JP2017001630A - Travel state display device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel state display device of a vehicle which predicts wearing degree of a tire in the future and displays a future tire wearing degree on a display in a vehicle.SOLUTION: A wearing degree of a tire in the future is predicted based on a predicted vehicle operation and a pneumatic pressure P of a tire of each wheel, and if there is a wheel whose future tire wearing degree is predicted to exceed a predetermined value δ, that fact is displayed. Therefore, before the wearing degree of a tire actually exceeds the predetermined value δ, a driver can understand that a wearing degree of the tire is increasing and the driver can take a corresponding action such as changing of a driving mode in advance. Thus, slip of a wheel and operation of a vehicle stabilizing device can be suppressed which occur when a wearing degree of the tire exceeds the predetermined value.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a traveling state display device for a vehicle.

  As a traveling state display device that displays a traveling state of a vehicle, Patent Document 1 discloses a device that displays an abnormal state according to an abnormal state of a driving state of a wheel. Specifically, a technique for changing the color of a simulated wheel during a preliminary operation of the vehicle stabilization system and a technique for displaying how many seconds ago the vehicle stabilization system has been fully activated are disclosed. Patent Document 2 discloses a technique for controlling the force generated between the wheel and the road surface so as not to exceed the grip force of the tire.

JP 2013-67230 A Japanese Patent Laid-Open No. 10-310042

  By the way, the technique disclosed in Patent Document 1 displays an abnormal state when a deviation of a vehicle operation amount or a state amount from a reference value exceeds a predetermined value, and after the abnormal state is detected, Is displayed. Moreover, the technique currently disclosed by patent document 2 adjusts the lateral force and front-rear force of each wheel according to the grip force of the present tire. As described above, neither of the techniques disclosed in Patent Document 1 and Patent Document 2 predicts the possibility of a change in the driving state of the vehicle in the future. It was difficult to take action.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to predict the degree of tire wear in the future that greatly affects the tire grip force during circuit running, etc. Another object of the present invention is to provide a vehicle travel state display device that can inform the driver of the degree of wear of the vehicle.

  In order to achieve the above object, the gist of the first invention is (a) a vehicle traveling state display device for displaying the traveling state of the vehicle, wherein (b) the vehicle is traveling on a circuit course. A lap driving determination unit that determines whether or not there is, (c) a vehicle operation prediction unit that predicts a future vehicle operation from past vehicle operations, and (d) a tire that detects the tire air pressure of each wheel of the vehicle An air pressure detection unit; and (e) a future vehicle operation predicted by the vehicle operation prediction unit when the vehicle is determined to be traveling on a circuit course by the circuit travel determination unit; and the tire air pressure A tire consumption degree prediction unit that predicts a future tire consumption level based on the tire air pressure detected by the detection unit; and (f) a predetermined value in which the future tire consumption level is set in advance. If there are wheels that are predicted to exceed Consumption degree of come tire that there is a wheel that is predicted to exceed the predetermined value, and a display control unit for displaying the car display provided in said vehicle, characterized in that it comprises.

  In this way, the future tire wear level is predicted based on the predicted vehicle operation and the air pressure of each tire, and the future tire wear level is predicted to exceed a predetermined value. If there is, there is a message to that effect on the in-vehicle display. From this, before the tire wear level exceeds the predetermined value, the driver can grasp that the tire wear level has increased, and the driver can prevent the tire wear level from exceeding the predetermined value. It is possible to perform driving in consideration of the degree of tire wear. Therefore, it is possible to suppress the wheel slip and the operation of the vehicle stabilization device that occur when the tire wear level exceeds a predetermined value.

  Further, the gist of the second invention is the vehicle running state display device of the first invention, wherein the predetermined value is set by at least one of the tire air pressure and the amount of change in the tire air pressure. It is characterized by that. Since tire pressure and the amount of change in air pressure are closely related to the degree of tire consumption in the future, predict tire consumption based on at least one of the tire pressure and the amount of change in air pressure. Can do.

  Further, the gist of the third invention is the vehicle running state display device of the first invention or the second invention, wherein the in-vehicle display displays a simulated wheel diagram for displaying each wheel of the vehicle using simulated wheels. The display control unit displays a display mode of the simulated wheel diagram corresponding to a wheel predicted that the degree of wear of the future tire exceeds the predetermined value. Alternatively, the display mode of the simulated wheel diagram corresponding to the other wheels is different depending on the type of contour line. In this way, a simulated wheel diagram representing each wheel is displayed on the in-vehicle display, and the display mode of the simulated wheel corresponding to the wheel predicted that the degree of wear of the future tire will exceed the predetermined value corresponds to the other wheel By displaying differently from the simulated wheel to be displayed, the driver can easily grasp which wheel has increased tire wear.

  According to a fourth aspect of the present invention, in the vehicle running state display device according to the third aspect of the present invention, it is predicted that the degree of wear of the future tire exceeds the predetermined value in accordance with the degree of wear of the tire. The display mode of the simulated wheel corresponding to the wheel is changed. Thus, by changing the display mode of the simulated wheels in accordance with the tire wear level, the driver can grasp the tire wear level in more detail.

  The fifth aspect of the present invention is the vehicle running state display device according to the third or fourth aspect of the invention, wherein the driving force of each wheel, the acceleration of the vehicle, the steering direction of the vehicle is displayed on the in-vehicle display. At least one of the above is also displayed. In this way, in the case where there is a wheel whose future tire wear level is predicted to exceed a predetermined value, the influence of the driving force of each wheel, the acceleration of the vehicle, and the wear level of the tire in the steering direction of the vehicle. The driving mode can be changed in consideration of the above.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating an outline of a vehicle drive device to which a vehicle travel state display device according to an embodiment of the present invention is applied. It is a functional block diagram explaining the control system and control function of the electronic control unit of FIG. FIG. 3 is a flowchart showing a control operation of the electronic control device of FIG. 2, which predicts whether the vehicle operation of this round is the same, intense, or gentle as compared with the vehicle operation of the previous round. is there. It is a relationship map which shows the relationship between a pneumatic pressure and the damage level of a tire. It is a relationship map which shows the relationship between the variation | change_quantity of an air pressure, and the damage level of a tire. FIG. 3 is a flowchart illustrating a control operation of the electronic control device of FIG. 2 for determining a damage level of each wheel. FIG. FIG. 2 is a flowchart for explaining the control operation of the electronic control device of FIG. 2 for displaying on the in-vehicle display when a future increase in tire consumption of each wheel is predicted during the round course. It is. It is one aspect | mode of the simulation wheel figure of the other present Example of this invention. It is one aspect | mode of the simulation wheel figure of the other present Example of this invention. It is one aspect | mode of the simulation wheel figure of the other present Example of this invention. It is one aspect | mode of the simulation wheel figure of the other present Example of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating an outline of a driving device 11 of a vehicle 10 to which a vehicle traveling state display device according to an embodiment of the present invention is applied. In FIG. 1, a drive device 11 uses an engine 12 as a drive source, a power transmission path for transmitting the power of the engine 12 to front wheels 14L and 14R (referred to as front wheels 14 unless otherwise specified), and the power of the engine 12 This is an FF-based four-wheel drive device having a power transmission path for transmitting to the rear wheels 16L and 16R (referred to as the rear wheel 16 unless otherwise distinguished). The drive device 11 includes an engine 12, a torque converter 18, an automatic transmission 20, a front differential 22, a transfer 24, a propeller shaft 26, a coupling 28, and a rear differential 30.

