JP2011168203A - Device for displaying power of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To display a necessary power of a vehicle so as to correspond to the start and the stop of an engine, in a hybrid vehicle with an engine that operates intermittently. <P>SOLUTION: The hybrid vehicle provided with the engine and a motor as a power source for driving, includes a power indicator 71 for displaying the necessary power corresponding to a driving condition of the vehicle with a location of a movable indication part. When a vehicle driving power Pv is lower than an engine start threshold Pthesta during engine stop, a boundary 88 is made to correspond to the threshold Pthesta so that a location of an end 87 of a light emission display area 86 is set within an HV eco-zone. Alternatively, when the power Pv is higher than the threshold Pthesta during engine operation, the boundary 88 is made to correspond to an engine stop threshold Pthestp so that the location of the end 87 of the display area 86 is set within an eco-zone. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power display device for a hybrid vehicle equipped with an engine and a motor as a driving power source.

  Conventionally, a hybrid vehicle equipped with an engine that is an internal combustion engine and a motor that is a motor generator as a driving power source is known. In such a hybrid vehicle, for example, an engine is intermittently operated in accordance with a vehicle running state such as a vehicle speed to improve fuel efficiency.

  Specifically, when starting from a vehicle stopped state or at a relatively low speed, the vehicle is driven only by the power of the motor while the engine is stopped, and the power required for vehicle traveling (hereinafter referred to as necessary power or traveling) is increased. When the power increases, the engine is started and the vehicle runs with the engine output. By repeating such a traveling state, the engine is intermittently operated.

  In relation to this, Patent Document 1 (Japanese Patent Application Laid-Open No. 2009-166516) discloses that when a required torque derived based on an accelerator opening or the like becomes equal to or greater than an engine start threshold, the engine is started and travels by engine output. A hybrid vehicle is disclosed in which when the required torque becomes smaller than an engine stop threshold, the engine is stopped and the vehicle runs with motor output. In this hybrid vehicle, by setting an engine start threshold value and an engine stop threshold value that is smaller than the engine start threshold value by a predetermined margin, when the engine is in a traveling state where the required torque fluctuates near the engine start threshold value, It is described that the start and stop are prevented from being repeated frequently.

JP 2009-166516 A

  In a hybrid vehicle that performs intermittent engine operation as described above, a power indicator that displays the necessary power corresponding to the vehicle running state, for example, in a light emitting display area may be provided near the driver's seat. The driver can know from the display of the power indicator whether the current vehicle running state is in the engine intermittent operation region where the engine is easy to intermittently operate or in the engine continuous operation region where the engine is continuously operated. As a result, it is expected that the driver refrains from rapid acceleration or the like so that the driver travels in the engine intermittent operation region as much as possible. As a result, fuel efficiency is improved.

  In the power indicator, by displaying the boundary between the engine intermittent operation region and the engine continuous operation region corresponding to the engine start threshold, the timing at which the engine starts when the light emission display region exceeds the boundary, that is, the motor This substantially coincides with the timing of transition from running to engine running.

  However, if the boundary is fixed as being equivalent to the engine start threshold value, the vehicle running power becomes smaller due to deceleration or the like when the engine stop threshold value is set smaller than the engine start threshold value by a predetermined margin as in Patent Document 1. Thus, when the end of the light emitting display region passes the boundary from the engine continuous operation region to the engine intermittent operation region, the engine stop timing does not coincide with the driver, and the driver or other passengers may feel uncomfortable.

  An object of the present invention is to display a power of a hybrid vehicle that can substantially match a required power display and an engine start / stop timing when a predetermined margin is set between the engine start threshold and the engine stop threshold. Is to provide a device.

