaying on the fuel consumption meter 13 by swinging the pointer 13a with respect to the neutral position, the driver can easily recognize the fuel consumption information visually.

  In addition, the travel distance and the integrated values L and F of the fuel injection amount are reset in conjunction with the reset operation of the trip meter of the driver (operation on the trip reset switch 3g) so that the driver matches the timing for calculating the fuel consumption. The average fuel economy calculation can be restarted.

Here, in the calculation of the average fuel consumption by the meter_ECU 21, the average fuel consumption directly calculated from the integrated value L of the travel distance and the integrated value F of the fuel injection amount is used as the average (previous) average fuel consumption value. It is also possible to calculate a value obtained by weighted average calculation as a final average fuel consumption. In this case, assuming that the average fuel consumption (intermediate value) obtained from the integrated values L and F is Fca, and the past average fuel consumption is Fc (n-1), the average fuel consumption Fc is obtained by the following equation (6).
Fc = (((Fc (n-1). (K3-1)) + Fca) / K3 (6)
Here, in equation (6), K3 is a weighting coefficient.

  In this way, by calculating the average fuel consumption Fc using the past average fuel consumption, the pointer 13a can be smoothly swung.

  Further, in such calculation of the average fuel consumption Fc, the weighting coefficient K3 can be switched for each engine mode. In this case, the value of the weighting coefficient corresponding to each engine mode corresponds to the engine mode 3 having the smallest value corresponding to the engine mode 2 most suitable for low fuel consumption traveling and the highest response to the driver's accelerator operation. It is desirable that the value is set to a large value. For example, the weighting coefficient K3 corresponding to each engine mode is set such that the coefficient corresponding to the engine mode 1 is K3 = 500, the coefficient corresponding to the engine mode 2 is K3 = 100, and the coefficient corresponding to the engine mode 3 is K3 = 1000. By doing so, the rapid change of the pointer 13a can be suppressed as the engine mode becomes more responsive.

  Here, in order to favorably indicate to the driver the improvement in fuel consumption by the fuel consumption meter 13, in particular, the above-described gain G (= G2) and weighting coefficient K3 corresponding to the engine mode 2 in which the improvement in fuel consumption can be expected most is obtained. For example, it is preferable to set based on the following requirements.

  That is, the gain G2 corresponding to the engine mode 2 is a deviation ΔFc calculated corresponding to at least the accelerator operation amount that allows the driver to feel that the accelerator operation has been performed, and the average fuel consumption Fc hardly changes. It is preferable that the region (first region) indicating the deviation ΔFc at the time is set on the fuel consumption meter 13 so as to occupy approximately 1/5 of the whole centered on the zero point. Further, the gain G2 corresponding to the engine mode 2 has a region (second region) for indicating the deviation ΔFc when the average fuel consumption Fc changes greatly on the positive side and the negative side of the fuel consumption meter 13, respectively. It is preferably set to occupy / 4.

  In consideration of these requirements, in this embodiment, the gain G2 corresponding to the engine mode 2 specifically has a deviation ΔFc in the range of −10 [Km / L] to 10 [Km / L] as described above. Is set to be displayed on the fuel consumption meter 13. As a result, in the engine mode 2, for example, the deviation ΔFc = −2 [Km / L] to 2 [2] when the average fuel consumption Fc hardly changes in a region that occupies approximately 1/5 of the entire center of the fuel consumption meter 13. Km / L] is assigned. Further, the deviation ΔFc = 5 [Km / L] to when the average fuel consumption Fc changes greatly (obviously) in the regions that occupy approximately ¼ of the total at both the positive and negative ends of the fuel consumption meter 13. 10 [Km / L] and −10 [Km / L] to −5 [Km / L] are assigned (see FIG. 14).

  In addition, the weighting coefficient K3 corresponding to the engine mode 2 is set to a value that causes the deviation ΔFc to fluctuate (sensitively) with respect to the driver's accelerator work at least within a specific area set in advance. It is preferred that Specifically, the weighting coefficient K3 corresponding to the engine mode 2 is, for example, within a region that occupies 1/5 of the whole at the center of the fuel consumption meter 13 (that is, within the above-described first region). It is preferable that the deviation ΔFc is set to a value that varies sensitively with respect to the accelerator work. In consideration of such requirements, in this embodiment, the weighting coefficient K3 corresponding to the engine mode 2 is set to K3 = 100 as described above.