  The automatic transmission 20 is provided on a power transmission path between the engine 12 and the front wheels 14 and the rear wheels 16. The automatic transmission 20 includes, for example, a plurality of planetary gear devices and a plurality of hydraulic friction engagement devices (clutch, brake), and the plurality of hydraulic friction engagement devices are selectively engaged. The stepped automatic transmission is shifted to a plurality of shift speeds. In addition, since the automatic transmission 20 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  The front differential 22 is configured to include a differential mechanism, and is a differential device that transmits rotational force while appropriately imparting a rotational speed difference to the left and right front wheel axles 32L and 32R connected to the front wheel 14. In addition, since the front differential 22 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  A transfer 24 is provided along with the front differential 22. The transfer 24 includes a ring gear 24r connected to the case of the front differential 22 and a driven pinion 24p connected to the propeller shaft 26, and transmits power to the propeller shaft 26 side.

  The coupling 28 is provided between the propeller shaft 26 and the rear differential 30. The coupling 28 is an electronically controlled coupling constituted by, for example, a wet multi-plate clutch, and by controlling the torque capacity of the coupling 28, the torque distribution of the front and rear wheels is, for example, between 100: 0 and 50:50 It can be changed continuously. Specifically, when a current is supplied to an electromagnetic solenoid (not shown) that controls the transmission torque of the coupling 28, the coupling 28 is engaged with an engagement force proportional to the current value. For example, when no current is supplied to the electromagnetic solenoid, the coupling engagement force is zero, that is, the transmission torque is zero, and the torque distribution of the front and rear wheels is 100: 0. Further, when the current of the electromagnetic solenoid is increased and the coupling 28 is completely engaged, the torque distribution of the front and rear wheels becomes 50:50. Thus, as the current value supplied to the electromagnetic solenoid increases, the torque distribution transmitted to the rear wheel increases, and by controlling this current value, the torque distribution of the front and rear wheels can be continuously changed. Can do. In addition, since the coupling 28 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  A rotating element connected to the rear wheel side of the coupling 28 is connected to a drive pinion 34, and the drive pinion 34 is meshed with a differential gear 30r that functions as an input rotating member of the rear differential 30.

  The rear differential 30 is configured to include the differential ring gear 30r, and the rotation input from the differential ring gear 30r is appropriately imparted to the left and right rear wheel axles 36L and 36R connected to the rear wheel 16 with a rotational speed difference. A differential device for transmission. In addition, since the rear differential 30 is a well-known technique, the description regarding a specific structure and operation | movement is abbreviate | omitted.

  FIG. 2 is a functional block diagram for explaining the control system and control functions of the electronic control unit 40. The electronic control unit 40 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, the running state of the driving device 11 and the display state of the simulated wheel diagram 98 displayed on the in-vehicle display 96 are controlled. The electronic control unit 40 includes, for example, an engine control ECU that controls the engine 12, a shift control ECU that controls the automatic transmission 20, a driving force distribution control ECU that controls the driving force distribution of the front and rear wheels, and the traveling state of the vehicle 10. Accordingly, a plurality of ECUs such as a display ECU for controlling the display of the in-vehicle display 96 are included. The traveling state control device of the present invention is configured including the electronic control device 40, the simulated wheel diagram 98 of the in-vehicle display 96, and the like.

  Information detected by various sensors is supplied to the electronic control unit 40. For example, each wheel speed Nr detected by a wheel speed sensor 48 that detects the rotational speed of each wheel, vehicle acceleration G (including vehicle longitudinal acceleration Gx and vehicle lateral acceleration Gy) detected by the acceleration sensor 50, and yaw rate sensor 52 The detected yaw rate Y of the vehicle 10, the steering angle θ detected by the steering angle sensor 54, the mode switching signal from the 4WD mode switch 56 provided in the driver's seat, and the engine rotational speed detected by the engine rotational speed sensor 58. Ne, throttle opening θth detected by throttle opening sensor 60, accelerator opening Acc detected by accelerator opening sensor 62, automatic transmission corresponding to turbine rotational speed Nt detected by input shaft rotational speed sensor 64 20 input shaft rotational speed Nin, output shaft rotational speed sensor 6, the output shaft rotational speed Nout of the output shaft of the automatic transmission 20 corresponding to the vehicle speed V detected by 6, the lap time mechanism selection signal Lap from the lap time mechanism 67, the lap time tlap, and the wheel of each wheel detected by the wheel speed sensor 76. Speed Nr (Nfl, Nfr, Nrl, Nrr), tire pressure Pfl of the left front wheel 14L detected by the left front wheel air pressure sensor 68, tire pressure Pfr of the right front wheel 14R detected by the right front wheel air pressure sensor 70, left rear wheel air pressure The tire air pressure Prl of the left rear wheel 16L detected by the sensor 72, the tire air pressure Prr of the right rear wheel 16R detected by the right rear wheel air pressure sensor 74, and the like are supplied.

  The electronic control unit 40 also outputs a command signal for controlling the output of the engine 12, a command signal for shift control of the automatic transmission 20, a torque control signal for the coupling 28, a display signal for the in-vehicle display 96, and the like.

  The electronic control unit 40 includes an engine control unit 80, a shift control unit 82, a front and rear wheel driving force distribution control unit 84, a display control unit 86, a lap driving determination unit 88, a lap update determination unit 90, a vehicle operation prediction unit 91, tire pressure. A detection unit 92 and a tire wear level prediction unit 94 are functionally provided.

