JP2008074336A - Display control device and display control method of hybrid vehicle, program for implementing the display control method by computer, and recording medium recorded with the program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To intelligibly notify a driver whether or not an engine is driven at high efficiency in a hybrid vehicle. <P>SOLUTION: An ECU executes a program including a step (S100) of calculating a requested driving force F, a step (S102) of calculating a vehicle speed V, a step (S106) of calculating a PWR display amount (A) by a formula of F×V + system loss power, a step (S108) of detecting an engine speed NE, a step (S110) of detecting engine torque TE, a step (S112) of calculating the maximum efficiency power of the engine from NE and TE, and a step (S118) of calculating an ECO display amount (B) by subtracting charging/discharging power and auxiliary power from the maximum efficiency power of the engine. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a technique for notifying a driver of useful information for supporting a user's intention to improve fuel consumption.

  An engine that operates with the combustion energy of fuel and an electric motor that operates with electric energy are provided as a power source when the vehicle travels, and an automatic transmission (also as a power split mechanism) is provided between the power source and the drive wheels. A hybrid vehicle provided with a function) has been put into practical use. In such a hybrid vehicle, for example, by using the engine and the electric motor properly according to the driving state, it is possible to reduce the fuel consumption amount and the exhaust gas amount while maintaining a predetermined traveling performance. Specifically, engines such as an engine running mode that runs using only the engine as a power source, a motor running mode that runs using only an electric motor as a power source, and an engine + motor running mode that runs using both the engine and the electric motor as power sources. And a plurality of operation modes with different operation states of the electric motor, and according to predetermined mode switching conditions such as a power source map using the operation state such as the vehicle speed (or the power source rotation speed) and the accelerator operation amount as parameters. It can be switched automatically.

  By the way, in such a hybrid vehicle, if only the vehicle speed and the engine speed are displayed as in an engine-driven vehicle that uses only the engine as a power source, for example, the engine speed is displayed in the motor travel mode (usually 0). ), There is not enough information to know the operating state and traveling state of the power source, and it does not necessarily satisfy the driver's requirements sufficiently.

  Japanese Patent Laid-Open No. 10-129298 (Patent Document 1) discloses a hybrid vehicle having an engine and an electric motor as a power source. The driver knows the operating state and running state of the power source related to power, torque, and rotation speed. Disclosed is a hybrid vehicle that can accurately inform a driver of desired information. The hybrid vehicle disclosed in Patent Document 1 is a hybrid vehicle that includes an engine that operates with fuel combustion energy and an electric motor that operates with electric energy as a power source when the vehicle travels. The display unit displays at least one of the total power and torque that can be used. Furthermore, it has a display part which displays at least one of the power and torque of the output side of the power transmission device which is arrange | positioned between an engine and an electric motor, and a driving wheel and transmits motive power.

In this hybrid vehicle, at least one of the total power and torque that can be used for driving the vehicle (including when it is actually used) is displayed, so the power and torque of the engine and electric motor are displayed separately. Compared with the case where it does, it can grasp | ascertain easily and correctly the operating state, driving | running | working state, etc. of the power source of the present vehicle. In particular, since the power and torque that can be used for vehicle driving are displayed, when a part of the engine output is consumed for charging control, the power and torque other than that are displayed. Therefore, it is significant as information when the vehicle is running or racing (when the accelerator is operated in a neutral state). In addition, since at least one of the power and torque on the output side of the power transmission device is displayed, the total power and torque used for actual vehicle travel are displayed, and the current vehicle travel state is displayed. It is meaningful in grasping. It should be noted that the rotational speed on the output side of the power transmission device substantially means the vehicle speed, and is usually already provided in the vehicle as a speedometer, and the traveling state of the vehicle is further enhanced in combination with this vehicle speed. It becomes possible to judge in detail.
JP-A-10-129298

