JP2009198223A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To notify a driver of, when a fuel-efficiency priority mode is set by a mode setting switch which switches between a normal travel mode providing travel with consideration given to fuel efficiency and comfortability and the fuel-efficiency priority mode providing travel with priority given to fuel efficiency than the normal travel mode, the degree of improvement in fuel efficiency with respect to the travel in the normal travel mode. <P>SOLUTION: When a vehicle is set in an eco mode by an eco switch which switches between the normal travel mode and the eco mode, eco-mode fuel efficiency Fe, which is fuel efficiency in travel in the eco mode is calculated (S220, S230), while a normal-travel-mode fuel efficiency Fn, which is fuel efficiency estimated with the assumption of travel in the normal travel mode is calculated (S240), and both the eco-mode fuel efficiency Fe and the normal-travel-mode fuel efficiency Fn are displayed on a display unit, thereby allowing the driver to be notified of the degree of the improvement of the eco-mode fuel efficiency Fe with respect to the normal-travel-mode fuel efficiency Fn. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle has an ECO mode driving operation that is evaluated and displayed on the liquid crystal panel of the speedometer when the ignition is turned off when the vehicle is driven with an economical fuel saving mode (ECO mode) selected. It has been proposed (see, for example, Patent Document 1). In this vehicle, the driver is urged to improve the ECO mode driving operation by evaluating the ECO mode driving operation.
JP 2002-1104056 A

  In the vehicle described above, the driver can obtain an evaluation related to the driving operation when the ECO mode is selected, but recognizes how much the fuel consumption is improved as compared with the case where the ECO mode is not selected. I can't.

  The vehicle according to the present invention and the control method thereof are provided by a mode setting switch that switches between a normal travel mode that travels in consideration of fuel consumption and comfort and a fuel efficiency priority travel mode that travels with priority on fuel consumption over the normal travel mode. The main purpose is to notify the driver of the degree of improvement in fuel efficiency when traveling in the normal travel mode when the fuel efficiency priority mode is set.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
A vehicle equipped with a power output device that outputs power for traveling,
A mode setting switch that switches between a normal driving mode that travels in consideration of fuel efficiency and comfort and a fuel efficiency priority driving mode that travels with priority on the fuel efficiency over the normal driving mode;
Display means capable of displaying information related to the driving state;
Travel control means for controlling the power output device to travel with a driving force based on the state of the mode setting switch and a travel request operation by the driver;
When the fuel economy priority travel mode is set by the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated, and the calculated fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated. Display control means for controlling the display means to be displayed together,
It is a summary to provide.

  In the vehicle of the present invention, the state of the mode setting switch that switches between the normal travel mode that travels in consideration of fuel efficiency and comfort and the fuel efficiency priority travel mode that travels with priority over the normal travel mode and driving When the power output device is controlled to drive with a driving force based on the travel request operation by the user and the fuel consumption priority travel mode is set by the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are The display means is controlled so that both the calculated fuel efficiency in the fuel efficiency priority travel mode and the calculated fuel efficiency in the normal travel mode are displayed. Thereby, when the fuel efficiency priority mode is set, the driver can be notified of the degree of improvement in fuel efficiency when traveling in the normal travel mode. Here, the “travel request operation” includes an accelerator operation and the like.

  In the vehicle according to the present invention, the power output device includes an internal combustion engine and an electric motor, and outputs power for traveling along with intermittent operation of the internal combustion engine. A required power required for traveling is set based on a requested operation, and when the normal traveling mode is set by the mode setting switch, the internal combustion engine is operated when the set required power is greater than a first threshold. Controlling the internal combustion engine and the electric motor to travel with the engine, and the internal combustion engine and the electric motor to travel with the operation stop of the internal combustion engine when the set required power is equal to or less than the first threshold value. And when the fuel consumption priority traveling mode is set by the mode setting switch, the set required power is a second greater than the first threshold. The internal combustion engine and the electric motor are controlled to run with the operation of the internal combustion engine when larger than the threshold value, and the operation of the internal combustion engine is stopped when the set required power is equal to or less than the second threshold value. The display control means is configured to control the internal combustion engine and the electric motor so as to travel when the fuel consumption priority traveling mode is set by the mode setting switch, and the required power is the first power. Means for controlling the display means so that when the fuel consumption priority running mode is set by the mode setting switch, the fact that the operation of the internal combustion engine is stopped is displayed when it is greater than a threshold value and less than or equal to the second threshold value; Can also be. By so doing, it is possible to further inform the driver of the characteristics in the fuel efficiency priority traveling mode. In this case, the power output device is connected to the drive shaft connected to the axle and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, with input and output of electric power and power. An electric power drive input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft may be provided.