  The engine control unit 80 (engine control means) controls the opening and closing of the electronic throttle valve according to the accelerator opening Acc by a throttle actuator so that the engine output increases as the accelerator opening Acc increases. Therefore, the output control of the engine 12 is executed by controlling the fuel injection amount by the fuel injection device and controlling the ignition timing by an ignition device such as an igniter for the ignition timing control.

  The speed change control unit 82 (speed change control means) controls the speed change of the automatic transmission 20. For example, an actual vehicle speed V and an accelerator opening degree are determined from a preset speed change map including a vehicle speed V and an accelerator opening degree Acc. By referring to Acc, the shift stage to be shifted is determined, and shift control to that shift stage is executed. The shift control unit 82, for example, is a so-called clutch-to-clutch that transfers torque by engaging the engaged friction engagement device while releasing the released friction engagement device. Execute gear shifting.

  The front / rear wheel driving force distribution control unit 84 (front / rear wheel driving force distribution control means) performs front / rear wheel driving based on information such as the engine torque Te, the transmission gear ratio γ of the automatic transmission 20, the steering angle θ, and the wheel speed Nr of each wheel. Determine the driving force distribution ratio of the wheels. Further, the front and rear wheel driving force distribution control unit 84 controls the clutch torque Tc of the coupling 28 so that the determined driving force distribution ratio is obtained. A specific method for determining the driving force distribution ratio of the front and rear wheels is a known technique, and thus detailed description thereof is omitted.

  The display control unit 86 (display control means) controls the display state of the simulated wheel diagram 98 displayed on the in-vehicle display 96 shown in FIG. 2, for example, according to the vehicle running state. In the simulated wheel diagram 98 displayed on the in-vehicle display 96 of FIG. 2, the perspective view of the drive device 11 seen obliquely from the rear is displayed. Specifically, a simulated (display) engine 100 corresponding to the engine 12, a simulated (display) automatic transmission 102 corresponding to the automatic transmission 20, and a simulated (display) corresponding to the transfer 24. (Above) Simulated (corresponding to the front wheel axle 108 and rear wheel axle 36 corresponding to the transfer 104, the simulated propeller shaft 106 corresponding to the propeller shaft 26, the simulated front wheel axle 108 corresponding to the front wheel axle 32 (on the display). Simulated (on the display) corresponding to the rear wheel axle 110 (on the display), the left and right front wheels 112L and 112R (on the display) corresponding to the left and right front wheels 14L and 14R, and the left and right rear wheels 16L and 16R. Left and right rear wheels 114L and 114R are displayed. The left and right front wheels 112L and 112R on the display and the left and right rear wheels 114L and 114R on the display correspond to the simulated wheels of the present invention.

  The display control unit 86 displays the magnitudes of the driving forces of the left and right front wheels 14 and the left and right rear wheels 16 using the segments arranged near the wheels 112 and 114 on the simulated wheel diagram 98. Specifically, the number of lighting of the segments beside each wheel corresponds to the magnitude of the driving force of each wheel, and the driving power increases as the number of lighting of the segments increases. The display control unit 86 calculates the magnitude of the driving force of each wheel from the driving force distribution ratio of the front and rear wheels calculated by the front and rear wheel driving force distribution control unit 84 and calculates the magnitude of the calculated driving force of each wheel. Is converted into the number of segments corresponding to the driving force display amount of each wheel, and the number of segments of each wheel in the simulated wheel diagram 98 is lit.

  Further, the display control unit 86 displays the vehicle acceleration G detected by the acceleration sensor 50 on the simulated wheel diagram 98. The display control unit 86 displays a plurality of concentric circles on the simulated wheel diagram 98, and displays an arrow that visually indicates the magnitude of acceleration on the concentric circles. The direction of this arrow corresponds to the direction of acceleration, and the distance from the center of the concentric circle corresponds to the magnitude of acceleration. For example, in the simulated wheel diagram 98 of FIG. 2, the arrow extends from the center of the concentric circle toward the lower left side. At this time, it shows that the vehicle acceleration G (deceleration) is acting on the left rear side of the vehicle.

  Further, the display control unit 86 displays the steering direction of the vehicle 10 based on the steering angle θ detected by the steering angle sensor 54. Specifically, the display control unit 86 changes the directions of the left and right front wheels 112 according to the detected steering angle θ. For example, in the simulated wheel diagram 98 of FIG. 2, the left and right front wheels 112 are directed to the right, indicating that the vehicle 10 is turning right at this time. Although not shown, when the left and right front wheels 112 face the left side, it indicates that the vehicle 10 is turning left. As the steering angle θ increases, the inclination of the left and right front wheels 112 with respect to the traveling direction is displayed larger.

  The orbital travel determination unit 88 (circumferential traveling determination means) determines whether or not the vehicle is traveling on a circular course. The lap driving determination unit 88 determines whether or not the lap time mechanism 67 is in operation based on a lap time mechanism operation signal Lap from the lap time mechanism 67 provided in the vehicle 10. It is determined that the course is running. The lap time mechanism 67 is used while traveling on a circuit course, and when the lap time mechanism 67 is operated, the lap time tlap is measured every time the circuit is updated with reference to a set point. In addition, instead of making a determination based on the operation of the lap time mechanism 67, the orbiting determination unit 88 may determine whether or not the object is traveling on an orbiting course based on a position signal from the GPS.

  The lap update determination unit 90 (the lap update determination unit) determines whether or not the lap has been updated, that is, whether or not the lap cycle has been made once, when the lap driving determination unit 88 determines that the lap is on the lap course. To do. The circuit update determination unit 90 determines the update of the circuit course based on a signal indicating that the circuit from the lap time mechanism 67 has been updated or a position signal from the GPS.

  The vehicle operation predicting unit 91 (vehicle operation predicting means) predicts a vehicle operation in this round from past vehicle operations. Specifically, it is predicted whether the vehicle operation in this round is the same level, calm or intense as compared to the vehicle operation in the previous round. The vehicle operation prediction unit 91 accumulates a vehicle work amount (cumulative work amount) based on a point (circumference update point) at which a recursion update is determined every time a predetermined fixed point set in advance in the circuit course is passed. Is calculated and stored as needed, and at the time of the lap update, the stored vehicle work amount in the previous lap is compared with the vehicle work amount calculated and stored at the same fixed point in the previous lap (previous lap). Thus, the vehicle operation after the lap update is predicted.