  A power display device for a hybrid vehicle according to the present invention is a power display device that displays a necessary power corresponding to a vehicle running state at a position of a movable indicator in a hybrid vehicle equipped with an engine and a motor as a driving power source. A first region indicating that the engine is in a vehicle traveling state in which the engine is likely to be intermittently operated by positioning the pointing unit moved from the base point, and a boundary in the first region on the opposite side of the base point. And a second area indicating that the engine is in a vehicle running state in which the engine is continuously operated by positioning the indicator that has moved beyond the first area from the base point. And a control unit that sets the position of the indication unit in the display unit according to a vehicle running state, and the control unit causes the engine to intermittently operate. Threshold acquisition means for acquiring an engine start threshold value used for each determination and an engine stop threshold value that is smaller than the engine start threshold value by a predetermined margin, required power acquisition means for acquiring the required power, and the necessary First determination means for comparing the power with the engine start threshold and determining the engine operating state; and when the required power is smaller than the engine start threshold and the engine is stopped, the first region and the second The position of the indicating unit is set in the first region by making the boundary with the region correspond to the engine start threshold, and the required power is equal to or greater than the engine start threshold and the first region is An instruction unit is provided for setting the position of the instruction unit in the second region by making the boundary with the second region correspond to the engine stop threshold value. And means, the.

  In the power display device for a hybrid vehicle according to the present invention, the control unit includes the first region and the second region when the required power is greater than or equal to the engine start threshold by the instruction unit setting unit and the engine is operating. A second position for comparing the required power with the engine stop threshold and determining the operating state of the engine. And determining means for determining that the required power is smaller than the engine stop threshold value and that the engine is stopped. The indicating section setting means determines the first area and the second area. The position of the indicating unit may be set in the first region by making the boundary with the region correspond to the engine start threshold value.

  Also, in the power display device for a hybrid vehicle according to the present invention, the control unit is generated when the instruction unit setting means switches a value corresponding to the boundary between the engine start threshold value and the engine stop threshold value. The movement of the instruction unit by the predetermined margin may be executed at a predetermined time rate.

  According to the power display device for a hybrid vehicle according to the present invention, the instruction unit setting means of the control unit sets the boundary between the first region and the second region when the required power is smaller than the engine start threshold and the engine is stopped. The position of the indicating unit is set in the first region corresponding to the engine start threshold value, and the boundary between the first region and the second region is set as the engine stop threshold value when the required power is not less than the engine start threshold value and the engine is operating. The position of the instruction unit is set in the second area. As a result, the engine is started when the required power increases due to acceleration or the like and exceeds the engine start threshold, that is, when the indicator crosses the boundary from the first region to the second region. Thereafter, when the required power is reduced due to deceleration or the like and the required power becomes less than the engine stop threshold, the position of the instruction unit is set as the boundary corresponds to the engine stop threshold. The timing when the engine is stopped substantially coincides with the time when the boundary passes through the boundary from the second region to the first region. As described above, when a predetermined margin is set between the engine start threshold value and the engine stop threshold value, the display of the required power and the engine start and stop timings can be substantially adapted to each other. The driver's uncomfortable feeling with respect to the deviation can be eliminated.

It is a schematic block diagram of the hybrid vehicle provided with the power display apparatus which is one Embodiment of this invention. It is a figure which shows an example of the display part of the power display apparatus of this embodiment. It is a flowchart which shows the process sequence of the display control in the power display apparatus of this embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the accompanying drawings. In this description, specific shapes, materials, numerical values, directions, and the like are examples for facilitating the understanding of the present invention, and can be appropriately changed according to the application, purpose, specification, and the like.

  FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle 10 including a power display device (hereinafter also referred to as a power indicator) according to an embodiment of the present invention. In FIG. 1, the power transmission system is indicated by a solid line, the power line is indicated by a one-dot chain line, and the signal line is indicated by a dotted line. Hybrid vehicle 10 includes an engine 12 capable of outputting driving power, two three-phase AC synchronous motor generators (hereinafter simply referred to as “motors”) MG1 and MG2, and a power distribution and integration mechanism 14.

  The engine 12 is an internal combustion engine that uses gasoline, light oil, or the like as fuel. The engine 12 is electrically connected to an engine ECU (hereinafter referred to as an engine ECU) 16 and receives control signals from the engine ECU 16 to adjust fuel injection, ignition, intake air amount, intake valve timing, and the like. Thus, the operation or operation including starting and stopping is controlled. A crank angle sensor 11 that detects the rotation angle θcr of the crankshaft is disposed in close proximity to the output shaft 13 that is coupled to the crankshaft of the engine 12. The detection result of the crank angle sensor 11 is input to the engine ECU 16 and used for calculation and monitoring of the engine speed Ne.