  In this way, by assigning the area corresponding to the deviation ΔFc when the driver feels the accelerator operation and the average fuel efficiency Fc hardly changes to the area occupying 1/5 of the entire fuel consumption meter 13, the driver Therefore, the fluctuation of the deviation ΔFc can be suitably close-up on the fuel consumption meter 13 even when the change in the average fuel consumption Fc is small, without feeling excessive troublesomeness. Then, by varying the deviation ΔFc of the close-up region in this manner with good followability with respect to the driver's accelerator work, the fuel consumption meter 13 of the present embodiment has, for example, an average fuel consumption as in acceleration. In addition to the driving state where Fc changes greatly, the driver can be made aware of careful accelerator work even in the driving state where the change in the average fuel consumption Fc is small, such as when driving at a constant speed.

  Note that the above-mentioned cane G and weighting coefficient K3 differ not only among the vehicle types but also among the modes. In this embodiment, the gain G and the weighting coefficient K3 respectively corresponding to the engine modes 1 and 3 are set to appropriate values with the gain G and the weighting coefficient K3 corresponding to the engine mode 2 as a reference, for example. In addition, the gain G and the weighting coefficient K3 respectively corresponding to the engine modes 1 and 3 may be set in consideration of the same requirements as the requirements shown in the engine mode 2.

  Further, the meter_ECU 21 may calculate a plurality of sets of the combination of the integrated value L of the travel distance and the integrated value F of the fuel injection amount at different reset timings at the same time, and obtain the average fuel consumption Fc for each set. . Then, by calculating the deviation ΔFc using the average fuel efficiency Fc selected by the driver from among the plurality of average fuel efficiency Fc, the fuel efficiency information required by the driver in each driving scene can be effectively displayed. In such a configuration, it is desirable that the average fuel consumption (see FIG. 4B) displayed on the multi-information display 12 is the same value as the average fuel consumption used for display on the fuel consumption meter 13.

  Further, in the calculation of the control instruction value by the meter_ECU 21, for example, by converting the deviation ΔFc with an exponential function, for example, as shown in FIG. 15, the change amount of the control instruction value is increased as the deviation amount | ΔFc | It is also possible to increase it exponentially. If comprised in this way, the shake | fluctuation in the neutral position vicinity of the pointer | guide 13a can be suppressed.

  In addition, the meter_ECU 21 can change the follow-up characteristic (follow-up time) with respect to the target value of the deflection of the pointer 13a calculated by the fuel consumption meter drive unit 28 based on the control instruction value for each engine mode, for example. . Even in this case, the rapid change of the pointer 13a can be suppressed by setting the tracking time longer as the engine mode with higher response is obtained.

  The present invention is not limited to the above-described embodiment. For example, the mode map may be set with two types or four or more types having different driving force characteristics, and the driver has different characteristics with one vehicle. It is possible to drive two or four or more vehicles. Further, the driving force characteristics of this mode map may be changed according to the driver's preference.

  Furthermore, in the present embodiment, the case where the target torque is set using a plurality of mode maps having a plurality of different driving force characteristics based on the accelerator opening and the engine speed is illustrated, but the present invention is not limited thereto, The target torque of the driving force characteristic may be obtained by calculation from the accelerator opening and the engine speed.

  In this embodiment, the throttle actuator 37 that drives the throttle valve provided in the electronically controlled throttle device has been described as a control target. However, the control target is not limited to this. For example, in a diesel engine, the control target is an injector drive. The fuel injection amount injected from the injector driving device may be set based on the target torque τe. Further, in an engine in which an intake valve is opened and closed by an electromagnetic valve mechanism, the object to be controlled is an electromagnetic valve mechanism, and the valve opening degree of the intake valve driven by this electromagnetic valve mechanism is set based on the target torque τe. Anyway.

  In the fuel consumption meter display control described above, an example in which the gain for displaying the fuel consumption meter 13 is switched when either the mode selection switch 8 or the temporary changeover switch 11 is turned on has been described. For example, the gain can be switched only when the mode selection switch 8 is turned on. With this configuration, it is possible to prevent frequent fluctuations in the deflection width of the pointer 13a each time the driver operates the temporary changeover switch 11 during overtaking driving or the like.

  In the fuel consumption meter display control described above, an example in which the swing width of the pointer 13a is controlled with a gain different for each engine mode has been described. However, the present invention is not limited to this, and a single gain is used. May be.

  Further, the display of the fuel consumption information on the fuel consumption meter 13 is not limited to the pointer type. Also, the display state may be displayed in different colors (for example, the negative side is yellow and the positive side is green) with the neutral position as the center and the negative side and the positive side.