  However, as described above, however, the ratio of the total power and torque currently generated to the maximum total power and torque that can be used for driving the vehicle is displayed, and the vehicle speed and output are displayed in two dimensions. However, drivers who are accustomed to vehicles equipped with only conventional engines can sensuously improve the vehicle's driving state (how much fuel consumption the vehicle is running, Is difficult to grasp. That is, in a vehicle equipped only with an engine, the fuel consumption rate characteristic with respect to the engine speed is known, and therefore, driving may be performed so that the engine speed is close to the high fuel efficiency speed. Further, on the characteristic diagram using the engine speed and the engine torque as parameters, such as an iso-fuel ratio chart, the engine speed with the highest engine efficiency (that is, the highest fuel efficiency) with respect to the required engine power. The engine may be controlled so that the engine torque is obtained.

  On the other hand, in hybrid vehicles, the factors that determine the engine power described above are vehicle driving power, charging / discharging power of a driving battery, air conditioners (hereinafter referred to as air conditioners) and other auxiliary machines driven by engines. There are multiple factors such as power. For this reason, in the hybrid vehicle, it has been difficult to determine whether or not the current driving state is in the energy saving operation region (high fuel consumption region) by the conventional method. This can be said that the index for performing driving with high fuel efficiency was not clear.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to easily notify the driver whether or not the engine is operating at high efficiency. A display control device for a hybrid vehicle using a power source other than the vehicle as a travel source, a display control method, a program for realizing the display control method by a computer, and a recording medium on which the program is recorded.

  A display control apparatus for a hybrid vehicle according to a first invention controls a display unit of a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle. The display control device includes a first calculation means for calculating a traveling power required for the hybrid vehicle, and a first efficiency for calculating a high efficiency power obtained by subtracting a power used for other than traveling from the maximum efficiency power of the engine. And a display control means for controlling the display unit so that the driver can easily recognize that the traveling power and the high-efficiency power are substantially the same value. The hybrid vehicle display control method according to the sixth aspect of the present invention has the same requirements as the hybrid vehicle display control apparatus according to the first aspect of the present invention.

  According to the first or sixth invention, the driving power is calculated by multiplying the required driving force based on the driver's accelerator operation or the like by the vehicle speed, for example, and the high efficiency power is obtained from the engine. It is calculated by subtracting the power used for purposes other than traveling from the maximum efficiency power. If the driving power and the high-efficiency power are substantially the same value, the power required for driving the vehicle will be realized at the maximum efficiency point of the engine. Not) For this reason, the driver drives the hybrid vehicle so as to be substantially the same as the high-efficiency power that takes into account the power used other than traveling. If it does in this way, even if it is a case where engine power is used other than a run, an engine can be operated by maximum efficiency and fuel consumption improves. In such a case, since it is displayed so that the driver can easily recognize that the traveling power and the high-efficiency power are substantially the same value, the driver can easily realize the high-efficiency driving. As a result, it is possible to easily notify the driver whether or not the engine is operating with high efficiency, and a display control device and display control for a hybrid vehicle that uses a power source other than the engine and the engine as a travel source of the vehicle. A method can be provided.

  In the hybrid vehicle display control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the display control means displays the display unit so that the reference points of the running power and the high efficiency power are aligned and displayed. Means for controlling. The display control method for a hybrid vehicle according to a seventh aspect has the same requirements as the display control apparatus for a hybrid vehicle according to the second aspect.

  According to the second or seventh invention, the driving power and the high-efficiency power reference points are aligned and displayed, so that the driver recognizes whether or not the driving power and the high-efficiency power are substantially the same value. easy. For this reason, the driver can easily realize high-efficiency driving.

  In the hybrid vehicle display control apparatus according to the third aspect of the invention, in addition to the configuration of the first or second aspect, the second calculation means includes a power for charging the power storage mechanism from the maximum efficiency power of the engine and the vehicle. Means for calculating high efficiency power by subtracting the power of the mounted accessory is included. The display control method for a hybrid vehicle according to an eighth aspect has the same requirements as the display control apparatus for a hybrid vehicle according to the third aspect.