  The power distribution and integration mechanism 14 meshes with both the sun gear 18 disposed in the center, the ring gear 20 disposed concentrically with the sun gear 18 and having inner teeth on the inner periphery of the annular ring, and both the sun gear 18 and the ring gear 20. The planetary gear mechanism is configured to include a plurality of planetary gears 22. The plurality of planetary gears 22 are rotatably attached to end portions of the carrier 26, respectively.

  In the power distribution and integration mechanism 14, the output shaft 13 of the engine 12 is connected to the carrier 26 via a damper 24 for reducing torque impact, and the rotary shaft 30 connected to the rotor 29 of the motor MG 1 is connected to the sun gear 18. The reduction gear 34 is connected to the ring gear 20 via the ring gear shaft 32. Thus, in the power distribution and integration mechanism 14, when the motor MG1 functions as a generator, the power from the engine 12 input from the carrier 26 is distributed to the sun gear 18 side and the ring gear 20 side according to the gear ratio. When the MG 1 functions as an electric motor, the power of the engine 12 input from the carrier 26 and the power from the MG 1 input from the sun gear 18 are integrated to reduce the speed including a gear train having a predetermined reduction ratio from the ring gear 20 via the ring gear shaft 32. It is configured to be input to the machine 34.

  A rotary shaft 38 connected to the rotor 36 of the motor MG2 is also connected to the speed reducer 34. When the motor MG2 functions as an electric motor, power from the motor MG2 is input to the speed reducer 34.

  The power input from at least one of the ring gear shaft 32 and the rotation shaft 38 of the motor MG2 is transmitted to the axle 40 through the speed reducer 34, whereby the wheels 42 are rotationally driven. On the other hand, when power is input from the wheel 42 and the axle 40 to the rotary shaft 38 via the speed reducer 34 during regenerative braking, the motor MG2 functions as a generator. Here, during regenerative braking, not only when the driver brakes the vehicle to reduce the vehicle speed, but also when the driver releases the accelerator pedal and stops vehicle acceleration, or when the vehicle goes downhill. This includes cases where the vehicle is traveling by gravity.

  Motors MG1 and MG2 are electrically connected to corresponding inverters 44 and 46, respectively. Each inverter 44 and 46 is connected to a battery 50 as a power supply device via a DC / DC converter (hereinafter simply referred to as a converter) 48. Electrically connected. As the battery 50, a secondary battery such as a lithium ion battery is preferably used. However, instead of the battery, a capacitor that can store electricity without causing a chemical reaction, a fuel cell that generates power using hydrogen as a fuel, or the like may be used as the power supply device.

  When motors MG1 and MG2 function as an electric motor, converter 48 is supplied with DC voltage Vb, which is a battery voltage, from battery 50 via smoothing capacitor 52. The converter 48 has a function of boosting the input voltage Vb to a predetermined value Vc and outputting it. The converter 48 is generally configured to include one reactor, two power switching elements (for example, IGBT) and two diodes connected in antiparallel thereto, but is not limited thereto. A converter having any configuration having a DC voltage step-up / step-down function may be used.

  The DC voltage Vc output from the converter 48 is input to the inverters 44 and 46 via the smoothing capacitor 54. Each inverter 44, 46 converts the input DC voltage Vc into a three-phase AC voltage and applies it to the motors MG1, MG2, whereby the motors MG1, MG2 are rotationally driven as electric motors. . As described above, the converter output voltage Vc is an inverter input voltage, which may be hereinafter referred to as a system voltage VH.

  Each of the inverters 44 and 46 includes a U-phase arm, a V-phase arm, and a W-phase arm that are configured by connecting in series two power switching elements (for example, IGBTs) each having a diode connected in antiparallel. The intermediate points of the U-phase, V-phase, and W-phase arms are connected to the phase coils of the motors MG1 and MG2, respectively. However, the inverter is not limited to the configuration described above, and any configuration having a DC / AC conversion function may be used.

  Since the motor MG1 is connected to the engine 12 via the power distribution and integration mechanism 14, it can be driven as an electric motor and used as a starter motor at the time of starting the engine. Can be used as a transmission for shifting the rotational speed Ne of the engine 12.