  Of course, the fuel consumption meter display control described above can be applied to a vehicle equipped with various power units. Here, for example, when the fuel consumption meter control described above is applied to a power unit that coexists the driving force characteristics of a plurality of modes by switching the transmission speed characteristics of the transmission to a plurality of modes with respect to a single engine mode, it is set to the transmission. The gain may be switched for each mode.

  In the fuel consumption meter display control described above, an example in which the average fuel consumption is appropriately reset according to the operation of the trip reset switch or the like has been described. However, the present invention is not limited to this, for example, running from the time of delivery. Of course, the average fuel consumption may be calculated based on the integrated value of the distance and the integrated value of the fuel injection amount.

[Additional Item 1]
Instantaneous fuel consumption calculation means for calculating the instantaneous fuel consumption of the vehicle based on the travel distance and the fuel injection amount within a preset set time;
Average fuel consumption calculating means for calculating the average fuel consumption of the vehicle based on the integrated value of the travel distance and the integrated value of the fuel injection amount;
A display device for a vehicle, comprising: display control means for displaying a deviation of the instantaneous fuel consumption with respect to the average fuel consumption on the display means as fuel consumption information.

[Appendix 2]
The average fuel consumption calculating means calculates the average fuel consumption calculated directly from the integrated value of the travel distance and the integrated value of the fuel injection amount, and finally calculates a value obtained by weighted average calculation using the past average fuel consumption. The vehicular display device according to claim 1, wherein the average fuel consumption is calculated as an average fuel efficiency.

[Additional Item 3]
The weighting coefficient used for the weighted average calculation is a value that causes a deviation between the average fuel consumption and the instantaneous fuel consumption to vary sensitively to a driver's accelerator work at least in a predetermined region. The vehicle display device according to Additional Item 2.

[Additional Item 4]
The specific area is an area that is a deviation calculated corresponding to at least an accelerator operation amount that allows the driver to feel that the accelerator operation has been performed, and that indicates a deviation when the average fuel consumption hardly changes. Item 3. The vehicle display device according to additional item 2, wherein

[Additional Item 5]
The vehicle display device according to claim 4, wherein the display control means sets the full scale of the display means so that the specific area occupies approximately 1/5 of the whole display means.

[Additional Item 6]
The display control means is further configured so that the area indicating the deviation when the average fuel consumption changes greatly occupies approximately 1/4 of the whole on the plus side and the minus side of the display means. The vehicle display device according to additional item 5, wherein a scale is set.

[Additional Item 7]
Installed in vehicles that can switch the driving force characteristics of the power unit to multiple modes,
The vehicle display device according to any one of appendices 2 to 6, wherein the average fuel consumption calculation means performs the weighted average calculation using a different weighting coefficient for each mode.

[Additional Item 8]
Item 7 is characterized in that the value of the weighting coefficient is a relatively larger value than the other modes as the mode of the driving force characteristic is a mode having higher responsiveness to the driver's accelerator work. The vehicle display device described.

[Additional Item 9]
The average fuel consumption value calculating means resets the integrated value of the travel distance and the fuel injection amount in conjunction with a trip meter resetting operation by a driver. The vehicle display device described in 1.

[Additional Item 10]
The average fuel consumption calculating means calculates a plurality of sets starting from different reset timings for a combination of the integrated value of the travel distance and the integrated value of the fuel injection amount, and calculates the average fuel consumption for each set,
The display device for vehicles according to claim 9, wherein the display control means obtains a deviation from the instantaneous fuel consumption using an average fuel consumption selected by the driver from the plurality of average fuel consumptions.

[Additional Item 11]
The display control means increases the amount of change in the control instruction value when the deviation is displayed on the display means as fuel consumption information exponentially with an increase in the deviation amount. Item 11. The vehicle display device according to any one of Item 10.

[Additional Item 12]
The display means is a pointer-type meter that displays fuel consumption information by swinging the pointer with respect to the neutral position,
When the deviation is a positive value, the display control means causes the pointer to swing in a plus direction with a swing width according to the deviation amount, and when the deviation is a negative value, the pointer moves in a minus direction with a swing width according to the deviation amount. The vehicle display device according to any one of the supplementary items 1 to 11, wherein the display device for a vehicle is shaken.

[Additional Item 13]
Installed in vehicles that can switch the driving force characteristics of the power unit to multiple modes,
13. The vehicular display device according to claim 12, wherein the display control unit varies the follow-up characteristic with respect to a target value of the deflection of the pointer for each mode.

[Additional Item 14]
14. The vehicle display device according to any one of supplementary items 1 to 13, wherein the display means is disposed on a speedometer.

