JP2010047152A - Display control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display control device of a hybrid vehicle capable of enhancing user convenience by adequately calculating the traveling cost (fuel consumption) of the externally chargeable hybrid vehicle, and informing it to a vehicle user. <P>SOLUTION: An ECU determines whether a hybrid vehicle is in an external chargeable traveling mode or a fuel use traveling mode based on the comparison of SOC (State Of Charge) with the determination value SOCr (S100, S110, S130). The ECU calculates the traveling cost based on the power unit cost of the charging power by the external charging and electric power consumption in the externally chargeable mode while reflecting fuel consumption during the acceleration (S120). On the other hand, in the fuel use traveling mode, the ECU calculates the traveling cost based on the fuel consumption and the fuel unit cost while reflecting the SOC change taking into consideration engine power generation efficiency (S140). Furthermore, the ECU informs the vehicle user of the traveling cost or its integrated value by displaying them calculated by classifying the traveling state (S170-S180). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a display control device for a hybrid vehicle, and more specifically, a travel cost (in a hybrid vehicle in which an in-vehicle power storage device that supplies electric power to a vehicle driving force generation motor is configured to be rechargeable by a power source external to the vehicle ( It relates to display control of fuel consumption.

  Conventionally, a control configuration for displaying the fuel consumption of a vehicle such as an automobile to a user has been proposed. For example, Japanese Patent Laid-Open No. 2007-256158 (Patent Document 1) has a configuration in which an instantaneous fuel consumption or an average fuel consumption is calculated from a travel distance of a moving body and a fuel consumption amount, and the calculated fuel consumption is displayed by a display unit. Are listed.

  Japanese Patent Application Laid-Open No. 2007-210487 (Patent Document 2) discloses that in a hybrid vehicle equipped with a battery as a power source, test running fuel consumption data for each driving pattern is stored in advance and actual driving fuel consumption data for each driving pattern is stored. A configuration is disclosed in which a result of evaluating a driving operation in actual traveling by comparing the two is displayed to the user.

Further, Japanese Patent Application Laid-Open No. 2007-209063 (Patent Document 3) describes that, in a fuel cell vehicle, an image corresponding to a ratio of an actual instantaneous fuel consumption to an ideal fuel consumption is displayed on a display device. Japanese Patent Laying-Open No. 2005-9381 (Patent Document 4) discloses a flow of energy between an engine, a battery, a generator, an electric motor, and a hydraulic pump in a hybrid construction machine and a fuel consumption (fuel flow rate) at that time. ) Is displayed on the monitor. Japanese Patent Laid-Open No. 2003-220907 (Patent Document 5) provides a user with a specific amount of electricity related to the power consumption of an in-vehicle electric load that is not essential for vehicle driving and can be operated to reduce power consumption. Is displayed.
JP 2007-256158 A JP 2007-210487 A JP 2007-209063 A JP-A-2005-9381 JP 2003-220907 A

  Recently, in a hybrid vehicle in which an electric motor that generates vehicle driving force by electric power from a power storage device typified by a secondary battery and an engine are mounted as power sources, a power source outside the vehicle (hereinafter simply referred to as “external power source”). The structure which charges this electrical storage apparatus is proposed. Hereinafter, the charging of the power storage device by the external power supply is also referred to as “external charging”.

  In a hybrid vehicle that can be externally charged, also called a plug-in vehicle, an external power source typically composed of a system power source is used to charge the power storage device while parked after returning home, etc. It is expected that the running cost (fuel consumption) can be suppressed by running using the vehicle.

  Therefore, in hybrid vehicles that can be externally powered, vehicle users tend to be more interested in driving costs (fuel consumption), so it is important in terms of user convenience to display the driving costs appropriately for the users. It becomes. However, when vehicle driving is started after completion of external charging, how to comprehensively evaluate the cost of externally charged power and the cost of fuel consumption in the engine, The question remains as to what to do.

  The present invention has been made to solve such a problem, and an object of the present invention is to appropriately calculate the running cost (fuel consumption) of an externally chargeable hybrid vehicle and notify the vehicle user. By improving user convenience.