  On the other hand, when the motors MG1 and MG2 function as generators, the three-phase AC voltage output from the motors MG1 and MG2 is converted into DC by the inverters 44 and 46, and then the voltage is stepped down by the converter 48 to charge the battery 50. Further, since the inverters 44 and 46 share the power lines 56 and 58 connected to the converter 48, the power generated by one of the motors MG 1 and MG 2 is not transmitted through the converter 48 and the other motor. And can be driven to rotate.

  The inverters 44 and 46 are electrically connected to a motor ECU (hereinafter referred to as a motor ECU) 60, respectively, and are operated and controlled based on an on / off control signal of a power switching element transmitted from the motor ECU 60. The The motors MG1 and MG2 are provided with rotation angle sensors 31 and 37 for detecting the rotation angles of the rotors 29 and 36, respectively. The rotation angle sensors 31 and 37 are preferably configured by, for example, a resolver. The detection values by the rotation angle sensors 31 and 37 are input to the motor ECU 60 and used for calculating the motor rotation speeds Nm1 and Nm2.

  Motor ECU 60 controls converter 48 and inverters 44 and 46 so that the required power is output from motors MG1 and / or MG2 based on torque command Tr * input from hybrid ECU 66. When motor ECU 60 receives the regeneration command from hybrid ECU 66, motor ECU 60 controls converter 48 and inverter 46 to charge battery 50 with the generated power output from motor MG2.

  The battery 50 is provided with an SOC sensor 62 for detecting the state of charge or the remaining capacity SOC. The SOC sensor 62 can be configured by a current sensor that detects a charge / discharge current of the battery 50. A value detected by the SOC sensor 62 is input to a battery ECU (hereinafter referred to as a battery ECU) 64. The battery ECU 64 is input with a battery voltage Vb detected by a voltage sensor, a battery temperature detected by a temperature sensor (not shown), and the like. The battery ECU 64 monitors and controls the battery remaining capacity SOC based on the integrated value of the charge / discharge current detected by the SOC sensor 62 so that the remaining battery capacity SOC is maintained in an appropriate range. Or a discharge restriction signal is output to the hybrid ECU 66.

  The hybrid ECU 66 is electrically connected to the engine ECU 16, the motor ECU 60, and the battery ECU 64, respectively, and has a function of comprehensively controlling the engine 12 and the motors MG1 and MG2 and managing the battery 50. The hybrid ECU 66 is preferably configured by a microcomputer including a CPU that executes various programs for vehicle control, a ROM that stores a control program and a control map in advance, and a RAM that can store and read various detection values as needed. Can be done.

  The hybrid ECU 66 transmits an engine control signal to and from the engine ECU 16 as necessary, and receives data relating to the engine operating state (for example, engine speed Ne) as necessary. Further, the hybrid ECU 66 transmits a required torque command Tr * to the motor ECU 60 as necessary, and receives data relating to the motor operating state (for example, motor rotation speeds Nm1, Nm2, motor current, etc.) as necessary. To do. Further, the hybrid ECU 66 receives data necessary for battery management such as the remaining battery capacity SOC, battery voltage, battery temperature, and charge / discharge restriction signal from the battery ECU 64.

  A vehicle speed sensor 68 and an accelerator opening sensor 70 are electrically connected to the hybrid ECU 66, and the accelerator opening information Ac corresponding to the vehicle speed Sv that is the traveling speed of the hybrid vehicle 10 and the depression amount of an accelerator pedal (not shown). And are input respectively.

  The hybrid ECU 66 is electrically connected to a power indicator 71 installed on a place where the driver can easily see, for example, an installation panel. The power indicator 71 is for visually displaying the required power (kW) corresponding to the current traveling state of the hybrid vehicle. The power indicator 71 is display-controlled by the hybrid ECU 66, but is not limited to this, and may be display-controlled by a control unit built in the power indicator 71 separately from the hybrid ECU 66. Next, the power indicator 71 will be described in detail with reference to FIGS.

  FIG. 2 is a diagram showing the display unit 80 of the power indicator 71. The display unit 80 of the power indicator 71 can be suitably configured by a liquid crystal panel, an organic EL panel, or the like, and can be installed on the installation panel together with a speedometer, a fuel gauge, and the like.