A plurality of fixed point points are set on the circuit course (for example, four points), and each time the vehicle 10 passes through the fixed point, the accumulated work amount at the fixed point is calculated and stored. Note that the vehicle work amount at the fixed point is calculated based on a preset circulation update point (reference point). The vehicle work amount Wv at each fixed point is calculated based on the following equation (1). In equation (1), Fv represents the force generated from the traveling vehicle 10, and S represents the travel distance from the circuit update point of the circuit course. Fv is calculated by the following equation (2). Gxy corresponds to the vehicle acceleration during traveling, and is calculated by (Gx ² + Gy ² ) ^(1/2) (where Gx is the longitudinal acceleration and Gy is the lateral acceleration). Mv corresponds to the vehicle mass. When calculating the vehicle work amount Wv, the travel distance S is reset (reset) to zero every time it passes through the round update point of the round course.
Wv = ∫ (Fv × S) dt (1)
Fv = Gxy × Mv (2)

The vehicle operation prediction unit 91 calculates the vehicle work Wv (cumulative work) for each fixed point, and calculates the calculated vehicle work Wv and the vehicle work Wv calculated at the same fixed point in the previous round. The deviation Wvth (absolute value) is calculated based on the following equation (3). In Equation (3), Wv (i) corresponds to the vehicle work amount calculated at the fixed point during this lap, and Wv (i-1) is the vehicle work at the same fixed point calculated during the previous lap. It corresponds to the quantity. Then, the vehicle operation predicting unit 91 determines whether or not the vehicle operation in this round is the same as the vehicle operation in the previous round based on whether or not the deviation Wvth is smaller than a preset threshold value Wvth1. Determine. Note that the threshold value Wvth1 is experimentally obtained in advance, and is set to such a value that it can be determined that there is almost no difference between the vehicle operation in this round and the vehicle operation in the previous round if it is less than the threshold Wvth1.
Wvth = | Wv (i-1) −Wv (i) | (3)

  When the absolute value of the deviation Wvth is smaller than the threshold value Wvth1, it is determined that the vehicle operation in this round is the same as the vehicle operation in the previous round. On the other hand, when the absolute value of the deviation Wvth is equal to or greater than the threshold value Wvth1, it is determined that the vehicle operation in this round is more intense or gentler than the vehicle operation in the previous round. At this time, the vehicle operation prediction unit 91 determines whether or not the vehicle rotation Wv (i) in the current rotation has increased from the vehicle workload Wv (i−1) in the previous rotation. It is determined whether or not the vehicle operation is more intense than the previous vehicle operation. For example, when the absolute value of the deviation Wvth is greater than or equal to the threshold value Wvth1 and the vehicle work amount W (i) of this round is greater than the vehicle work amount Wv (i-1) of the previous round (that is, W (i ) -Wv (i-1)> Wvth1), it is determined that the vehicle operation of this round is more intense than the vehicle operation of the previous round. On the other hand, when the absolute value of the deviation Wvth is equal to or greater than the threshold value Wvth1 and the vehicle work amount W (i) in this round is equal to or less than the vehicle work Wv (i-1) in the previous round (ie, Wv ( i-1) −W (i) ≧ Wvth1), it is determined that the vehicle operation of this round is gentler than the vehicle operation of the previous round. Since multiple fixed point points are set in the circuit course, the vehicle work is calculated and stored every time each fixed point is passed, and the vehicle operation after the circuit update is predicted at the time of the circuit update. The The forecast at the time of the lap update is that if any one of the fixed points is judged to be more or less intense than the previous lap, the vehicle will be operated even if the vehicle is judged to be gentle at the other fixed points. This is because it is predicted to be more intense or comparable to the previous round.

  FIG. 3 corresponds to the function of the vehicle operation prediction unit 91 among the control operations of the electronic control device 40, and the vehicle operation after the above-described lap update is comparable to the vehicle operation of the previous lap, It is a flowchart which shows the control action | operation which estimates whether it corresponds to intense | strong or gentle. This flowchart corresponds to step S307 in FIG.

  In S100, the deviation Wvth (= Wv (i) −Wv) between the vehicle work amount Wv (i) at the most recently calculated fixed point and the vehicle work amount Wv (i−1) at the same fixed point in the previous lap. Based on whether or not the absolute value of (i-1)) is smaller than a preset threshold value Wvth1, the vehicle work amount Wv (i) in this round is the vehicle work amount Wv in the previous round. It is determined whether or not it is the same level as (i-1).

  In S100, when the calculated deviation Wvth is smaller than the threshold value Wvth1, it is determined that the vehicle work amount Wv (i) in this round is the same as the vehicle work amount Wv (i-1) in the previous round, In S102, it is determined that the vehicle operation at the fixed point is substantially the same as the vehicle operation in the previous round. In S100, when the deviation Wvth is greater than or equal to the threshold value Wvth1, it is determined that the vehicle work amount Wv (i) in the current lap is not the same level as the vehicle work amount Wv (i-1) in the previous lap. Proceed to

  In S101, it is determined whether or not the vehicle work amount Wv (i) in the current lap has increased more than the vehicle work amount Wv (i-1) at the same fixed point in the previous lap at the fixed point. . The vehicle work W (i) for this lap increased more than the vehicle work Wv (i-1) for the previous lap (specifically, Wv (i) -Wv (i-1)> Wvth1) If it is determined, in S103, it is determined that the vehicle operation at the fixed point is more intense than the vehicle operation in the previous round. On the other hand, the vehicle work amount Wv (i) of this round is smaller than the vehicle work amount Wv (i-1) of the previous round (specifically, Wv (i-1) −Wv (i) ≧ If it is determined that Wvth1), it is determined in S104 that the vehicle operation at the fixed point is gentler than the vehicle operation in the previous round.

  Thereafter, in S105, it is determined whether or not any one of the fixed point points is determined to be intense in vehicle operation. If it is determined that even one is intense, the vehicle operation after the lap update is predicted to be more intense than the previous lap in S107. If S105 is negative, it is determined in S106 whether or not the vehicle operation is determined to be comparable in any one of the fixed points. If it is determined that any one of them is the same level, in S108, the vehicle operation after the lap update is predicted to be the same level as the previous lap. If S106 is negative, in S109, the vehicle operation after the lap update is predicted to be gentler than the previous lap.

  Returning to FIG. 2, the tire air pressure detection unit 92 (tire air pressure detecting means) is configured such that the tire air pressure (Pfl, Pfr, Prl, Prr) is detected.