  In the vehicle of the present invention, when the fuel consumption priority travel mode is set by the mode setting switch, the display control means takes into account the loss based on the driving state of the power output device and in the fuel efficiency priority travel mode. It may be a means for calculating the fuel consumption and the fuel consumption in the normal driving mode. By so doing, it is possible to more appropriately calculate the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode.

  Furthermore, in the vehicle of the present invention, the travel control means is smaller when the fuel efficiency priority travel mode is set by the mode setting switch than when the normal travel mode is set by the mode setting switch. It can also be a means for controlling the power output device so as to travel with a driving force having a tendency.

The vehicle control method of the present invention includes:
A mode that switches between a power output device that outputs driving power, a normal travel mode that travels in consideration of fuel efficiency and comfort, and a fuel efficiency priority travel mode that travels with priority on the fuel efficiency over the normal travel mode. A vehicle control method comprising: a setting switch; and a display unit capable of displaying information related to a running state,
(A) controlling the power output device to travel with a driving force based on a state of the mode setting switch and a travel request operation by a driver;
(B) When the fuel efficiency priority travel mode is set by the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated, and the calculated fuel efficiency and normal travel in the fuel efficiency priority travel mode are calculated. Controlling the display means so that the fuel consumption in the mode is displayed together;
It is characterized by that.

  In the vehicle control method of the present invention, a mode setting switch for switching between a normal driving mode for driving considering fuel efficiency and comfort and a fuel consumption priority driving mode for driving with priority on fuel consumption over the normal driving mode is set. When the power output device is controlled to drive with a driving force based on the state and the driving request operation by the driver and the fuel consumption priority driving mode is set by the mode setting switch, the fuel consumption in the fuel efficiency priority driving mode and the normal driving mode The display means is controlled so that the fuel consumption is calculated and the calculated fuel consumption in the fuel consumption priority traveling mode and the fuel consumption in the normal traveling mode are displayed together. Thereby, when the fuel efficiency priority mode is set, the driver can be notified of the degree of improvement in fuel efficiency when traveling in the normal travel mode. Here, the “travel request operation” includes an accelerator operation and the like.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, A meter display unit 90 that displays information related to travel and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment. Under control of operation such as control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The meter display unit 90 is arranged in the vicinity of the driver's seat and is configured as a liquid crystal panel, and includes a shift position display unit 91 that displays the shift position SP, a speed meter unit 92 that displays the vehicle speed V, and an eco switch 89 described later. An eco-mode display unit 93 that lights up the “eco-mode” when it is turned on, a fuel consumption display unit 94 that displays information related to fuel consumption, and the like are provided. The display unit 90 is controlled by a meter electronic control unit (hereinafter referred to as meter ECU) 99. The meter ECU 99 communicates with the hybrid electronic control unit 70 and transmits / receives necessary data to / from the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The normal travel mode in which the vehicle travels in consideration of the accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, fuel consumption and comfort. And an eco switch signal from an eco switch 89 that is set by switching between a fuel efficiency priority driving mode (hereinafter referred to as an eco mode) in which the fuel efficiency is prioritized over the normal driving mode is input via an input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the meter ECU 99 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the meter ECU 99, and various control signals. And exchanging data. It should be noted that the eco switch 89 sets the normal travel mode when it is off, and sets the eco mode when it is on.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the eco mode is set (when the eco switch 89 is on) will be described. FIG. 2 is a flowchart showing an example of an eco-mode control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the eco switch 89 is turned on.