  The display unit 80 includes an eco-zone display region 83 that has an elongated rectangular shape from the base point 81 to the end portion 82. The display unit 80 includes a small rectangular regenerative power display region 84 that protrudes from the base point 81 to the opposite side of the eco zone display region 83 (left side in FIG. 2). Further, the display unit 80 includes a small rectangular high output power display region 85 that protrudes from the end portion 82 of the eco zone display region 83 in the extending direction of the eco zone display region 83 (rightward in FIG. 2).

  Power scales “0”, “50”, “100” (kW) are attached to the upper part of the eco-zone display area 83, and the power scale 0 is at the base point 81 and the power scale 100 is at the end 82. The power scale 50 corresponds to the center position in the longitudinal direction of the eco zone display area. A range of power scales 0 to 50 is displayed as an HV eco zone (first area), and a range of power scales 50 to 100 is displayed as an eco zone (second area). A boundary line 88 is displayed at the position of the power scale 50, and the HV eco zone and the eco zone are provided adjacent to the boundary line 88. The power scale 150 corresponds to the right end portion of the high output power region 85.

  On the display unit 80 of the power indicator 71, the necessary power (hereinafter also referred to as vehicle traveling power) Pv (kW) corresponding to the vehicle traveling state is displayed in a light emitting display area 86 indicated by hatching. The length from the base point 81 of the light emitting display area 86 to the tip (instruction part) 87 corresponds to the current vehicle travel power Pv. That is, the front end portion 87 of the light emitting display area 83 can move in the longitudinal direction from the base point 81 in the eco zone display area 83 in accordance with the change in the vehicle running power Pv, and when the front end portion 87 is located in the HV eco zone. This indicates that the engine 12 is in a traveling state in which intermittent operation is easy, and when the tip portion 87 is located in the eco zone beyond the HV eco zone, it indicates that the engine 12 is in a traveling state in which the engine 12 is continuously operated. Here, in order to make it easy to determine that the vehicle running state has entered the eco zone from the HV eco zone, the emission color of the issue display area 86 beyond the boundary line 88 may be different from the HV eco zone.

  Note that, during regenerative braking of the hybrid vehicle 10, the amount of power generated by the motor MG <b> 2 is displayed in a light emitting display area extending from the base point 81 in the regenerative power display area 84. Further, when the hybrid vehicle 10 is suddenly accelerated or travels at a high speed, the leading end 87 of the light emitting display area 86 that has passed through the eco zone 83 enters the high output power display area 85.

  Here, in FIG. 2, below the eco-zone display area 83, the engine start threshold value Pthesta (kW), the engine stop threshold value Ptestp (kW), and the predetermined margin Pmgn (kW) are indicated by arrows. This is shown to facilitate the process and is not actually displayed on the power indicator 71. Further, the dotted line in the eco-zone display area 83 corresponding to the engine stop threshold Ptestp is also not displayed.

  The engine start threshold value Pthesta is a threshold value for engine start determination in the hybrid ECU 66. The hybrid ECU 66 transmits an engine start signal to the engine ECU 16 when the vehicle running power Pv is greater than or equal to the engine start threshold value Pthesta while the engine is stopped, thereby starting the operation of the engine 12. On the other hand, the engine stop threshold value Ptestp is a threshold value for engine stop determination in the hybrid ECU 66. The hybrid ECU 66 transmits an engine stop signal to the engine ECU 16 when the vehicle running power Pv is equal to or lower than the engine stop threshold value Ptestp during engine operation, thereby stopping the operation of the engine 12.

  In the hybrid vehicle 10 of the present embodiment, the engine stop threshold value Ptestp is set to a value that is smaller than the engine start threshold value Pthesta by a predetermined margin Pmgn. Thus, by making the engine start threshold Ptesta and the engine stop threshold Ptestp different, it is possible to suppress frequent start and stop of the engine 12 when the vehicle travel power Pv fluctuates in the vicinity of the engine start threshold Ptesta. .

  In the power indicator 71 of the present embodiment, when the engine is stopped and the vehicle travel power Pv is equal to or less than the engine start threshold value, the vehicle travel power Pv is assumed that the boundary line 88 between the HV eco zone and the eco zone corresponds to the engine start threshold value Pthesta. On the other hand, when the engine 12 is started and in operation and the vehicle running power Pv exceeds the engine start threshold value Pthesta, the boundary line 88 corresponds to the engine start threshold value Pthesta. The traveling power Pv is displayed by the light emission display area 86. This control will be described next with reference to FIG.