  In the display control apparatus for a hybrid vehicle, the hybrid vehicle includes a first power source that generates vehicle driving force by combustion of fuel, a power storage device, and a second power source that generates vehicle driving force by electric power from the power storage device. A first charging device for charging the power storage device with an external power source outside the vehicle, and a second charging device that generates charging power for the power storage device by being driven by the output of the first power source Prepare. The display control device includes a travel determination unit, a first travel cost calculation unit, a second travel cost calculation unit, and a display control unit. Based on the remaining capacity of the power storage device, the travel determination unit includes a first traveling state in which the charging power from the external power source remains, and a second after consumption of the charging power from the external power source. It is determined whether it is the running state of. The first travel cost calculation unit calculates the product of the unit price of charging power and the amount of change in the remaining capacity, the unit price of fuel, and the fuel consumption by the first power source for each predetermined distance travel in the first travel state. The travel cost for each predetermined distance travel is calculated according to the product. The second travel cost calculation unit calculates the product of the unit price of fuel and the fuel consumption amount, the remaining capacity change amount, the average power generation efficiency based on the output of the first power source, for each predetermined distance travel in the second travel state, The travel cost for each predetermined distance travel is calculated according to the product of the fuel consumption. The display control unit is configured to notify the vehicle user of the travel cost calculated by one of the first and second travel cost calculation units according to the determination result by the travel determination unit.

  Preferably, the display control unit notifies the vehicle occupant of information by at least one of display on the navigation screen and audio output.

  In this way, the first traveling state until the electric power charged by external charging is exhausted (external charging traveling) and the traveling state after the electric power charged by external charging is exhausted (gasoline traveling) are distinguished, and According to the remaining capacity change amount of the apparatus and the fuel consumption amount, the instantaneous value of the running cost in each running state can be appropriately calculated. Since the calculated travel cost can be notified to the user by a display unit (for example, screen display and / or voice output), the user convenience of the hybrid vehicle that can be externally charged can be improved.

  Preferably, the display control unit further informs the vehicle user that the determination result by the travel determination unit has changed from the first travel state to the second travel state.

  If it does in this way, when vehicles run is started after external charge, the section which was able to run with the charge electric power by external charge can be certainly notified to a user.

  Preferably, the display control device further includes an input unit for a vehicle user to input a unit price of fuel and a unit price of charging power.

  In this way, since the user can appropriately input the unit price of the fuel and the charging power, it is possible to appropriately calculate the travel cost (fuel consumption) according to the usage status of each user.

  Alternatively, preferably, the display control device further includes an integrating unit. The integrating unit calculates the total traveling cost by integrating the traveling cost calculated by one of the first and second traveling cost calculating units according to the determination result by the traveling determining unit. More preferably, the display control unit further informs the vehicle user of the total cost by the integrating unit.

  In this way, it is possible to notify the user of the total cost obtained by integrating the running cost (fuel consumption). As for the total cost, the integrated value for each trip from the start of operation to the end of operation may be displayed, or the total cost accumulated until reset by the driver may be displayed.

  Preferably, the display control unit further informs the vehicle user that the warm-up operation is being performed when the first power source is being operated for the warm-up operation of the catalyst.

  In this way, when the running cost (fuel consumption) is temporarily deteriorated due to the warm-up operation of the catalyst, the cause can be notified to the user, so that the uncomfortable feeling given to the user can be reduced.

  According to the present invention, in a hybrid vehicle that can be externally charged, the travel cost (fuel consumption) during travel of the vehicle can be appropriately calculated and notified to the user, so that the user convenience can be improved.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is a control block diagram of the entire hybrid vehicle including the display control apparatus according to the embodiment of the present invention.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, motor generator 140 includes motor generator 140A (or MG (2)) that mainly operates as a motor and motor generator 140B (or MG (1)) that mainly operates as a generator. It is expressed separately. Motor generator 140A (MG (2)) is mainly used as a motor for generating vehicle driving force, and motor generator 140B (MG (1)) is mainly used as a generator that generates electric power by the output of engine 120. . However, the motor generator 140A can also operate as a generator during regenerative braking and decelerate the vehicle by converting the kinetic energy of the vehicle into electrical energy. Further, when starting the stopped engine 120, the motor generator 140B operates as a starter motor to give the engine 120 rotational force.

  In addition, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140B to the drive wheels 160, and transmits a driving force of the drive wheels 160 to the engine 120 and the motor generator 140B. A power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by engine 120 to two paths of drive wheel 160 and motor generator 140B (MG (1)) is provided.