  When the eco-mode control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed of the motors MG1 and MG2. Nm1, Nm2, input / output restrictions Win and Wout of the battery 50, an eco switch signal from the eco switch 89 (in this case, an on signal), and the like are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is thus input, the control accelerator opening Acc * is set based on the accelerator opening Acc (step S110). Here, the accelerator opening Acc * for control is set by predetermining the relationship between the accelerator opening Acc and the accelerator opening Acc * and storing it in the ROM 74 as a control accelerator opening setting map. When the opening degree Acc is given, the corresponding control accelerator opening degree Acc * is derived and set from the stored map. An example of the control accelerator opening setting map is shown in FIG. FIG. 3 also shows the control accelerator opening Acc * in the normal travel mode for reference. In the example of FIG. 3, it is assumed that the accelerator opening Acc * for control in the normal travel mode is set to the accelerator opening Acc, and the accelerator opening Acc * for control in the eco mode is a ring gear shaft as a drive shaft. In order to reduce the response of the torque output to 32a to the accelerator operation, a small value is set in the normal travel mode.

  When the control accelerator opening Acc * is set in this way, a ring gear shaft as a drive shaft connected to the drive wheels 63a and 63b as torque required for the vehicle based on the set control accelerator opening Acc * and the vehicle speed V. The required torque Tr * to be output to 32a and the required power Pe * required for the engine 22 are set (step S120). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the control accelerator opening Acc *, the vehicle speed V, and the required torque Tr *. When Acc * and vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, the set required torque Tr * is compared with the threshold value Tref, and the required power Pe * is compared with the threshold value Pref (step S130). Here, the threshold value Tref and the threshold value Pref set the range of the motor operation mode in the eco mode, and can be set according to the performance of the motor MG2 and the capacity of the battery 50. In this embodiment, the threshold Tref and the threshold Pref are larger than the threshold Tref0 and the threshold Pref0 that set the motor operation mode range in the normal travel mode. This is to suppress the fuel consumption of the engine 22 by widening the range of the motor operation mode to make it easier to stop the operation of the engine 22. The process of step S130 is a process of selecting the engine operation mode and the motor operation mode. In the embodiment, when the required torque Tr * is larger than the threshold value Tref or when the required power Pe * is larger than the threshold value Pref, the engine operation mode is selected. The motor operation mode is selected when the required torque Tr * is equal to or less than the threshold value Tref and the required power Pe * is equal to or less than the threshold value Pref. In the normal travel mode, when the required torque Tr * is greater than the threshold value Tref0 or when the required power Pe * is greater than the threshold value Pref0, the engine operation mode is selected, and the required torque Tr * is equal to or less than the threshold value Tref0 and the required power Pe * is When the threshold value Pref0 or less, the motor operation mode is selected.

  When the required torque Tr * is greater than the threshold value Tref or when the required power Pe * is greater than the threshold value Pref, the engine operation mode is selected, and an operation point (hereinafter referred to as ecological point) at which the engine 22 should be operated based on the set required power Pe *. A target rotational speed Ne * and a target torque Te * are set (referred to as a mode operation point) (step S140). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. To calculate a torque command torque Tm1 * as a torque to be output from the motor MG1 (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Equation (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term, “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S180), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And equation (5) (step S190), and the set temporary torque Tm2tmp is calculated according to equation (6). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S200). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40, respectively (step S210). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

  On the other hand, when the required torque Tr * is equal to or less than the threshold value Tref and the required power Pe * is equal to or less than the threshold value Pref in step S130, the motor operation mode is selected and the target rotational speed Ne * of the engine 22 is stopped so that the operation of the engine 22 is stopped. And the target torque Te * are both set to 0 (step S160), the motor MG1 torque command Tm1 * is set to 0 (step S170), and the motor MG2 torque command Tm2 * is set based on the required torque Tr *. The set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, respectively. (Step S210). In this case, the engine 22 is stopped and the motor MG2 can output the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50.