  FIG. 3 is a flowchart showing a display control processing procedure of the display unit 80 of the power indicator 71. This display control routine is executed by the hybrid ECU 66 every predetermined time (for example, several milliseconds).

  First, in step S10 (threshold acquisition means), the engine start threshold Ptesta and the engine stop threshold Ptestp are input or acquired. The values of the engine start threshold value Ptesta and the engine stop threshold value Ptestp are obtained from experiments and analyzes so as to optimize the energy efficiency and fuel consumption of the hybrid vehicle 10 and are stored in advance in the ROM.

  In the hybrid vehicle 10, in addition to the normal mode, a power mode for when priority is given to driving performance even when the fuel efficiency is deteriorated, or a case where it is desired to further improve fuel efficiency even if the driving performance is slightly inferior. When a travel mode such as the eco mode can be selected, the engine start threshold value Ptesta, the engine stop threshold value Ptestp, and the predetermined margin Pmgn may be set to different values according to each mode. Each of these values can also be stored in advance in the ROM.

  Subsequently, in step S12 (necessary power acquisition means), the vehicle travel power Pv is input or acquired. Here, if the vehicle traveling power Pv is traveling by the power of the motor MG2, the required torque Trmg2 * for the motor MG2 is multiplied by the motor rotation speed Nmg2 calculated from the detected value of the rotation angle sensor 37. Is calculated. Alternatively, when the engine running with the power of the engine 12 is running, it is calculated by multiplying the required torque Tren * for the engine 12 and the engine speed Ne based on the detected value of the crank angle sensor 11. At this time, if there is a charging request for the battery 64 from the battery ECU 64, the charging power is also added to derive the vehicle traveling power Pv.

  Next, in step S14 (first determination means), the vehicle running power Pv and the engine start threshold value Pthesta are compared, and the operating state of the engine 12 is determined. Specifically, it is determined whether or not the vehicle running power Pv is larger than the engine start threshold value Pthesta and the engine 12 is stopped.

  If it is determined in step S14 that the vehicle traveling power Pv is smaller than the engine start threshold value Pthesta and the engine 12 is stopped (YES in step S14), the display unit 80 is instructed by step S16 (instruction unit setting means). The vehicle running power Pv is displayed in the light emission display area 86 with the boundary line 88 between the HV eco-zone and the eco-zone in the eco-zone display area 83 corresponding to the engine start threshold value Pthesta. Specifically, referring to FIG. 2, the distance from the base point 81 of the light emitting display area 86 to the tip portion 87 is a length corresponding to the vehicle traveling power Pv, and the position of the tip portion 87 is set in the HV eco-zone. , The field line 88 is set to correspond to the engine start threshold value Pthesta. Then, the display control routine ends.

  On the other hand, if it is determined in step S14 that the vehicle traveling power Pv is equal to or greater than the engine start threshold value Pthesta and the engine 12 is in operation (NO in step S14), the display unit 80 is displayed in step S18 (instruction unit setting means). The boundary line 88 between the HV eco-zone and the eco-zone in the eco-zone display area 83 is made to correspond to the engine stop threshold value Ptestp, and the tip portion 87 of the light emission display area 86 is positioned in the eco-zone and displayed. The hybrid ECU 66 transmits an engine start signal to the engine ECU 16 to execute an engine start process when the vehicle travel power Pv becomes equal to or greater than the engine start threshold value Pthesta.

  As a result of the processing in step S18, as shown in FIG. 2, the boundary line 88 is set to correspond to the engine stop threshold value Ptestp, so that the length from the base point 81 of the light emitting display region 86 to the tip end portion 87 is actually increased. The vehicle running power Pv is equivalent to a predetermined margin Pmgn. Therefore, the position of the front end portion 87 of the light emitting display area 86 moves to the high power side, that is, the right side by a predetermined margin Pmgn within the eco zone. The position of the distal end portion 87 at that time is indicated by a one-dot chain line 89 in FIG.