  According to the third or eighth aspect of the invention, the power source other than the engine is a rotating electrical machine operated by electric power supplied from the power storage mechanism, and the power storage mechanism is charged by electric power generated by the rotating electrical machine driven by the engine. In this case, the maximum efficiency power can be calculated by subtracting the power for charging the power storage mechanism and the power of the auxiliary equipment mounted on the vehicle, which are used for purposes other than traveling.

  In the display control apparatus for a hybrid vehicle according to the fourth invention, in addition to the configuration of the third invention, the second calculation means calculates the maximum efficiency power of the engine based on the engine speed and torque. Including means. The display control method for a hybrid vehicle according to a ninth aspect has the same requirements as the display control apparatus for a hybrid vehicle according to the fourth aspect.

  According to the fourth or ninth invention, for example, the highest efficiency point is calculated using an engine fuel efficiency ratio diagram defined by using the engine speed and torque as parameters, and the power at the highest efficiency point is maximized. It can be calculated as the efficiency power.

  In the hybrid vehicle display control apparatus according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the first calculating means multiplies the driving force required for the vehicle by the vehicle speed. Means for adding the loss power of the hybrid system to the calculated value to calculate the running power is included. The display control method for a hybrid vehicle according to a tenth aspect of the invention includes the same requirements as the display control apparatus for a hybrid vehicle according to the ninth aspect of the invention.

  According to the fifth or tenth invention, the traveling power can be calculated in consideration of the loss power in the hybrid system such as the power transmission loss and power conversion loss of the hybrid system.

  A program according to an eleventh invention is a program for realizing the hybrid vehicle display control method according to any of the sixth to tenth inventions by a computer, and the recording medium according to the twelfth invention is the sixth to tenth invention. A medium storing a program for realizing a display control method for a hybrid vehicle according to any one of the inventions by a computer.

  According to the eleventh or twelfth invention, the display control method for a hybrid vehicle according to any of the sixth to tenth inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the display control apparatus which concerns on embodiment of this invention is demonstrated. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source for driving a vehicle and a generator drive source. Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. The vehicle may be a hybrid vehicle (not limited to a so-called series type or parallel type hybrid vehicle). This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. A capacitor may be used instead of the battery.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 that manages and controls a state (for example, SOC (State Of Charge)), an engine ECU 280 that controls the operating state of the engine 120, and a hybrid vehicle state. Accordingly, MG_ECU 300 that controls motor generator 140, battery ECU 260, inverter 240, and the like, and battery ECU 260, engine ECU 280, MG_ECU 300, etc. are mutually managed and controlled so that the hybrid vehicle can operate most efficiently. HV_ECU 320 and the like are included.

  Further, the HV_ECU 320 may describe the travel power display amount (hereinafter, the display of the travel power display amount is referred to as PWR display, and the travel power display amount (A) and the PWR display amount (A) are synonymous. And the eco display amount (hereinafter, the display of the eco display amount may be referred to as ECO display, and the eco display amount (B) and the ECO display amount (B) are synonymous), A command signal for display on display unit 1100 is output to meter ECU 1000. The display control apparatus according to the present embodiment displays the power display amount (PWR display) and the eco display amount (ECO display) calculated by HV_ECU 320, for example, as a bar graph. The power display amount (PWR display) and the eco display amount (ECO display) are calculated by a program executed by the HV_ECU 320. The power display amount (PWR display) and the eco display amount (ECO display) are not calculated by the HV_ECU 320 as described above, but may be calculated by the meter ECU 1000 and displayed on the display unit 1100. That is, the ECU for calculating the power display amount (PWR display) and the eco display amount (ECO display) is not limited. In the following description, it is assumed that the power display amount (PWR display) and the eco display amount (ECO display) calculated by HV_ECU 320 are displayed on display unit 1100 via meter ECU 1000.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so as to perform the following traveling. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A For example, the relationship is connected by a straight line in the nomograph.