  Next, the fuel consumption amount Qfe in the eco mode (hereinafter referred to as the fuel consumption amount in the eco mode) Qfe is calculated (step S220), and the fuel consumption Fe in the eco mode is calculated based on the calculated fuel consumption amount Qfe in the eco mode. (Step S230). Here, the eco-mode fuel consumption Qfe is determined when the engine 22 is operated at an operating point (in this case, the eco-mode operating point) based on the target rotational speed Ne * and the target torque Te * in the embodiment. The fuel consumption that is assumed to be consumed is calculated. Note that when the target rotational speed Ne * and the target torque Te * are both values 0, the engine 22 is stopped, and thus the value 0 is set in the eco-mode fuel consumption Qfe. In the embodiment, the eco-mode fuel efficiency Fe is obtained by dividing the travel distance in the past predetermined time by the sum of the eco-mode fuel consumption Qfe in the predetermined time (hereinafter referred to as the integrated eco-mode fuel consumption) Qfesum. It was supposed to calculate. Note that when traveling in the motor operation mode, the eco-mode fuel consumption Qfe is 0, and in this case, the past predetermined time is the time from when the engine operation mode was selected in the past to the present, The time when the fuel consumption amount Qfesum in the integrated eco mode is not 0 is used.

  Subsequently, fuel efficiency (hereinafter referred to as normal travel mode fuel efficiency) Fn when it is assumed that the vehicle traveled in the normal travel mode is estimated (step S240). In the embodiment, the normal travel mode fuel efficiency Fn is estimated by the normal travel mode fuel efficiency estimation process illustrated in FIG. Hereinafter, the description of the eco-mode control routine in FIG. 2 will be temporarily interrupted, and the normal travel mode fuel efficiency estimation process in FIG. 7 will be described.

  In the normal driving mode fuel consumption estimation process, first, the control accelerator opening Acc * is set based on the accelerator opening Acc (step S300), and the control accelerator opening Acc * thus set is used to execute the routine of FIG. The required torque Tr * and the required power Pe * are set in the same manner as in step S120 (step S310). Here, as described above, the accelerator opening Acc * for control is set as it is (see the one-dot chain line in FIG. 3). As described above, the threshold Tref0 and the threshold Pref0 are larger than the threshold Tref and the threshold Pref in the eco mode.

  Subsequently, the required torque Tr * is compared with the threshold value Tref0, and the required power Pe * is compared with the threshold value Pref0 (step S320). When the required torque Tr * is larger than the threshold value Tref0 or when the required power Pe * is larger than the threshold value Pref0, the operation point at which the engine 22 should be operated (hereinafter referred to as normal driving mode operation) as in the process of step S140 of the routine of FIG. Target rotational speed Ne * and target torque Te * are set (step S330). When the required torque Tr * is equal to or lower than the threshold Tref0 and the required power Pe * is equal to or lower than the threshold Pref0, the target rotational speed of the engine 22 is set. A value 0 is set for both Ne * and target torque Te * (step S340), and fuel consumption Qfn in the normal travel mode is calculated based on the set target rotational speed Ne * and target torque Te * (step S350). Based on the calculated fuel consumption Qfn in normal driving mode, fuel in normal driving mode And calculates the Fn (step S360), and ends the normal running mode fuel consumption estimation process. In the embodiment, the fuel consumption Qfn in the normal travel mode is calculated in the same manner as the fuel consumption Qfe in the eco mode, and the fuel consumption Fn in the normal travel mode is calculated in the same manner as the fuel consumption Fe in the eco mode. . Note that the accelerator opening Acc * for control, the required torque Tr *, the required power Pe *, the target rotational speed Ne * of the engine 22 and the target torque Te * set in the normal driving mode fuel efficiency estimation process of FIG. It is set to calculate the fuel efficiency Fn in the driving mode, and is not set to be used for controlling the engine 22 and the motors MG1 and MG2.