  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 motor generator 140B (MG (1)). Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of motor generator 140A (MG (2)) and reduction gear 180.

  Engine 120, motor generator 140B (MG (1)) and motor generator 140A (MG (2)) are connected via power split mechanism 200 made of planetary gears, so that engine 120, MG (1) 140B and The rotational speed of MG (2) 140A is, for example, in a relationship connected by a straight line in the nomograph.

  Referring to FIG. 1 again, power split mechanism 200 distributes the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1)) by this planetary gear mechanism. By controlling the rotational speed of motor generator 140B (MG (1)), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier 206, which is input to the motor generator 140B (MG (1)) by the sun gear 202, and to the motor generator 140A (MG (2)) and the output shaft (drive wheel 160 side) by the ring gear 208. Reportedly.

  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)), and the rotational speed of the engine 120 is reduced. . Further, by generating torque in the direction opposite to the rotational force of motor generator 140B (MG (1)) by engine 120, power generation by motor generator 140B (MG (1)) by the output of engine 120 becomes possible.

  Hybrid vehicle has a power storage device 220 for storing power supplied to motor generators 140A and 140B, and an inverter for performing DC-AC bidirectional power conversion between power storage device 220 and motor generators 140A and 140B. 240.

  The power storage device 220 can be appropriately configured by a secondary battery such as a nickel metal hydride battery or a lithium ion battery, an electric double layer capacitor, or a combination of both, and the type thereof is not particularly limited. .

  Inverter 240 controls power conversion between power storage device 220 and motor generator 140A so that motor generator 140A operates according to the operation command, and power storage device 220 so that motor generator 140B operates according to the operation command. And inverter 240B for controlling power conversion between motor generator 140B. Furthermore, a converter 242 having a bidirectional DC voltage conversion function is provided between inverters 240A and 240B and power storage device 220. By providing converter 242, it is possible to boost the output voltage of power storage device 220 and drive motor generators 140A and 140B. Further, the voltage generated by motor generators 140A and 140B can be stepped down and used for charging power storage device 220.

  Furthermore, the hybrid vehicle includes a power converter 350 and a charging connector 360 as a configuration for external charging. Charging connector 360 is connected to external power supply 400 via charging cable 500. The charging cable 500 is configured to have a charging connector 505 and a charging plug 510. At the time of external charging, the outlet 405 of the external power source 400 is connected to the charging plug 510 and the charging connector 505 is connected to the charging connector 360 of the hybrid vehicle, so that power from the external power source 400 is supplied to the charging connector 360. The The charging connector 360 has a function of notifying the HV_ECU 320 when it is electrically connected to the external power source 400.

  The power converter 350 converts the power (AC power) from the external power supply 400 supplied to the charging connector 360 into DC power, and charges the power storage device 220.

  That is, the power converter 350 corresponds to the “first charging device” in the present invention. Motor generator 140B (MG (1)) corresponds to the “second charging device” in the present invention.

  The hybrid vehicle further includes a battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 that manages and controls the charge / discharge state of the power storage device 220 (for example, SOC (State Of Charge) indicating the amount of remaining power), Engine ECU 280 for controlling the operating state of engine 120, MG_ECU 300 and auxiliary ECU 305 for controlling motor generator 140, battery ECU 260, inverter 240, etc. according to the state of the hybrid vehicle, battery ECU 260, engine ECU 280, MG_EC 300, etc. And HV_ECU 320 that controls and controls the entire hybrid system so that the hybrid vehicle can operate most efficiently.

  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 the hybrid vehicle shown in FIG. 1, traveling based on the output of only motor generator 140A (EV traveling) and traveling based on the output of engine 120 and the output of motor generator 140A (HV traveling) are selectively used according to the vehicle state. In addition, when battery SOC decreases, it is possible to run only with the output of engine 120, and power generator 220B can also be charged by generating electric power using motor generator 140B using the output of engine 120. Further, during deceleration of the hybrid vehicle, power storage device 220 is charged by regenerative power generation by motor generator 140A.