A perspective view of the instrument panel and center console from the driver's seat side Front view of combination meter Perspective view of mode selection switch Explanatory drawing showing a display example of the multi-information display Explanatory drawing showing a display example of the multi-information display when the mode is switched Configuration diagram of driving force control device Flowchart showing start-up control routine Flow chart showing mode map selection routine Flow chart showing engine control routine Flow chart showing temporary switching control routine (A) is a conceptual diagram of a normal mode map, (b) is a conceptual diagram of a save mode map, and (c) is a conceptual diagram of a power mode map. Flow chart showing fuel consumption meter display control routine Explanatory drawing showing the swing width of the pointer in each engine mode in comparison Explanatory drawing showing each area on the fuel consumption meter Characteristic diagram of control command value against deviation

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Instrument panel, 3 ... Combimeter, 3b ... Speedometer display part, 3g ... Trip reset switch, 8 ... Mode selection switch, 11 ... Temporary changeover switch, 13 ... Fuel consumption meter (display means), 13a ... Pointer, 21 ... meter_ECU (instantaneous fuel consumption calculation means, average fuel consumption calculation means, display control means), 28 ... fuel consumption meter drive unit, 36 ... injector, 41 ... vehicle speed sensor, ΔFc ... deviation, F ... integrated value of fuel injection amount, Fc ... Average fuel consumption, Fci ... instantaneous fuel consumption, Fi ... fuel injection amount, G ... gain, G1, G2, G3 ... gain, t ... set time

Claims (10)

Instantaneous fuel consumption calculation means for calculating the instantaneous fuel consumption of the vehicle based on the travel distance and the fuel injection amount within a preset set time;
Average fuel consumption calculating means for calculating the average fuel consumption of the vehicle based on the integrated value of the travel distance and the integrated value of the fuel injection amount;
Display control means for displaying a deviation of the instantaneous fuel efficiency with respect to the average fuel efficiency on the display means as fuel efficiency information,
The average fuel consumption calculating means calculates the average fuel consumption calculated directly from the integrated value of the travel distance and the integrated value of the fuel injection amount, and finally calculates a value obtained by weighted average calculation using the past average fuel consumption. Calculated as the average fuel economy,
The weighting coefficient used for the weighted average calculation is a value that causes a deviation between the average fuel consumption and the instantaneous fuel consumption to vary sensitively to a driver's accelerator work at least in a predetermined region. A vehicle display device.   The specific area is a deviation calculated corresponding to an accelerator operation amount at which at least a driver can perform an accelerator operation, and a deviation when the average fuel efficiency hardly changes with respect to the instantaneous fuel efficiency. The vehicle display device according to claim 1, wherein the vehicle display device is an area for indexing.   3. The vehicle display device according to claim 2, wherein the display control means sets the full scale of the display means so that the specific area occupies approximately 1/5 of the entire display means.   The display control means is configured such that an area for indexing the deviation when the average fuel efficiency greatly changes with respect to the instantaneous fuel efficiency is the whole on the plus side and the minus side centering on the zero point that is the neutral position of the display means. 4. The vehicle display device according to claim 3, wherein the full scale of the display means is set so as to occupy approximately 1/4 of the above. Installed in vehicles that can switch the driving force characteristics of the power unit to multiple modes,
The vehicle display device according to any one of claims 1 to 4, wherein the average fuel consumption calculation means performs the weighted average calculation using a different weighting coefficient for each mode.   6. The value of the weighting coefficient is a value that is relatively larger than other modes as the mode of the driving force characteristic is higher in response to the driver's accelerator work. The vehicle display device described.   The average fuel consumption value calculating means resets the integrated value of the travel distance and the fuel injection amount in conjunction with a trip meter reset operation by a driver. The vehicle display device described in 1. The average fuel consumption calculating means calculates a plurality of sets starting from different reset timings for a combination of the integrated value of the travel distance and the integrated value of the fuel injection amount, and calculates the average fuel consumption for each set,
The vehicle display device according to claim 7, wherein the display control means obtains a deviation from the instantaneous fuel consumption using an average fuel consumption selected by the driver from the plurality of average fuel consumptions.   The display control means increases the change amount of the control instruction value when the deviation is displayed on the display means as fuel consumption information exponentially as the deviation amount increases. Item 9. The vehicle display device according to any one of Item 8. Installed in vehicles that can switch the driving force characteristics of the power unit to multiple modes,
The vehicle display device according to claim 9, wherein the display control unit varies a follow-up characteristic with respect to a target value of the deflection of the pointer for each mode.

Images