  Heretofore, the fuel consumption estimation process in the normal travel mode has been described. Returning to the description of the eco-mode control routine of FIG. When the fuel efficiency Fn in the normal travel mode is set in step S240, the eco switch signal (in this case, the ON signal), the eco fuel efficiency Fe in the eco mode, and the fuel efficiency Fn in the normal travel mode are transmitted to the meter ECU 99 (step S250). End the hour control routine. The meter ECU 99 that has received the eco switch signal, the eco mode fuel efficiency Fe, and the normal travel mode fuel efficiency Fn lights “eco mode” on the eco mode display section 93 of the meter display unit 90 and displays the eco mode on the fuel economy display section 94. The fuel economy time fuel consumption Fe and the normal travel mode fuel efficiency Fn are displayed (see FIG. 1). Thus, when the eco mode is set, both the eco mode fuel efficiency Fe (the fuel efficiency in the current travel) and the normal travel mode fuel efficiency Fn (the fuel efficiency when it is assumed that the vehicle has traveled in the normal travel mode). By displaying, it is possible to notify the driver of the degree of improvement of the fuel economy Fn in the normal travel mode by the fuel economy Fe in the eco mode.

  According to the hybrid vehicle 20 of the above-described embodiment, when the eco mode is set by the eco switch 89 that switches between the normal travel mode and the eco mode, the eco mode fuel efficiency Fe that is the fuel efficiency in travel in the eco mode is Since both the normal travel mode fuel efficiency Fn, which is the fuel efficiency estimated when traveling in the normal travel mode, is displayed on the meter display unit 90, the eco mode fuel efficiency Fe is improved with respect to the normal travel mode fuel efficiency Fn. It is possible to inform the driver of the degree.

  In the hybrid vehicle 20 of the embodiment, when the eco mode is set, the “eco mode” is lit on the meter display unit 90, and the eco mode fuel efficiency Fe and the normal travel mode fuel efficiency Fn are displayed. In addition to these, other information may be displayed. For example, when the required torque Tr * is less than or equal to the threshold value Tref and greater than the threshold value Tref0, and the required power Pe * is less than or equal to the threshold value Pref and greater than the threshold value Pref0, the vehicle travels in the motor operation mode when the eco mode is set. When the normal travel mode is set, the vehicle travels in the engine operation mode. For this reason, when the eco mode is set, if the required torque Tr * is less than or equal to the threshold Tref and greater than the threshold Tref0, and the required power Pe * is less than or equal to the threshold Pref and greater than the threshold Pref0, the eco mode is set. It may be displayed on the meter display unit 90 that the engine 22 is stopped. In this way, the driver can be notified of the characteristics of traveling in the eco mode.

  In the hybrid vehicle 20 of the embodiment, when the eco mode is set, the fuel consumption that is assumed to be consumed when the engine 22 is operated at the eco mode operation point set in step S140 (the eco mode assumption) The fuel consumption amount) is calculated as the fuel consumption amount Qfe in the eco mode, but the fuel amount actually injected when the engine 22 is operated (actual fuel consumption amount in the eco mode) is calculated as the fuel consumption amount in the eco mode. Qfe may be used as input from the engine ECU 24 for communication. In this case, as for the fuel consumption Qfn in the normal travel mode, the fuel consumption assumed to be consumed when the engine 22 is operated at the operation point in the normal travel mode set in step S330 is the fuel consumption in the normal travel mode. It is set as a basic value Qfntmp of the quantity Qfn, a correction coefficient kfn is set based on the difference between the estimated fuel consumption in the eco mode and the actual fuel consumption in the eco mode, and the basic value Qfntmp is multiplied by the correction coefficient kfn. The fuel consumption amount Qfn in the traveling mode may be calculated.