  The HV_ECU 320 selects the EV travel when the efficiency of the engine 120 decreases, such as when the vehicle starts or travels at a low speed. Then, the HV_ECU 320 starts the engine 120 according to the required vehicle driving force when the vehicle speed increases and the engine 120 enters a driving region where the efficiency is high, or when the vehicle driving force is increased due to an acceleration request. Transition to HV traveling. The HV_ECU 320 instructs the transition from the HV traveling to the EV traveling or vice versa according to a change in the vehicle state according to a predetermined determination condition. In traveling after the start of external charging, in order to effectively use the charged power, the determination conditions for EV traveling and HV traveling may be changed so that the frequency of EV traveling increases.

  As described above, the hybrid vehicle shown in FIG. 1 is powered by motor generator 140A that generates vehicle driving force by electric power from power storage device 220 that can be externally charged, and engine 120 that generates vehicle driving force by combustion of fuel. It has the structure which has as a source. In other words, in the hybrid vehicle shown in FIG. 1, engine 120 corresponds to the “first power source” in the present invention, and motor generator 140A (MG (2)) is the “second power source” in the present invention. Corresponds to “source”.

  Further, HV_ECU 320 is based on SOC of power storage device 220 (obtained from battery ECU 260) and fuel consumption QFL by engine 120 (obtained from engine ECU 280) in order to display the travel cost of the hybrid vehicle according to the embodiment of the present invention. Thus, it has a function of calculating the travel cost of the hybrid vehicle. Further, HV_ECU 320 generates a command for displaying the calculated traveling cost and related information on display unit 1100.

  The display unit 1100 is configured by a display screen of a navigation system, for example. Alternatively, as in the case of voice guidance by the navigation system, it is possible to notify the user of information by voice output from a speaker (not shown). Thus, when notifying a user about the information regarding travel cost using a navigation system, navigation ECU1000 controls the display part 1100 and / or the speaker which is not illustrated according to the instruction | command from HV_ECU320. Alternatively, the display unit 1100 can be provided in an instrument panel installed in front of the driver. Thus, in the present embodiment, display by display unit 1100 is not limited to image display as long as it is possible to inform the vehicle user of the travel cost and related information, and includes any form.

  FIG. 3 is a functional block diagram for explaining travel cost display control by the display control apparatus for a hybrid vehicle according to the embodiment of the present invention.

  Referring to FIG. 3, the hybrid vehicle display control apparatus according to the embodiment of the present invention includes a travel determination unit 1010, a determination value setting unit 1015, travel cost calculation units 1020 and 1025, and a unit price input unit 1030. Engine power generation efficiency calculation unit 1040, output switching unit 1050, integration unit 1060, and display control unit 1070. The display control unit 1070 controls the display of travel cost by the display unit 1100. Each of the functional blocks denoted by reference numerals 1000 to 1070 shown in FIG. 3 is typically realized by executing a predetermined program by HV_ECU 320 shown in FIG. Alternatively, some or all of the functions of each block may be realized by mounting a dedicated electronic circuit (hardware).

  Travel determination unit 1010 determines the travel state of the hybrid vehicle according to a comparison between the SOC and a determination value (SOCr) by determination value setting unit 1015. Specifically, traveling determination unit 1010 determines that the vehicle is “external charging traveling”, which is traveling using externally charged charging power while SOC is equal to or greater than determination value SOCr after vehicle driving is started. To do. On the other hand, when SOC is lower than determination value SOCr, traveling determination unit 1010 determines that the traveling is based on fuel consumption, which is traveling due to fuel consumption after the power charged by external charging is used up. Then, traveling determination unit 1010 outputs flag FLG indicating whether the hybrid vehicle is in an external charging traveling or a fuel-using traveling.

  That is, “external charging travel” corresponds to the “first travel state” in the present invention, and “fuel use travel” corresponds to the “second travel state” in the present invention.

  Determination value setting unit 1015 sets determination value SOCr used in traveling determination unit 1010 based on ignition signal IG and SOC. Here, the ignition signal IG (hereinafter referred to as IG signal) indicates ON / OFF of a switch operated when the vehicle system is started. In the following, a period from ON to OFF of IG accompanied by vehicle travel is referred to as “trip”. ".