  With reference to FIG. 3, a functional block diagram of the display control apparatus according to the present embodiment will be described. As shown in FIG. 3, the display control apparatus includes a comparison display unit 30000, a control unit 10000 that calculates a value to be displayed on the comparison display unit 30000, a required driving force F calculation unit 20100, a vehicle speed V detection unit 20110, It includes an engine speed NE detection unit 20200 and an engine torque TE calculation unit 20210, a traveling battery power detection unit 20300, and an auxiliary machine power detection unit 20310.

  The control unit 10000 is connected to the required driving force F calculation unit 20100 and the vehicle speed V detection unit 20110, and has a travel power calculation unit 11000 that calculates travel power, an engine speed NE detection unit 20200, an engine torque TE calculation unit 20210, and a high level. The engine maximum efficiency power calculation unit 13000 that calculates the maximum efficiency power of the engine based on the efficiency map (equivalent fuel consumption rate diagram) 12000 is connected to the traveling battery power detection unit 20300 and the auxiliary machine power detection unit 20310 to travel. A consumption amount calculation unit 14000 that calculates the consumption amount of engine power used in addition to the above, and a high efficiency power calculation unit 15000 that is connected to the consumption amount calculation unit 14000 and calculates high efficiency power.

  The traveling power calculation unit 11000 calculates the traveling power by adding the system loss power to the requested power calculated from the requested driving force F and the vehicle speed V. Engine maximum efficiency power calculation unit 13000 calculates the power when the engine is operated at the maximum efficiency using high efficiency map (equal fuel consumption rate diagram) 12000 based on engine speed NE and engine torque TE. . The high efficiency power calculation unit 15000 calculates high efficiency power by subtracting engine power consumption other than traveling from the engine maximum efficiency power.

  The control unit 10000 in the functional block shown in FIG. 3 includes a CPU and a memory included in the engine ECU 600 and a program that is read from the memory and executed by the CPU even in hardware mainly composed of digital circuits and analog circuits. It can also be realized with software that is the main component. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 4, an equivalent fuel consumption rate diagram in which the maximum efficiency power of engine 120 is represented will be described. The equal fuel consumption rate diagram shown in FIG. 4 is one of the engine characteristic curves in which the engine speed NE and the engine torque TE are used as parameters and the efficiency of the engine 120 is expressed by a numerical value called a fuel consumption rate. It is like a contour line of engine efficiency, and is the most efficient at the maximum engine efficiency point shown in FIG. 4, and the fuel efficiency decreases as the distance from this point increases. The engine power at the engine maximum efficiency point is the engine maximum efficiency power (power at the point where the engine efficiency becomes maximum).

The HV-ECU 320 determines the travel power PWR (A) of the hybrid vehicle,
・ Running power display amount (A) =
(Required driving force x Vehicle speed) + Loss of hybrid system (1)
And a display command signal is output to the meter ECU 1000 so as to be displayed on the PWR display bar graph.

On the other hand, the HV-ECU 320 uses the eco-display amount (B) as the power indicating the energy saving index of the hybrid vehicle.
-Eco display amount (B) =
(Engine maximum efficiency power P (max))
-(Charging / Discharging Power P (bat) of Battery 220 for Traveling)
-(Auxiliary equipment power P (aux) for air conditioners) (2)
And a display command signal is output to the meter ECU 1000 so as to be displayed on a bar graph of ECO display.

Here, the engine power is
・ Engine power =
Traveling power display amount (A)
+ (Charge / discharge power P (bat) of battery for traveling 220)
+ (Auxiliary equipment power P (aux) for air conditioners, etc.) (3)
It is. When this equation (3) is transformed,
・ Running power PWR (A) =
(Engine power)
-(Charging / Discharging Power P (bat) of Battery 220 for Traveling)
-(Auxiliary equipment power P (aux) for air conditioners) (4)
It becomes.

  Comparing equation (4) and equation (2), the terms of (charge / discharge power P (bat) of traveling battery 220) and (auxiliary device power P (aux) of air conditioner etc.) are the same including the sign. It is.