  In FIG. 2, the width or value of the predetermined margin Pmgn with respect to the entire eco-zone display area 83 is exaggerated and greatly illustrated, but the value of the predetermined margin Pmgn is actually smaller. Therefore, even when the predetermined margin Pmgn is displayed on the actual vehicle travel power Pv as described above, the length of the light emitting display area 86 does not extend greatly.

  However, some drivers may feel uncomfortable when the light emission display area 86 of the power indicator 71 is instantaneously extended without changing the accelerator depression amount. Therefore, the movement of the front end portion 87 of the light emitting display area 86 by a predetermined margin Pmgn may be executed at a predetermined time rate. By doing in this way, the length of the light emission display area 86 can be changed rather than abruptly, and it can be set as the display method which does not give a driver uncomfortable feeling.

  Referring to FIG. 3 again, in step S20 (second determination means), the boundary line 88 between the HV eco-zone and the eco-zone is made to correspond to the engine stop threshold Ptestp, and the front end 87 of the light emission display area 86 is positioned in the eco-zone and displayed. After that, in step S20, the vehicle running power Pv is compared with the engine stop threshold value Ptestp, and the operating state of the engine 12 is determined. Specifically, it is determined whether or not the vehicle running power Pv is larger than the engine stop threshold value Ptestp and the engine 12 is in operation.

  If it is determined in step S20 that the vehicle travel power Pv is greater than the engine stop threshold Ptestp and the engine 12 is in operation (YES in step S20), the display control routine is terminated as it is. On the other hand, when it is determined that the vehicle running power Pv is equal to or lower than the engine stop threshold value Ptestp and the engine is stopped (NO in step S20), the process proceeds to step S16 and the boundary line 88 is made to correspond to the engine start threshold value Ptesta. The position of the distal end portion 87 of the light emitting display area 86 is set within the HV eco zone. Then, the display control routine ends. The hybrid ECU 66 transmits an engine stop signal to the engine ECU 16 to execute the engine stop process when the vehicle travel power Pv becomes equal to or less than the engine stop threshold value Ptestp.

  As described above, even when the equivalent value of the boundary line 88 is switched from the engine stop threshold value Ptestp to the engine start threshold value Pthesta, the length of the light emitting display area 86 is suddenly shortened by the predetermined margin Pmgn. By moving the tip portion 87 at a predetermined time rate, the operation can be performed without giving the driver a feeling of strangeness.

  As described above, according to the power indicator 71 of the present embodiment, when the vehicle traveling power Pv becomes large due to acceleration or the like and becomes equal to or greater than the engine start threshold value Pthesta, that is, when the engine starts operation, The leading end 87 crosses the boundary line 88 from the HV eco zone to the eco zone. Thereafter, when the vehicle running power Pv becomes smaller due to deceleration or the like and becomes less than the engine stop threshold value Ptestp, the position of the front end portion 87 of the light emitting display area 86 is set with the boundary line 88 corresponding to the engine stop threshold value Pthesta. Therefore, when the light emitting display area 86 is shortened and the leading end 87 passes the boundary line 88 from the eco zone to the HV eco zone, the timing at which the engine 12 stops substantially coincides. As described above, when the predetermined margin Pmagn is set between the engine start threshold value Ptesta and the engine stop threshold value Ptestp, the display of the vehicle travel power Pv and the start and stop timings of the engine 12 can be substantially matched. The driver's uncomfortable feeling with respect to the difference between the display and the engine stop timing can be eliminated.

  Note that the power display device for a hybrid vehicle according to the present invention is not limited to the configuration of the power indicator 71, and various modifications can be made without departing from the gist of the invention.

For example, in the above description, when the equivalent value of the boundary line 88 between the HV eco zone and the eco zone is switched between the engine start threshold value and the engine stop threshold value, the position of the tip portion 87 of the light emission display area 86 is moved by a predetermined margin Pmgn. Although described above, the present invention is not limited to this, and the switching of the equivalent value of the boundary line 88 is limited to the internal processing without changing the length of the light emitting display area 86 corresponding to the vehicle running power, and does not appear visually. You may do it.
Further, instead of the process of step S18, the position of the boundary line 88 may be moved by a predetermined margin Pmgn on the low power side, that is, the base point 81 side so as to coincide with the engine stop threshold value Ptestp. In this case, the length of the HV eco-zone from the base point 81 to the boundary line 88 is displayed short, but at this time as well, the driver feels uncomfortable by moving the boundary line 88 at a predetermined time rate. It may be difficult.