  The tire consumption degree prediction unit 94 (tire consumption degree prediction means) includes vehicle operations predicted by the vehicle operation prediction unit 91 and tire air pressures (Pfl, Pfr, Prl, Prr), the presence / absence of a wheel that is predicted to have a future tire wear level exceeding a predetermined value δ is determined, the corresponding wheel is identified, and the tire wear level of the wheel is determined. Determine the damage level corresponding to. The tire consumption degree prediction unit 94 detects, for example, tire pressures Pfl, Pfr, Prl, and Prr (hereinafter referred to as the air pressure P unless otherwise specified) for each wheel course update, and the values are previously stored. It is determined whether it is less than a set threshold value α. At the same time, the tire consumption degree prediction unit 94 changes the amount of change ΔP (= Pi−Pi) between the tire air pressure Pi detected this time and the tire air pressure Pi-1 detected when the previous round course was updated. It is determined whether -1) is less than a preset threshold value β. Note that the threshold values α and β are both experimentally obtained in advance, and if it is determined that the predicted vehicle operation is more intense than the previous round or the same level as the previous round, the tire wear level is determined in the future. It is set at or near the lower limit of the value predicted to exceed the predetermined value δ. The predetermined value δ is experimentally obtained in advance, and is set to a value that may cause a wheel slip in the range of travel that can be assumed by the driver. The future of the present embodiment is set when, for example, the vehicle travels around a circuit course by the same vehicle operation, when the vehicle travels a preset number of times, or when the vehicle travels for a preset time. Yes.

  As the tire wear level increases, the tire tends to generate heat and the temperature in the tire increases, so the air pressure P increases. At this time, since the friction circle of the tire is reduced, the grip force of the tire is reduced. From this, it becomes possible to predict in advance the tire wear degree from the tire air pressure P and the change amount ΔP of the air pressure P.

  The tire consumption degree predicting unit 94 detects the tire pressure P of each wheel for each round update, and determines whether or not the tire pressure P of each wheel is less than a preset threshold value α. The tire wear degree prediction unit 94 predicts that the tire wear degree of each wheel will not exceed the predetermined value δ in the future when the tire pressure P of each wheel is less than the threshold value α, and damages to the tire of each wheel. The level DL1 (consumption level) is set to 0. The tire wear level prediction unit 94 is a case where the vehicle operation prediction unit 91 does not predict that the vehicle operation after the lap update is gentler than the vehicle operation of the previous lap, and the air pressure P of at least one tire is If it is greater than the threshold value α, the tire wear level of the wheel is predicted to exceed the predetermined value δ in the future, and the damage level DL1 (tire wear level) is set based on the magnitude of the tire pressure P of the wheel. Set.

FIG. 4 is a relationship map showing the relationship between the air pressure P and the tire damage level DL1. The left side of FIG. 4 shows the magnitude of the air pressure P, and the right side shows the value of the damage level DL1 corresponding to the air pressure P. Specifically, when the air pressure P is in the range of 2.1 or more and less than 2.4 (unit: kgf / cm ² ), the damage level DL1 is 0, that is, normal pressure. Further, the damage level DL1 is set to 1 in the range where the air pressure P is 2.4 or more and less than 2.7, and the damage level DL1 is set to 2 in the range where the air pressure P is 2.7 or more and less than 3.0. When the air pressure P becomes 3.0 or more, the damage level DL1 is set to 3.

  In the present embodiment, the threshold value α is specifically set to 2.4. Therefore, when the air pressure P is less than the threshold value α of 2.4, the damage level DL1 is set to 0, which is a normal value. Further, when the vehicle operation prediction unit 91 does not predict that the vehicle operation after the lap update is gentler than the vehicle operation of the previous lap, and the air pressure P is 2.4 or more, future tire consumption The degree is predicted to exceed the predetermined value δ, and the damage level DL1 is set to a number of 1 or more with reference to the relationship map of FIG. The value of the damage level DL1 indicates that the tire wear level is closer to the predetermined value δ as the number increases. In addition, the specific numerical value of the air pressure P shown in the relationship map of FIG. 4 is an example, and is appropriately changed for each vehicle.

Further, the tire consumption degree prediction unit 94 calculates a change amount ΔP of the tire air pressure P of each wheel, and determines whether or not the change amount ΔP is less than a preset threshold value β. The change amount ΔP of the air pressure P of the tire of each wheel is calculated by the following formula (4) to the following formula (7). In the equation (4), ΔPfl indicates the amount of change in the air pressure Pfl of the left front wheel 14L, Pfl (i) indicates the air pressure of the left front wheel 14L detected during the update of this revolution, and Pfl (i-1) is The air pressure of the left front wheel 14 </ b> L detected at the time of updating the front circumference is shown. In equation (5), ΔPfr represents the amount of change in the air pressure Pfr of the right front wheel 14R, Pfr (i) represents the air pressure of the right front wheel 14R detected during this round update, and Pfr (i-1 ) Indicates the air pressure of the right front wheel 14 </ b> R detected at the time of the previous round update. In the equation (6), ΔPrl represents the amount of change in the air pressure Prl of the left rear wheel 16L, Prl (i) represents the air pressure of the left rear wheel 16L detected during this round update, and Prl (i -1) indicates the air pressure of the left rear wheel 16L detected at the time of updating the front circumference. In the equation (7), ΔPrr represents the amount of change in the air pressure Prr of the right rear wheel 16R, Prr (i) represents the air pressure of the right rear wheel 16R detected during this round update, and Prr (i -1) indicates the air pressure of the right rear wheel 16R detected at the time of updating the front circumference.
ΔPfl = Pfl (i) −Pfl (i−1) (4)
ΔPfr = Pfr (i) −Pfr (i−1) (5)
ΔPrl = Prl (i) −Prl (i−1) (6)
ΔPrr = Prr (i) −Prr (i−1) (7)

  The tire consumption degree prediction unit 94 determines whether or not the calculated change amount ΔP of the tire air pressure P of each wheel is less than a preset threshold value β. The tire consumption degree prediction unit 94 predicts that the tire consumption degree of each wheel in the future will not exceed the predetermined value δ when the change amount ΔP of the air pressure P of the tire of each wheel is less than the threshold value β. The tire damage level DL2 (consumption level) is set to zero. In addition, the tire consumption degree prediction unit 94 is a case where the vehicle operation prediction unit 91 does not predict that the vehicle operation after the lap update is gentler than the vehicle operation of the previous lap, and the tire air pressure of at least one wheel When the change amount ΔP of P is larger than the threshold value β, the tire wear level of the corresponding wheel is predicted to exceed the predetermined value δ in the future, and the damage level DL2 (wear level) of the tire of the corresponding wheel is changed. It is set according to the magnitude of the amount ΔP.