  Therefore, when the traveling power display amount (A) and the eco display amount (B) displayed on the display unit 1100 are the same amount, the engine power becomes the maximum efficiency power after all, and the engine 120 has the maximum efficiency. (For example, the engine maximum efficiency point in FIG. 4).

  Therefore, the driving power display amount (A) and the eco display amount (B) are displayed on the display unit 1100 in this way, and the driver can display the driving power display amount (A) and the eco display amount (B). By driving the vehicle so as to have the same amount, the fuel consumption (efficiency of the engine 120) of the hybrid vehicle is maximized.

  A control structure of a program executed by HV_ECU 320 that controls the display control apparatus according to the present embodiment will be described with reference to FIG. The program (subroutine) shown in this flowchart is repeatedly executed with a predetermined cycle time (for example, 80 msec).

  In step (hereinafter, step is referred to as S) 100, HV_ECU 320 calculates required driving force F. The required driving force F is basically determined based on the accelerator opening of the driver. Further, in the case of a vehicle equipped with cruise control, the driving force calculated in the cruise control ECU may be transmitted to the HV_ECU 320 as the required driving force F.

  In S102, HV_ECU 320 detects vehicle speed V. At this time, HV_ECU 320 detects vehicle speed V based on a signal input from a vehicle speed sensor (not shown) provided on the axle of drive wheel 160.

  In S104, HV_ECU 320 calculates system loss power P (loss). At this time, the HV_ECU 320 calculates the system loss power P (loss) using a map or the like set for various parameters. This system loss power P (loss) is the total loss power of this hybrid vehicle including, for example, energy conversion loss in a power split mechanism and the like.

  In S106, HV_ECU 320 calculates PWR display amount (A) by adding system loss power P (loss) to required driving force F × vehicle speed V. The unit of the PWR display amount (A) is the work rate (W).

  In S108, HV_ECU 320 detects engine speed NE. At this time, HV_ECU 320 detects engine speed NE based on the signal transmitted from engine ECU 280.

  In S110, HV_ECU 320 calculates engine torque TE. At this time, HV_ECU 320 detects engine torque TE based on the signal transmitted from engine ECU 280. In engine ECU 280, for example, engine torque TE is calculated using a torque calculation map set corresponding to various state quantities of engine 120.

  In S112, HV_ECU 320 calculates engine maximum efficiency power P (max). At this time, the engine maximum efficiency power P (max) is calculated from the engine speed NE and the engine torque TE using the map (equivalent fuel consumption rate diagram) shown in FIG. 4 presented as an example.

  In S114, HV_ECU 320 calculates charge / discharge power P (bat). At this time, HV_ECU 320 detects charge / discharge power P (bat) based on the signal transmitted from battery ECU 260. At this time, when the traveling battery 220 is being charged, the sign of the charge / discharge power P (bat) is positive (consuming the driving force of the engine 120), and the traveling battery 220 is used for traveling the vehicle. When the motor generator 140 is discharged from the charging / discharging power, the sign of the charging / discharging power P (bat) is negative (assuming the driving force of the engine 120).

  In S116, HV_ECU 320 calculates auxiliary machine power P (aux). At this time, HV_ECU 320 detects auxiliary machine power P (aux) based on the signal transmitted from auxiliary machine ECU 1010. The sign of this auxiliary machine power P (aux) is positive because the auxiliary machine only consumes the driving force of engine 120.

  In S118, HV_ECU 320 calculates ECO display amount (B) by subtracting charge / discharge power P (bat) and auxiliary machine power P (aux) from engine maximum efficiency power P (max). The unit of the ECO display amount (B) is also the work rate (W), as is the PWR display amount (A).

  An operation of HV_ECU 320 for controlling the display control apparatus according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIGS. 6 and 7. FIG. 6 shows a display unit 1100 provided on the instrument panel of the vehicle. An enlarged view of FIG. 6 is shown in FIG.