  Determination value SOCr is basically set in accordance with battery SOC before external charging. As a result, when the hybrid vehicle starts to travel after external charging, it is possible to set the travel until exhaustion of the charging power by the external charging is “external charging traveling”. Specifically, based on a comparison between the SOC at the end of the operation indicated by the IG signal being turned off and the SOC when the IG signal is subsequently turned on, the presence or absence of external charging is determined, and the SOC before external charging is determined. Can be set to the determination value SOCr.

  However, it is preferable to set so that SOCR is not updated when the hybrid vehicle once externally charged ends driving before reaching SOCr after the start of traveling. Determination value SOCr is set to be higher than the SOC management lower limit value, which is a threshold value by which HV_ECU 320 generates a charge instruction for power storage device 220 by power generation of motor generator 140B using the output of engine 120. It is preferred that

  Traveling cost calculation unit 1020 calculates travel cost CST during external charging travel according to the following equation (1) based on fuel consumption QFL and SOC of engine 120.

CST = ΔSOC (kJ) · UE (yen / kJ)
+ QFL (L) · UF (yen / L) (1)
In the equation (1), ΔSOC is a value obtained by converting the amount of change in SOC, which is normally expressed as a percentage of the full charge level, into electrical energy (kJ). Regarding the positive / negative of ΔSOC, ΔSOC> 0 when the SOC decreases, and ΔSOC <0 when the SOC increases. UE and UF indicate unit prices of charging power and fuel.

  At the time of external charging traveling, the calculation according to the equation (1) is executed every predetermined distance (for example, 1 km), and the traveling cost CST for each predetermined distance traveling is calculated.

  The travel cost calculation unit 1025 calculates a travel cost CST during fuel-using travel according to the following equation (2).

CST = ΔSOC (kJ) · Kf (L / kJ) · UF (yen / L)
+ QFL (L) · UF (yen / L) (2)
In the equation (2), ΔSOC, QFL, and UF are the same as those in the equation (1). Kf represents the average power generation efficiency of the engine 120 during travel using fuel, that is, the fuel consumption required to change the SOC to a unit amount increase.

  During travel using fuel, the calculation according to equation (2) is executed for each predetermined distance (for example, 1 km), and the travel cost CST for each predetermined distance is calculated.

  The unit price input unit 1030 is configured such that the power unit price UE and the fuel unit price UF used in the equations (1) and (2) can be input by a user operation. For example, the unit price input unit 1030 can be configured with a numeric keypad displayed on a touch panel. By enabling the user to input the unit price, it is possible to accurately calculate the travel cost reflecting the individual situation of the user.

  The engine power generation efficiency calculation unit 1040 calculates the engine power generation efficiency Kf used in the equation (2) according to the actual amount of change in the SOC during the fuel consumption period during the fuel usage travel. Specifically, the engine power generation efficiency Kf can be calculated by cumulatively averaging the actual fuel consumption QFL required to increase the SOC by 1 kJ. In addition, it is possible to accurately calculate the engine power generation efficiency Kf reflecting the vehicle characteristics by calculating the average value by adding up a plurality of trips instead of the average value during one trip.

  The output switching unit 1050 outputs the travel cost CST calculated by the travel cost calculation unit 1020 during the external charging travel according to the flag FLG from the travel determination unit 1010, while the travel cost calculation unit 1025 during the fuel use travel. The travel cost CST calculated by is output.

  Integration unit 1060 calculates total cost TCST (yen) by integrating traveling costs CST selectively output by output switching unit 1050. The total of the total cost TCST is basically cleared for each trip, but may be cleared according to user input regardless of the end of the trip. Alternatively, the two types of total costs TCST having different clear conditions may be calculated.

  Display control unit 1070 controls display on display unit 1100 in response to flag FLG from travel determination unit 1010, travel cost CST from output switching unit 1050, and total cost TCST from integration unit 1060. Further, when engine 120 is operating for the catalyst warm-up operation, display control unit 1070 receives flag FWR indicating that from engine ECU 280 (FIG. 1).

  Referring to FIG. 4, display control unit 1070 uses display unit 1100 to display instantaneous travel cost 1105 indicating a travel cost (fuel consumption) per km according to travel cost CST from output switching unit 1050. Furthermore, the display control unit 1070 can display the running cost integrated value 1110 during one trip or from the user input time point based on the total cost TCST from the integrating unit 1060. The running cost integrated value 1110 may be automatically displayed at the end of the trip or at the start of the next trip, while being not executed during driving based on the IG signal. Alternatively, the traveling cost integrated value 1110 may be automatically displayed when the vehicle is stopped.