  FIG. 5 is a relationship map showing the relationship between the change amount ΔP of the air pressure P and the tire damage level DL2. The left side of FIG. 5 shows the change amount ΔP of the air pressure, and the right side shows the damage level DL2 corresponding to the change amount ΔP. Specifically, when the change amount ΔP is in the range of 0 to less than 0.3, the damage level is set to 0, that is, it is within the normal range. Further, the damage level is set to 1 in the range where the change amount ΔP is 0.3 or more and less than 0.7, and the damage level is set to 2 in the range where the change amount ΔP is 0.7 or more and less than 1.2, When the change amount ΔP is 1.2 or more, the damage level is set to 3.

  In this embodiment, the threshold value β is set to 0.3. That is, when the change amount ΔP of the air pressure P is less than 0.3, the damage level is set to 0, which is a normal value. Further, when the vehicle operation prediction unit 91 does not predict that the vehicle operation after the lap update is gentler than the vehicle operation of the previous lap, and the variation ΔP is set to the threshold value β of 0.3 or more In this case, it is predicted that the degree of tire consumption in the future will exceed the predetermined value δ, and the damage level DL2 is set to a number of 1 or more with reference to the relationship map of FIG. The value of the damage level DL2 indicates that the tire wear level is closer to the predetermined value δ as the number increases. In addition, the specific numerical value of the variation | change_quantity (DELTA) P of the air pressure P shown in the relationship map of FIG. 5 is an example, Comprising: It changes suitably for every vehicle.

When the tire wear level prediction unit 94 sets the damage level DL1 of the tire based on the air pressure P and the damage level DL2 based on the change amount ΔP of the air pressure P for each wheel, the larger of the damage levels DL1 and DL2 is set. The damage level is set to the wheel damage level DL (consumption level). That is, the damage level DL of each wheel is determined based on the following formula (8).
DL = max (DL1, DL2) (8)

  FIG. 6 is a flowchart for explaining the control operation of the electronic control unit 40 and determining the damage level DL of each wheel described above. This flowchart corresponds to S308 in FIG. Each step (S200 to S208) in FIG. 6 corresponds to the control function of the tire wear degree prediction unit 94.

  Whether or not the detected tire air pressure P (Pfl (i), Pfr (i), Prl (i), Prr (i)) of each wheel in step S200 (hereinafter, step is omitted) is less than a threshold value α. Is determined. If S200 is positive, the damage level DL1 of each wheel is set to 0 in S202. If S200 is negative, that is, if the air pressure P is greater than or equal to the threshold value α in at least one of the wheels, the process proceeds to S201. In S201, it is determined whether the prediction result of the vehicle operation by the vehicle operation prediction unit 91 is gentler than the previous round. When S201 is affirmed, it progresses to S202. If S201 is negative, the damage level DL1 of the corresponding wheel is set based on the relationship map shown in FIG. 4 in S203. Note that the damage level DL1 is set to 0 for other wheels whose air pressure P is less than or equal to the threshold value α.

  In S204, it is determined whether or not the change amount ΔP of the tire air pressure P of each wheel is less than the threshold value β. When S204 is affirmed, the damage level DL2 of each wheel is set to 0 in S206. If S204 is negative, that is, if the change amount ΔP of the air pressure P is greater than or equal to the threshold value β in at least one of the wheels, the process proceeds to S205. In S205, it is determined whether or not the vehicle operation prediction result of the vehicle operation prediction unit 91 is gentler than the previous round. When S205 is affirmed, the process proceeds to S206. When S205 is denied, the damage level DL2 of the corresponding wheel is set based on the relationship map shown in FIG. 5 in S207. Note that the damage level DL2 is set to 0 for other wheels whose change amount ΔP is equal to or less than the threshold value β.

  In S208, the larger value of the damage levels DL1 and DL2 set for each wheel is set as the final damage level DL.

  Returning to FIG. 2, when the tire wear level prediction unit 94 predicts that the tire wear level of a predetermined wheel is predicted to exceed a predetermined value δ, the display control unit 86 has a damage level DL. When it is predicted that there are one or more wheels, it is displayed on the in-vehicle display 96 that there is a wheel whose tire consumption is predicted to exceed the predetermined value δ. Specifically, in the simulated wheel diagram 98 of the in-vehicle display 96, the display control unit 86 displays the simulated wheel display mode of a wheel predicted to have a tire wear level exceeding a predetermined value δ. The display mode of the simulated wheel is different. For example, the display control unit 86 changes the color of the tire of a wheel having a damage level DL of 1 or more from the color of the tire of another wheel having a damage level DL of 0.

  Specifically, the tire color is set for each value of the tire damage level DL, and the display control unit 86 changes the tire color of each wheel according to the damage level DL. For example, when the damage level DL is 0, the tire color is displayed as white as a normal color. When the damage level DL is 1, the tire color is displayed in yellow, for example. When the damage level DL is 2, the tire color is displayed in red, for example. When the damage level DL is 3, the tire color is displayed in black, for example. For example, when the damage level DL of the right rear wheel 16R becomes 3, the right rear wheel 114R on the display is displayed in black as shown in the simulated wheel diagram 98 of FIG. Thus, the color of the wheel is sequentially changed according to the magnitude of the damage level (tire consumption level). The driver can grasp the presence of a wheel that is predicted to have a tire wear level exceeding a predetermined value δ in the future from the color of each simulated wheel in FIG. Thus, from the display of the simulated wheel diagram 98 on the in-vehicle display, the driver can grasp the presence of a wheel that is predicted to have a tire wear level exceeding a predetermined value δ in the future.

  FIG. 7 is a control operation of the electronic control unit 40, and it is determined whether or not there is a wheel in which the future tire wear level is predicted to exceed the predetermined value δ during the round course running, and the future tire wear level is set to the predetermined value. FIG. 10 is an overall flowchart illustrating a control operation for displaying on the in-vehicle display 96 when there is a wheel predicted to exceed δ. This flowchart is repeatedly executed during traveling.

  In step S300 (hereinafter, step is omitted) corresponding to the function of the orbiting traveling determination unit 88, it is determined whether or not the lap time mechanism 67 is operating or whether or not it is traveling on the orbiting course based on the positional information by GPS. Is done. If it is determined that the vehicle is not traveling on the circuit course, the stored values of the vehicle work amount, the degree of wear, the air pressure, etc. are reset in S312, and the display colors of all the wheels are set to normal colors in S313. After that, it is returned.