  When the hybrid vehicle is running on the engine 120 and the motor generator 140, the required driving force F and the vehicle speed V are detected based on the accelerator opening degree of the driver (S100, S102). The required traveling power is obtained by multiplying the required driving force F and the vehicle speed V. However, in the hybrid system, system loss such as power transmission loss occurs. For this reason, a system loss amount (system loss power P (loss)) is calculated (S104), and the system loss power P (loss) is added to this multiplied value to obtain the PWR display amount as the actually required running power. (A) is calculated (S106).

  Further, the engine speed NE and the engine torque TE are calculated (S108, S110), and the engine maximum efficiency power P (max) is calculated from the equal fuel consumption rate diagram (engine efficiency diagram) of FIG. 4 (S112). Even if the engine 120 is operated at the maximum efficiency, if the traveling battery 220 is charged by the electric power generated by the motor generator 140 by the driving force of the engine 120, the traveling power of the hybrid vehicle will be the engine maximum efficiency. The charge / discharge power P (bat) (the sign here is plus) is subtracted from the power P (max). Further, when an auxiliary machine (typically, an air conditioner compressor) is operated by the driving force of the engine 120, the traveling power of the hybrid vehicle is changed from the engine maximum efficiency power P (max) to the auxiliary machine power P (aux). ) Is subtracted. In other words, the ECO display amount (B) is calculated by subtracting the charge / discharge power P (bat) and the auxiliary machine power P (aux) from the engine maximum efficiency power P (max) (S112).

  In this way, a command signal is output from the HV_ECU 320 to the meter ECU 1000 so that the PWR display amount (A) calculated by the HV_ECU 320 is displayed on the PWR display unit 1200 of the display unit 1100 shown in FIGS. 6 and 7. The The absolute value of the PWR display amount (A) corresponds to the amount indicated by A in FIG.

  Further, the HV_ECU 320 outputs a command signal to the meter ECU 1000 so that the ECO display amount (B) calculated by the HV_ECU 320 is displayed on the ECO display unit 1300 of the display unit 1100 shown in FIGS. . The absolute value of the ECO display amount (B) corresponds to the amount indicated by B in FIG.

  The display unit 1100 is provided with a speedometer 1102, a rotation speed meter 1104, a fuel meter 1106, a water temperature meter 1108, a shift indicator, and the like. Some hybrid vehicles do not have a tachometer.

  The PWR display unit 1200 provided with such a display unit 1100 displays the PWR display amount (A), and the ECO display unit 1300 displays the ECO display amount (B). As described above, as a result of comparing Expression (4) and Expression (2), PWR display amount (A) (travel power display amount (A)) and ECO display amount (B) (eco display amount (B)) Are the same amount, the engine power eventually becomes the maximum efficiency power, and the engine 120 is operated at the maximum efficiency. Therefore, the driver operates the accelerator pedal and the brake pedal so that the bar graph displayed on these two PWR display units 1200 and the bar graph displayed on the ECO display unit 1300 have the same length. . When the two bar graphs have the same length, the engine 120 is operated at maximum efficiency, and high fuel efficiency can be realized. Note that, as shown in FIGS. 6 and 7, the left starting point of these two bar graphs has a power display amount of zero. Since the left start points are arranged in this way, the driver can display the PWR display amount (A) (travel power display amount (A)) and ECO display amount (B) (eco display amount (B)). It is easy to determine whether or not they are the same amount. Other than this, it may be a pie chart or another display mode. That is, if it is easy for the driver to determine whether or not the PWR display amount (A) (travel power display amount (A)) and the ECO display amount (B) (eco display amount (B)) are the same amount. The display mode is not particularly limited.