  Display control unit 1070 has a message area 1120 for outputting information on fuel consumption. For example, in the message area 1120, based on the flag FLG from the travel determination unit 1010, a message that informs the user of “end of external charge travel (transition from external charge travel to fuel use travel)” or based on the flag FWR "The engine is in the catalyst warm-up operation" can be displayed.

  If it does in this way, since the section (distance, time) which was able to carry out external charge can be surely notified to a user, the convenience of a user can be improved. In addition, when the catalyst warms up, the travel cost of which instantaneously deteriorates, this can be notified to the user, so that the user's uncomfortable feeling can be reduced and the convenience can be enhanced.

  Next, an example of travel cost calculation corresponding to a travel pattern in a hybrid vehicle to which travel cost display control according to the embodiment of the present invention is applied will be described using FIG.

  Referring to FIG. 5, external charging of the hybrid vehicle starts at time t0 when the vehicle is stopped, and ends at time t1. As a result, the amount of power charged in power storage device 220, that is, the SOC, increases from the value before external charging to near the full charge level. Then, the SOC before external charging is set as a determination value SOCr after the trip starts.

  Then, vehicle travel is started at time t2 after completion of external charging. At times t2 to t4 of low speed travel, vehicle travel (EV travel) by driving force from motor generator 140A (MG (2)) is performed by electric power from power storage device 220 without operating engine 120 (QFL = 0). Done. Along with this, the SOC gradually decreases.

  At time t4, the acceleration of the hybrid vehicle is started with the accelerator operation. At time t5, the engine 120 is started and HV traveling is started in order to ensure a desired vehicle driving force. That is, from time t5, QFL> 0 as the SOC decreases.

  At time t6, the SOC becomes lower than the determination value SOCr. Thereby, traveling state determination unit 1010 (FIG. 3) determines that the vehicle state has changed from “external charging traveling” to “fuel use traveling”.

  Thereafter, at times t7 to t8, the hybrid vehicle is decelerated by a brake operation. In the deceleration zone from t7 to t8, while QFL = 0, the SOC is recovered by the power generation of the motor generator 140A (MG (2)) by regenerative braking. And between time t8-t10, EV driving | running | working is again selected for low speed driving | running | working (QFL = 0).

  At time t10, acceleration of the hybrid vehicle is started with the accelerator operation. In the fuel travel section, since the vehicle driving force is mainly generated by the output of the engine 120, the QFL relatively increases. Further, power generation by motor generator 140B (MG (1)) using engine output generates driving power for motor generator 140A (MG (2)) and / or charging power for power storage device 220. Accordingly, the SOC gradually increases in the section from time t10 to t11.

  Then, the brake operation is performed from time t11, and the hybrid vehicle stops at time t12. In the deceleration section at times t11 to t12, the SOC increases due to the power generated by motor generator 140A (MG (2)) during regenerative braking. Then, at time t12, the IG signal is turned off, and the trip ends.

  In one trip shown in FIG. 5, the external charging traveling is finished and the fuel usage traveling is started, so the external charging power before the trip is used up. Therefore, in the next trip, determination value SOCr is set based on the SOC at time t12 (at the end of operation). In the case where the trip is terminated without the external charging running being completed, it is preferable that the determination value SOCr is maintained regardless of the presence or absence of external charging until the next trip.

  During travel using fuel, the fuel consumption amount QFL and the SOC change amount are accumulated as data in the fuel consumption section (time t6 to t7, time t10 to t11 in FIG. 5). Then, the engine power generation efficiency calculation unit 1040 (FIG. 3) calculates the average value of the fuel consumption QFL (L) required to increase the SOC by a unit amount (1 kJ) as the engine power generation efficiency Kf (L / kJ). The

  Next, a flowchart for realizing the control process of the travel cost display control of the hybrid vehicle shown in FIGS. 3 to 5 will be described with reference to FIGS. The control process according to the flowcharts shown in FIGS. 6 and 7 can be realized, for example, by executing a program stored in advance in HV_ECU 320 at a predetermined cycle.