  In the hybrid vehicle 20 of the embodiment, when the eco mode is set, the eco mode fuel consumption Fe is calculated based on the eco mode fuel consumption Qfe and the normal travel mode is based on the normal travel mode fuel consumption Qfn. The fuel efficiency Fn is calculated, but in addition to the fuel consumption amount Qfe in the eco mode and the fuel consumption amount Qfn in the normal travel mode, the loss in the driving state (rotation speed and torque) of the engine 22 and the motors MG1, MG2 is calculated. In consideration of this, the fuel efficiency Fe in the eco mode and the fuel efficiency Fn in the normal travel mode may be calculated. In this way, the eco mode fuel efficiency Fe and the normal travel mode fuel efficiency Fn can be calculated more appropriately. In this case, for the torque of the motors MG1 and MG2 in the normal travel mode, the required torque Tr *, the target rotational speed Ne *, and the target torque Te * set in steps S310, S330, and S340 of the routine of FIG. 7 are used. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 may be set and used in the same manner as the processing of steps S150 and S170 to S200 of the routine of FIG. As described above, when calculating the eco mode fuel efficiency Fe and the normal travel mode fuel efficiency Fn in consideration of the loss of the engine 22 and the motors MG1 and MG2, not only the current loss but also the future loss is predicted and considered. It may be a thing. In this case, for example, with respect to the eco mode fuel efficiency Fe, the acceleration αe in the eco mode is calculated using the vehicle weight M, the gravitational acceleration g, the road surface gradient θ, the required torque Tr * in the eco mode, and the calculated acceleration αe. Is used to predict the vehicle speed V after a predetermined time in the eco mode, and the loss after the predetermined time in the eco mode using the driving state of the future engine 22 and the motors MG1 and MG2 calculated using the predicted vehicle speed V. The Loe may be calculated, and the eco-mode fuel efficiency Fe may be calculated in consideration of the eco-mode fuel consumption Qfe and the loss Loe. As for the fuel efficiency Fn in the normal travel mode, the acceleration αn in the normal travel mode is calculated using the vehicle weight M, the gravitational acceleration g, the road gradient θ, the required torque Tr * in the normal travel mode, and the calculated acceleration αn. Is used to predict the vehicle speed V after a predetermined time in the normal travel mode, and after a predetermined time in the normal travel mode using the driving state of the future engine 22 and the motors MG1, MG2 calculated using the predicted vehicle speed V. The fuel loss Fn in the normal travel mode may be calculated in consideration of the fuel consumption Qfn in the normal travel mode and the loss Lon.

  In the hybrid vehicle 20 of the embodiment, when the eco mode is set, the control accelerator opening Acc * is set so as to be smaller than when the normal travel mode is set. The same accelerator opening Acc * for control may be set regardless of whether the travel mode is set or the eco mode is set.

  In the hybrid vehicle 20 of the embodiment, the required torque Tr * is set using the same required torque setting map of FIG. 4 regardless of whether the normal travel mode is set or the eco mode is set. When the eco mode is set, the required torque Tr * may be set so as to become smaller than when the normal travel mode is set.