  When it determines with driving | running | working a circuit course, S300 is affirmed and vehicle state quantities, such as a vehicle acceleration, are acquired by S301. Thereafter, in S302, the vehicle work (cumulative work) from the orbital update point is calculated based on the vehicle acceleration or the like acquired in S301. If each fixed point is reached, the vehicle work is calculated at that time. Remembered. Thereafter, S303 corresponding to the function of the circulation update determination unit 90 is executed. In S303, it is determined whether or not the circuit course has been updated. If the circuit course has not been updated, S303 is denied and the process is returned. When the circuit course is updated, S303 is affirmed and the routine proceeds to S304, where the tire air pressure is acquired and stored. Further, the vehicle work amount is reset in S305. Thereafter, in S306, it is determined whether or not the lap is a lap after the third lap. If S306 is negative, the process is returned. If S306 is affirmed, vehicle operation can be predicted by the vehicle operation prediction unit 91. Therefore, in S307, the vehicle operation after the lap renewal is performed based on the work amount at each fixed point in the previous lap and the previous lap. Predict. The contents of S307 are as detailed in FIG. 3 and the description of FIG.

  In S308 corresponding to the function of the tire consumption degree prediction unit 94, whether or not there is a wheel whose tire consumption degree is predicted to exceed the predetermined value δ in the future, the prediction result of the vehicle operation prediction unit 91, the tire air pressure P and its It is determined based on the change amount ΔP of the air pressure P. The contents of S308 are as detailed in FIG. 6 and the description of FIG. Thereafter, in S309 corresponding to the function of the display control unit 86, it is determined whether or not there is a wheel having a tire wear level exceeding a predetermined value. When S309 is denied, the process proceeds to S311 and the tire of each simulated wheel on the simulated wheel diagram 98 is displayed in white set as a normal color.

  On the other hand, when S309 is affirmed, the process proceeds to S310, and a color corresponding to the value of the damage level DL is set for a wheel whose tire consumption is predicted to exceed the predetermined value δ in the future. And on the simulated wheel FIG. 98, the color of the simulated wheel of each wheel is displayed in a color corresponding to the damage level DL. The driver can predict the tire wear level from the color of each wheel in the simulated wheel FIG. 98, and the driver changes the driving mode according to the tire wear level of each wheel, so that the tire wear level is predetermined. It is possible to suppress wheel slippage and operation of the vehicle stabilization device due to exceeding the value δ. For example, when the driver grasps the presence of a wheel whose future tire consumption is predicted to exceed a predetermined value δ, the driver changes the driving mode such as lowering the vehicle speed V accordingly, so that the tire consumption is reduced. Can be suppressed. In addition, in the simulated wheel diagram 98, the driving force of each wheel, the acceleration of the vehicle 10, and the steering travel are displayed together, so that the driver can appropriately change the driving mode with reference to these displays.

  As described above, according to the present embodiment, the future tire wear level is predicted based on the predicted vehicle operation and the tire air pressure P of each wheel and the amount of change ΔP thereof. If there is a wheel predicted to exceed the value δ, that effect is displayed on the in-vehicle display 96. From this, before the tire wear level actually exceeds the predetermined value δ, the driver can grasp that the tire wear level has increased, and the driver does not exceed the predetermined value δ. Thus, it is possible to perform driving in consideration of the degree of tire wear. Accordingly, it is possible to suppress the wheel slip and the operation of the vehicle stabilization device that occur when the tire consumption exceeds the predetermined value δ.

  Further, according to the present embodiment, the tire air pressure P and the change amount ΔP of the air pressure P are closely related to the degree of tire wear in the future, respectively. The degree of tire wear can be predicted based on at least one of the change amount ΔP of P.

  Further, according to the present embodiment, the simulated wheel diagram 98 representing each wheel is displayed on the in-vehicle display 96, and the simulated wheel corresponding to the wheel predicted to have a future tire wear level exceeding a predetermined value δ is displayed. By displaying the aspect differently from the simulated wheels corresponding to the other wheels, the driver can easily grasp which wheel has an increased degree of tire wear.

  In addition, according to the present embodiment, the driver can grasp the tire wear degree in more detail by changing the display mode of the simulated wheel according to the tire wear degree.

  Further, according to the present embodiment, since the driving force of each wheel, the acceleration of the vehicle 10 and the steering direction of the vehicle 10 are displayed together on the in-vehicle display 96, the degree of tire wear in the future has a predetermined value δ. When there are wheels predicted to exceed, the driving mode can be changed in consideration of the driving force of each wheel, the acceleration of the vehicle 10, and the influence of the steering direction of the vehicle 10 on the degree of tire wear.

  Next, another embodiment of the present invention will be described. In the following description, parts common to those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

  In the above-described embodiment, the color of the tire of the wheel that is predicted that the degree of tire wear in the future will exceed the predetermined value δ has been changed. In this embodiment, the tire display mode is changed as will be described later, so that the driver is notified of a wheel that is predicted to have a future tire wear level exceeding a predetermined value δ. 8 to 11 show other display modes of the simulated wheel diagrams (120, 130, 140, 150) displayed on the in-vehicle display 96, respectively.

  In the simulated wheel diagram 120 shown in FIG. 8, the illuminance of the tire of the simulated wheel is changed according to the damage level DL of the tire. Specifically, the illuminance of the simulated wheel decreases as the value of the damage level DL increases. For example, in the simulated wheel diagram 120 of FIG. 8, the illuminance of the tire of the right rear wheel 114R, which is a simulated wheel, is lower than the tires of the other wheels. This indicates that the degree of tire wear of the right rear wheel 16R is increasing. In this way, by changing the illuminance of the tire of the simulated wheel, the driver can be notified of the wheel that is predicted to have a future tire wear level exceeding the predetermined value δ. In the simulated wheel diagram of FIG. 8, the greater the damage level DL value, the lower the illuminance of the tire that is the simulated wheel. However, the greater the damage level DL value, the tire that is the simulated wheel. The illuminance may be high.

  In the simulated wheel diagram 130 shown in FIG. 9, the thickness of the tire outline is changed according to the tire damage level DL. Specifically, the outline of the tire of the simulated wheel becomes thicker as the value of the damage level DL increases. For example, in the simulated wheel diagram 130 of FIG. 9, the contour of the tire of the right rear wheel 114R, which is a simulated wheel, is thick, which means that the tire consumption of the right rear wheel 16R is increased. Is shown. In this way, by changing the thickness of the contour line of the tire of the simulated wheel, it is possible to notify the driver of a wheel that is predicted to have a future tire wear level exceeding the predetermined value δ. In the simulated wheel diagram of FIG. 9, the outline of the tire that is the simulated wheel becomes thicker as the value of the damage level DL becomes larger, but the simulated wheel becomes larger as the value of the damage level DL becomes larger. The tire outline may be thinned.