  Referring to FIG. 6, HV_ECU 320 compares the SOC and determination value SOCr in step S100. When SOC ≧ SOCr (S100 is NO), HV_ECU 320 determines in step S110 that the traveling state of the hybrid vehicle is external charging traveling, advances the process to step S120, and formulas (1) above. Based on this, an instantaneous value of the travel cost is calculated. Then, the process further proceeds to step S170.

  On the other hand, when SOC <SOCr (S100 is YES), HV_ECU 320 determines that the traveling state of the hybrid vehicle is fuel-using traveling in step S130, proceeds to step S140, and travels according to the above equation (2). Calculate the cost. Further, at the time of traveling using fuel, the HV_ECU 320 determines whether or not the fuel is being consumed in step S150. If the fuel is being consumed (S150 is YES), the SOC change amount and the fuel consumption amount in the section are determined in step S160. Based on the QFL, the engine power generation efficiency Kf data is updated. On the other hand, the engine power generation efficiency Kf is calculated by adding both periods. When fuel is being consumed (S150 is NO), step S160 is skipped and the engine power generation efficiency Kf is maintained at the current value.

  In step S170, HV-ECU 320 integrates the travel cost calculated in accordance with the travel state (external charging travel / fuel use travel) in step S120 or S140. Then, in step S180, HV-ECU 320 performs display control of travel cost.

FIG. 7 is a flowchart for explaining in detail the processing in step S180 in FIG.
Referring to FIG. 7, in step S181, HV_ECU 320 updates the display of instantaneous traveling cost 1105 (FIG. 4) based on the traveling cost calculated in step S120 or S140. Further, the HV_ECU 320 determines whether or not there is a total cost display request in step S182. If there is a display request (YES in S182), the travel cost integrated value 1110 calculated in step S170 is calculated in step S183. (FIG. 4) is displayed. On the other hand, when there is no total cost display request (NO in S182), HV_ECU 320 skips the process of step S183 and does not display the total cost.

  Regarding the total cost display request, it is possible to selectively set the total cost to always be displayed or not to be displayed based on a user input instruction. Alternatively, a total cost display request may be automatically generated at the start / end of a trip or when the vehicle stops.

  In step S184, the HV_ECU 320 determines whether there is a display request for the message area 1120 shown in FIG. As described above, a display request to the message area 1120 is generated at the end of the external charging traveling or when the flag FWR indicating that the catalyst is warming up is generated.

  When there is a display request (YES in S184), HV_ECU 320 reads display data for displaying the corresponding message in step S185. Thereby, a message, an image, or the like according to the display data is output to the message area 1120 of the display unit 1100. The message is not limited to the image on the screen, but may be output by voice, or may be both voice and image display.

  On the other hand, when there is no display request for message area 1120 (NO in S184), the process in step S185 is skipped and display in message area 1120 is not performed.

  As described above, it is possible to execute the cost display control of the hybrid vehicle according to the embodiment of the present invention described with reference to FIGS. 3 to 5 by realizing the control processing procedure according to FIGS. 6 and 7 with the HV_ECU 320. Become.

  As described above, according to the cost display control of the hybrid vehicle according to the present embodiment, the external charging traveling and the fuel using traveling are distinguished based on the transition of the SOC after the external charging, and the traveling cost of each is determined. It is calculated according to the above-described equations (1) and (2). That is, at the time of external charging traveling, the traveling cost can be accurately calculated based on the unit price of the grid power stored in the power storage device 220 by external charging, reflecting the fuel consumption during acceleration and the like. In the fuel-using travel, the travel cost can be accurately calculated based on the fuel consumption amount and the fuel unit price, further reflecting the SOC change considering the engine power generation efficiency. As described above, the traveling cost in each scene reflecting the traveling state of the hybrid vehicle can be calculated accurately and easily.

  Note that the hybrid vehicle to which the display control device according to the embodiment of the present invention is applied is described in terms of being not limited to the configuration shown in FIG. That is, if the hybrid vehicle is equipped with a power source (motor generator) that generates vehicle driving force by electric power from an externally chargeable power storage device and a power source that generates vehicle driving force by fuel consumption, the hybrid configuration The present invention can be applied without limiting the type (so-called series type or parallel type).

  Further, the configuration for externally charging the power storage device is not limited to the configuration in FIG. 1, and any configuration for charging the power storage device with the power of the external power source can be applied.