  In the hybrid vehicle 20 of the embodiment, the case where the eco mode is set has been described. However, when the normal travel mode is set, the “eco mode” is not lit, and the fuel consumption Fe in the eco mode (run in the eco mode) It is only necessary to display both the fuel efficiency Fn in the normal travel mode and the fuel efficiency Fn in the normal travel mode or only the fuel efficiency Fn in the normal travel mode. When the normal travel mode is set, the accelerator opening Acc is set to the control accelerator opening Acc * as it is, and the processing of the routine step S120 of FIG. 2 is performed using the set control accelerator opening Acc *. Similarly, the required torque Tr * and the required power Pe * are set. When the required torque Tr * is larger than the threshold value Tref0 or when the required power Pe * is larger than the threshold value Pref0, the engine 22 is processed in the same manner as the processing in step S140 of the routine of FIG. The target rotational speed Ne * and the target torque Te * are set. When the required torque Tr * is equal to or lower than the threshold Tref0 and the required power Pe * is equal to or lower than the threshold Pref0, both the target rotational speed Ne * and the target torque Te * of the engine 22 are set. The value 0 is set, and the set target engine speed Ne * and target torque T of the engine 22 are set. Based on *, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set similarly to the processing of steps S150 and S170 to S200 of the routine of FIG. 2, and the engine is set based on the target rotational speed Ne * and the target torque Te *. 22 and the motors MG1 and MG2 may be controlled based on the torque commands Tm1 * and Tm2 *.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Further, the present invention is not limited to the case where the present invention is applied to such a hybrid vehicle, and the present invention may be applied to an electric vehicle that does not include an engine, or a gasoline engine vehicle that does not include an electric motor or a generator. The invention may be applied. Furthermore, it is good also as a form of the control method of a vehicle.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the combination of the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2 corresponds to a “power output device”, the eco switch 89 corresponds to a “mode setting switch”, and the meter display unit 90 includes Corresponding to “display means”, the target rotational speed Ne * and target torque Te * of the engine 22 are set so as to travel based on the state of the eco switch 89 and the accelerator opening Acc, and the torque command Tm1 of the motors MG1 and MG2 *, Tm2 * is set and transmitted to the engine ECU 24 and the motor ECU 40, the hybrid electronic control unit 70, the engine ECU 24 that controls the engine 22 based on the received target rotational speed Ne * and the target torque Te *, and reception Motors MG1, MG2 are controlled based on the torque commands Tm1 *, Tm2 * When the eco mode is set by the eco switch 89 that switches between the normal travel mode and the eco mode, the motor ECU 40 corresponds to the “travel control means”, and the eco mode fuel efficiency Fe that is the fuel efficiency in the travel in the eco mode. And the normal driving mode fuel efficiency Fn, which is the fuel efficiency estimated when the vehicle is assumed to have traveled in the normal driving mode, and the eco switch signal, the eco mode fuel efficiency Fe, and the normal driving mode fuel efficiency Fn to the meter ECU 99. The electronic control unit for hybrid 70 that transmits and the meter ECU 99 that lights the “eco-mode” on the meter display unit 90 and displays the eco-mode fuel efficiency Fe and the normal travel mode fuel efficiency Fn correspond to “display control means”. To do. Further, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the combination of the power distribution and integration mechanism 30 and the motor MG1, and the anti-rotor motor 230 as the “power power input / output means”. Equivalent to.

  Here, the “power output device” is not limited to a combination of the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2, but includes a combination of the engine 22, the anti-rotor motor 230, and the motor MG2. As long as the power for driving is output, such as a stand, an engine, or a motor, it may be anything. The “mode setting switch” is not limited to the eco switch 89, and includes a normal driving mode in which fuel consumption and comfort are taken into consideration, and a fuel efficiency priority driving mode in which fuel consumption is given priority over the normal driving mode. As long as it is set by switching, it does not matter. The “display unit” is not limited to the meter display unit 90, and any display unit can be used as long as it can display information related to the running state. As the “travel control means”, the target speed Ne * and the target torque Te * of the engine 22 are set so as to travel based on the state of the eco switch 89 and the accelerator opening Acc, and the engine 22 is controlled and the motor MG1. , MG2 torque commands Tm1 *, Tm2 * are not limited to those for controlling motors MG1, MG2, and the vehicle travels by a driving force based on the state of the mode setting switch and the travel request operation by the driver. Any power control device may be used as long as it can control the power output device. As the “display control means”, when the eco mode is set by the eco switch 89 that switches between the normal travel mode and the eco mode, the eco mode fuel efficiency Fe that is the fuel efficiency in the eco mode travel and the travel in the normal travel mode The fuel consumption Fn in the normal driving mode, which is the fuel consumption estimated when the vehicle is assumed to have been calculated, lights up the “eco mode” on the meter display unit 90, and the fuel consumption Fe in the eco mode and the fuel consumption Fn in the normal driving mode are calculated. It is not limited to what is displayed. In addition to this, when other information, for example, the required torque Tr * is less than the threshold Tref and greater than the threshold Tref0, the required power Pe * is less than the threshold Pref and greater than the threshold Pref0. The meter display unit 9 indicates that the engine 22 has been stopped due to the setting. When the fuel efficiency priority travel mode is set with the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated, and the calculated fuel efficiency in the fuel efficiency priority travel mode and the normal Any device may be used as long as it controls the display means so that the fuel consumption in the traveling mode is displayed together. The “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power power input / output means” is not limited to the combination of the motor MG1 and the power distribution and integration mechanism 30 or the anti-rotor motor 230, and is connected to the drive shaft connected to the axle. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and output shaft together with input and output of electric power and power, it may be anything. . The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 5 is a flowchart showing an example of an eco-mode control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for control accelerator opening setting. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is a flowchart which shows an example of a fuel consumption estimation process at the time of normal driving mode. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Eco switch, 90 Meter display unit, 91 Shift position display section, 92 Speedometer unit, 93 eco mode display unit, 94 fuel consumption display unit, 99 electronic control unit for meter (hereinafter referred to as meter ECU), 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (6)