  In the simulated wheel diagram 140 shown in FIG. 10, the type of contour line of the simulated wheel is changed according to the tire damage level DL. For example, when the damage level DL is 0, the outline is set to a solid line, when the damage level DL is 1, the outline is set to a broken line, for example, and when the damage level DL is 2, the outline is set For example, when the line is set to a one-dot chain line and the damage level DL is 3, the outline is set to a two-dot chain line, for example. In FIG. 10, the contour line of the tire of the right rear wheel 116R which is a simulated wheel is set to a broken line. This indicates that the damage level DL of the right rear wheel 16R is 1, and the tire consumption is increased as compared with other wheels. In this way, by changing the type of the contour line of the tire of the simulated wheel, it is possible to notify the driver of a wheel that is predicted to have a future tire wear level exceeding the predetermined value δ.

  Further, in the simulated wheel diagram 150 shown in FIG. 11, a ramp 152 is provided in the vicinity of each simulated wheel. The lamp 152 is set to be lit when the damage level DL is 1 or more. In FIG. 11, the lamp 152 near the right rear wheel 116R, which is a simulated wheel, is lit. This indicates that the degree of tire consumption of the right rear wheel 16R is increasing (damage level DL is 1 or more). In this way, it is possible to notify the driver of a wheel predicted to have a future tire wear level exceeding the predetermined value δ by the lamp 152 provided in the vicinity of the simulated wheel. Note that the display mode of the lamp 152 can be changed by blinking the lamp or changing the color according to the value of the damage level DL.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the tire consumption degree prediction unit 94 determines the tire damage level based on the magnitude of the air pressure P of the tire of each wheel and the change amount ΔP of the air pressure P. The tire damage level may be determined based on either the air pressure P or the change amount ΔP of the air pressure P.

  Further, in the above-described embodiment, the relationship map of FIG. 4 is set in four stages of the damage level DL1 from 0 to 3 according to the air pressure P. However, this is an example and is changed as appropriate, for example, by setting it more finely. It doesn't matter. In the relation map of FIG. 4, the damage level DL1 is set only on the air pressure P increasing side, but the damage level DL1 may be set on the air pressure P decreasing side.

  Further, in the above-described embodiment, the relationship map of FIG. 5 is set in four stages of the damage level DL2 of 0 to 3 according to the change amount ΔP of the air pressure P. However, this is an example and is more detailed. You may change suitably, such as setting.

  Further, in each of the above simulated wheel diagrams (96, 120, 130, 140, 150), the engine 100, the automatic transmission 102, the transfer 104, the propeller shaft 106, etc. on the display are described. May be omitted as appropriate. Furthermore, the simulated wheel diagram is not necessarily required, and is not particularly limited as long as it is a display that can grasp a wheel that is predicted that the degree of wear of the future tire will exceed the predetermined value δ. Furthermore, it is not always necessary to specify the wheel, and it may be possible to simply display the presence / absence of the wheel whose degree of wear is predicted to exceed the predetermined value δ.

  Moreover, you may display combining the display mode of the simulation wheel figure of FIG. 2, FIG. For example, you may change suitably in the range which a driver | operator can grasp | ascertain the change of a tire, such as changing a color, blinking the tire of a simulation wheel. In addition, the presence or absence of a wheel having a tire wear level exceeding a predetermined value δ may be displayed using characters or symbols.

  Further, in the above-described embodiment, if there is a wheel whose tire wear level is predicted to exceed the predetermined value δ in the future, that effect is displayed in the simulated wheel FIG. 98. The driver may be notified by vibrating it.

  In the above-described embodiment, the driving force of each wheel, the vehicle acceleration, and the turning direction are displayed together on the simulated wheel diagram 98. However, these are not necessarily required, and any one of them is used. One of them may be displayed, or none of them may be displayed.

  In the above-described embodiment, the vehicle operation prediction unit 91 predicts a future vehicle operation by comparing the calculated vehicle work amount with the vehicle work amount calculated at the same fixed point in the previous round. However, for example, a future vehicle operation may be predicted by comparing the average speed in this round with the average speed in the previous round.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 14: Front wheels (wheels, tires)
16: Rear wheels (wheels, tires)
40: Electronic control device (running state display device)
86: Display control unit 88: Circulation traveling determination unit 92: Tire air pressure detection unit 94: Tire wear level prediction unit 96: In-vehicle display 98, 120, 130, 140, 150: Simulated wheel diagram 112: Left and right front wheels on display (simulation Wheel)
114: Left and right rear wheels on display (simulated wheels)

Claims (5)

A vehicle running state display device for displaying a running state of a vehicle,
A lap driving determination unit that determines whether or not the vehicle is driving on a lap course;
A vehicle operation prediction unit for predicting future vehicle operations from past vehicle operations;
A tire pressure detecting unit for detecting a tire pressure of each wheel of the vehicle;
When the vehicle traveling determination unit determines that the vehicle is traveling on a circuit course, future vehicle operations predicted by the vehicle operation prediction unit and the tires detected by the tire air pressure detection unit Tire exhaustion degree prediction unit for predicting the future tire consumption degree based on the air pressure of
When there is a wheel whose future tire wear level is predicted to exceed a predetermined value, there is a wheel whose future tire wear level is predicted to exceed the predetermined value. And a display control unit for displaying on an in-vehicle display provided in the vehicle. The vehicle running state display device according to claim 1, wherein the predetermined value is set by at least one of an air pressure of the tire and a change amount of the air pressure of the tire. The in-vehicle display displays a simulated wheel diagram that displays each wheel of the vehicle using simulated wheels,
The display control unit is configured to display a display mode of the simulated wheel corresponding to a wheel that is predicted to have a degree of wear of the future tire exceeding the predetermined value, such as color, illuminance, thickness of a contour line, or contour line. The vehicle running state display device according to claim 1, wherein the vehicle driving state display device is different from a display mode of simulated wheels corresponding to other wheels. The display mode of the simulated wheel corresponding to a wheel that is predicted that the degree of wear of the future tire exceeds the predetermined value is changed according to the degree of wear of the tire. Vehicle running state display device. The vehicle driving state display according to claim 3 or 4, wherein at least one of driving force of each wheel, acceleration of the vehicle, and steering direction of the vehicle is displayed on the in-vehicle display. apparatus.

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