  As described above, according to the display control apparatus for a hybrid vehicle according to the present embodiment, in order to realize the engine power at the maximum efficiency point of the engine by determining the engine power including a plurality of factors. Useful information can be reported to the driver.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the whole hybrid vehicle including the display control apparatus which concerns on this Embodiment. It is a figure which shows a power split mechanism. It is a functional block diagram of a display control device according to an embodiment of the present invention. It is a figure which shows the equal fuel consumption rate diagram of an engine. It is a flowchart which shows the control structure of the program performed by HV_ECU which implement | achieves the display control apparatus which concerns on this Embodiment. It is a figure which shows the display part provided in an instrument panel. FIG. 7 is an enlarged view of FIG. 6.

Explanation of symbols

  120 engine, 140 motor generator, 160 drive wheel, 180 speed reducer, 200 power split mechanism, 220 battery for running, 240 inverter, 242 boost converter, 260 battery ECU, 280 engine ECU, 300 MG_ECU, 320 HV_ECU, 1000 meter ECU, 1010 Auxiliary machine ECU, 1100 display unit, 1200 traveling power display unit, 1300 eco display unit.

Claims (12)

A display control apparatus for a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle,
First calculating means for calculating the traveling power required for the hybrid vehicle;
A second calculating means for calculating high efficiency power obtained by subtracting power used for purposes other than running from the maximum efficiency power of the engine;
A display control device for a hybrid vehicle, including display control means for controlling a display unit so that a driver can easily recognize that the traveling power and the high-efficiency power have substantially the same value. .   2. The display control apparatus for a hybrid vehicle according to claim 1, wherein the display control means includes means for controlling the display unit so that the reference points of the traveling power and the high-efficiency power are aligned and displayed. The power source other than the engine is a rotating electric machine operated by electric power supplied from a power storage mechanism, and the power storage mechanism is charged by electric power generated by the rotating electric machine driven by the engine,
The second calculating means subtracts the charging power to the power storage mechanism and the power of the auxiliary equipment mounted on the vehicle from the maximum efficiency power of the engine to calculate the high efficiency power. A display control apparatus for a hybrid vehicle according to claim 1, further comprising:   The display control apparatus for a hybrid vehicle according to claim 3, wherein the second calculation means includes means for calculating the maximum efficiency power of the engine based on the engine speed and torque.   The first calculation means includes means for calculating the traveling power by adding the loss power of the hybrid system to a value obtained by multiplying the driving force required for the vehicle by the speed of the vehicle. Item 5. A display control apparatus for a hybrid vehicle according to any one of Items 1 to 4. A display control method for a hybrid vehicle using an engine and a power source other than the engine as a travel source of the vehicle,
A first calculation step for calculating a traveling power required for the hybrid vehicle;
A second calculation step of calculating high efficiency power obtained by subtracting power used for purposes other than running from the maximum efficiency power of the engine;
A display control method for a hybrid vehicle, comprising: a display control step for controlling a display unit so that a driver can easily recognize that the traveling power and the high-efficiency power have substantially the same value.   The display control method for a hybrid vehicle according to claim 6, wherein the display control step includes a step of controlling the display unit so that the reference points of the traveling power and the high efficiency power are aligned and displayed. The power source other than the engine is a rotating electric machine operated by electric power supplied from a power storage mechanism, and the power storage mechanism is charged by electric power generated by the rotating electric machine driven by the engine,
The second calculating step includes a step of calculating the high efficiency power by subtracting a charging power to the power storage mechanism and a power of an auxiliary device mounted on the vehicle from a maximum efficiency power of the engine. The display control method for a hybrid vehicle according to claim 6 or 7.   9. The display control method for a hybrid vehicle according to claim 8, wherein the second calculating step includes a step of calculating a maximum efficiency power of the engine based on a rotational speed and torque of the engine.   The first calculation step includes a step of calculating the traveling power by adding the loss power of the hybrid system to a value obtained by multiplying the driving force required for the vehicle by the speed of the vehicle. The display control method of the hybrid vehicle in any one of -9.   The program which makes a computer implement | achieve the display control method in any one of Claims 6-10.   A recording medium storing a program for causing a computer to implement the display control method according to claim 6.

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