A vehicle equipped with a power output device that outputs power for traveling,
A mode setting switch that switches between a normal driving mode that travels in consideration of fuel efficiency and comfort and a fuel efficiency priority driving mode that travels with priority on the fuel efficiency over the normal driving mode;
Display means capable of displaying information related to the driving state;
Travel control means for controlling the power output device to travel with a driving force based on the state of the mode setting switch and a travel request operation by the driver;
When the fuel economy priority travel mode is set by the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated, and the calculated fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated. Display control means for controlling the display means to be displayed together,
A vehicle comprising: The vehicle according to claim 1,
The power output device has an internal combustion engine and an electric motor, and is a device that outputs driving power with intermittent operation of the internal combustion engine,
The travel control means sets a required power required for travel based on the travel request operation, and the set required power is greater than a first threshold when the normal travel mode is set by the mode setting switch. Sometimes the internal combustion engine and the electric motor are controlled so as to travel with the operation of the internal combustion engine, and the internal combustion engine travels with the operation stopped when the set required power is equal to or less than the first threshold value. The internal combustion engine and the electric motor are controlled, and when the fuel consumption priority traveling mode is set by the mode setting switch, the internal combustion engine is operated when the set required power is larger than a second threshold larger than the first threshold. The internal combustion engine and the electric motor are controlled to run with the operation of the engine, and the set required power is the second threshold value. A means for controlling said electric motor and said internal combustion engine to run with the operation stop of the internal combustion engine when the following
When the fuel consumption priority travel mode is set by the mode setting switch and the required power is greater than the first threshold and less than or equal to the second threshold, the display control means uses the mode setting switch to reduce the fuel consumption. Means for controlling the display means so as to display that the internal combustion engine is to be stopped by setting the priority running mode;
vehicle.   The power output device is connected to a drive shaft connected to an axle, and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. The vehicle according to claim 2, further comprising electric power input / output means capable of inputting / outputting power to and from the output shaft.   When the fuel consumption priority travel mode is set by the mode setting switch, the display control means takes into account the loss based on the driving state of the power output device and the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode. The vehicle according to any one of claims 1 to 3, wherein the vehicle is a means for calculating.   The travel control means travels with a driving force that tends to be smaller when the fuel efficiency priority travel mode is set by the mode setting switch than when the normal travel mode is set by the mode setting switch. The vehicle according to any one of claims 1 to 4, which is means for controlling the power output device. A mode that switches between a power output device that outputs driving power, a normal travel mode that travels in consideration of fuel efficiency and comfort, and a fuel efficiency priority travel mode that travels with priority on the fuel efficiency over the normal travel mode. A vehicle control method comprising: a setting switch; and a display unit capable of displaying information related to a running state,
(A) controlling the power output device to travel with a driving force based on a state of the mode setting switch and a travel request operation by a driver;
(B) When the fuel efficiency priority travel mode is set by the mode setting switch, the fuel efficiency in the fuel efficiency priority travel mode and the fuel efficiency in the normal travel mode are calculated, and the calculated fuel efficiency and normal travel in the fuel efficiency priority travel mode are calculated. Controlling the display means so that the fuel consumption in the mode is displayed together;
A method for controlling a vehicle.

Images