  In the above description, the equivalent value is switched between the engine start threshold value and the engine stop threshold value without moving the boundary line 88. However, the present invention is not limited to this. You may make it display by moving to the position corresponded to a stop threshold value. This also eliminates the need to change the length of the light emitting display area 86.

  Furthermore, in the above embodiment, the power indicator displays the vehicle running power in the horizontal direction on the horizontally long display unit. However, the present invention is not limited to this, and the light emitting display area may be displayed to expand and contract in the vertical direction. Alternatively, it may be of a meter type in which the eco-zone display area is formed in an arc shape and used as a pointer in the pointing portion.

  DESCRIPTION OF SYMBOLS 10 Hybrid vehicle, 11 Crank angle sensor, 12 Engine, 13 Output shaft, 14 Power distribution integration mechanism, 16 Engine controller or engine ECU, 18 Sun gear, 20 Ring gear, 22 Planetary gear, 24 Damper, 26 Carrier, 29, 36 Rotor, 30, 38 Rotating shaft, 31, 37 Rotating angle sensor, 32 Ring gear shaft, 34 Reducer, 40 Axle, 42 Wheel, 44, 46 Inverter, 48 DC / DC converter, 50 Battery, 52, 54 Smoothing capacitor, 56, 58 Electric power line, 60 motor ECU, 62 SOC sensor, 64 battery ECU, 66 hybrid ECU, 68 vehicle speed sensor, 70 accelerator opening sensor, 71 power indicator, 80 display unit, 81 base point, 82 end, 83 eco-zone Display region, 84 regenerative power display region, 85 high-power power display region, 86 light-emitting display area 87 tip, 88 borderline, MG1, MG2 motor, Pthesta engine start threshold, Pthestp engine stop threshold.

Claims (3)

In a hybrid vehicle equipped with an engine and a motor as a driving power source, a power display device that displays the necessary power corresponding to the vehicle running state at the position of the movable indicator,
A first region indicating that the engine is in a vehicle running state in which the engine is likely to be intermittently operated due to the position of the indicating unit moved from a base point, and a boundary between the first region and the first region on the side opposite to the base point A display unit including a second region that is provided and indicates that the engine is in a vehicle running state in which the engine is continuously operated by positioning the pointing unit that has moved beyond the first region from the base point; A control unit that sets the position of the instruction unit in the display unit according to a vehicle running state,
The controller is
A threshold value acquisition means for acquiring an engine start threshold value used for determination when the engine is intermittently operated and an engine stop threshold value that is smaller than the engine start threshold value by a predetermined margin;
Required power acquisition means for acquiring the required power;
First determination means for comparing the required power with the engine start threshold value and determining an operating state of the engine;
When the required power is smaller than the engine start threshold value and the engine is stopped, the boundary between the first region and the second region corresponds to the engine start threshold value, and the position of the indicating unit is set to the first region. And the required power is equal to or greater than the engine start threshold value and the engine is operated, the boundary between the first region and the second region is made to correspond to the engine stop threshold value, and the position of the indicating unit is Instruction unit setting means for setting in the second area;
A power display device for a hybrid vehicle. In the power display device of the hybrid vehicle according to claim 1,
The control unit causes the required power to be greater than or equal to the engine start threshold value by the instruction unit setting unit and causes the boundary between the first region and the second region to correspond to the engine stop threshold value during engine operation. After setting the position of the instruction unit in the second region, the power generation unit further includes second determination means for comparing the required power with the engine stop threshold value and determining the operating state of the engine.
If it is determined by the second determination means that the required power is smaller than the engine stop threshold and the engine is stopped, a boundary between the first area and the second area is determined by the instruction unit setting means. Setting the position of the indicating unit within the first region in correspondence with the engine start threshold;
A power display device for a hybrid vehicle. In the power display apparatus of the hybrid vehicle according to claim 1 or 2,
The controller controls the movement of the indicator by a predetermined time rate when the indicator setting means switches the value corresponding to the boundary between the engine start threshold value and the engine stop threshold value. A power display device for a hybrid vehicle, characterized by being executed.

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