  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. FIG. 2 is a configuration diagram of a power split mechanism shown in FIG. 1. It is a functional block diagram for demonstrating the travel cost display control of the hybrid vehicle which concerns on embodiment of this invention. It is a figure explaining the example of a display of the travel cost and related information by the display part of FIG. It is a time chart explaining an example of travel cost calculation corresponding to the travel pattern of a hybrid vehicle. It is a 1st flowchart explaining the control processing procedure of the travel cost display control of the hybrid vehicle which concerns on embodiment of this invention. It is a 2nd flowchart explaining the control processing procedure of the travel cost display control of the hybrid vehicle which concerns on embodiment of this invention.

Explanation of symbols

  120 engine, 140A motor generator (MG (2)), 140B motor generator (MG (1)), 160 drive wheel, 180 reducer, 200 power split mechanism, 202 sun gear, 204 pinion gear, 206 carrier, 208 ring gear, 220 power storage Device, 240A Inverter (MG (2)), 240B Inverter (MG (1)), 242 Converter, 260 Battery ECU, 280 Engine ECU, 305 Auxiliary ECU, 350 Power converter, 360 Charging connector (vehicle side), 400 External power source, 405 outlet, 500 charging cable, 505 charging connector (charging cable), 510 charging plug, 1000 navigation ECU, 1010 travel determination unit, 1015 determination value setting unit, 1020 travel cost Output unit (during external charging), 1025 travel cost calculation unit (during fuel use), 1030 unit price input unit, 1040 engine power generation efficiency calculation unit, 1050 output switching unit, 1060 integration unit, 1070 display control unit, 1100 display unit 1105 Instantaneous travel cost, 1110 Travel cost integrated value, CST travel cost, FLG flag (external charging travel / fuel use travel), FWR flag (catalyst warm-up operation), IG ignition signal, Kf engine power generation efficiency, QFL fuel consumption , SOCr judgment value, TCST total cost, UE power unit price, UF fuel unit price.

Claims (7)

A first power source that generates vehicle driving force by combustion of fuel; a power storage device; a second power source that generates vehicle driving force by power from the power storage device; and A display control device for a hybrid vehicle, comprising: a first charging device for charging by a first charging device; and a second charging device that is driven by an output of the first power source to generate charging power for the power storage device. There,
Based on the remaining capacity of the power storage device, current vehicle travel includes a first travel state in which charging power from the external power source remains, and a second travel after consumption of charging power from the external power source. A traveling determination unit that determines which of the state and
For each predetermined distance traveled in the first traveling state, a predetermined amount is determined according to the product of the unit price of the charging power and the amount of change in the remaining capacity, and the product of the unit price of the fuel and the amount of fuel consumed by the first power source. A first travel cost calculation unit that calculates a travel cost for each distance travel;
For each predetermined distance traveled in the second travel state, the product of the unit price of fuel and the fuel consumption amount, the remaining capacity change amount, the average power generation efficiency by the output of the first power source, and the fuel A second travel cost calculation unit that calculates a travel cost for each predetermined distance travel according to a product of consumption;
A display control device for a hybrid vehicle, comprising: a display control unit for notifying a vehicle user of the travel cost calculated by one of the first and second travel cost calculation units according to a determination result by the travel determination unit. .   2. The display control device for a hybrid vehicle according to claim 1, wherein the display control unit further notifies the vehicle user that a determination result by the travel determination unit has changed from the first travel state to the second travel state. .   The display control apparatus for a hybrid vehicle according to claim 1, further comprising an input unit for the vehicle user to input a unit price of the fuel and a unit price of the charging power.   The accumulation part which computes a total running cost by accumulating the running cost computed by one according to the judgment result by the run judgment part among the 1st and the 2nd running cost calculation parts. A display control apparatus for a hybrid vehicle according to claim 1.   The display control device for a hybrid vehicle according to claim 4, wherein the display control unit further informs the vehicle user of the total cost by the integration unit.   2. The display control unit according to claim 1, further comprising: notifying the vehicle user that the warm-up operation is being performed when the first power source is being operated for warm-up operation of the catalyst. A display control device for a hybrid vehicle.   The display control apparatus for a hybrid vehicle according to claim 1, wherein the display control unit notifies the vehicle user of information by at least one of display on a navigation screen and audio output.

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