JP2021037798A - Distribution display device - Google Patents

Abstract

To provide a distribution display device capable of preventing a user from feeling discomfort due to mismatch of an acceleration request operation of the user and display of torque distribution to front and rear wheels.SOLUTION: In a torque distribution display screen displayed on a display 42, level indicators 52FL, 52FR, 52RL, and 52RR are arranged respectively corresponding to front wheels 16L and 16R, and rear wheels 23L, 23R being sub-driving wheels. The number of lighting of segments Sg1 to Sg5 in each of the level indicators 52FL, 52FR, 52RL, and 52RR displays the torque distribution to the front wheels 16L and 16R, and rear wheels 23L, 23R. The display of the distribution is controlled on the basis of the driving force of the front wheels 16L and 16R and rear wheels 23L, 23R and an accelerator opening in consideration of not only the driving force of the front wheels 16L and 16R and rear wheels 23L, 23R but also the operation of an accelerator pedal by the user.SELECTED DRAWING: Figure 1

Description

The present invention relates to a distribution display device used in a vehicle equipped with an electronically controlled coupling that distributes torque for traveling to a main drive wheel and an auxiliary drive wheel.

Conventionally, an active torque split 4WD system is widely known as a 4WD (four-wheel-drive) system for a vehicle such as a four-wheel vehicle. In an example of an active torque split 4WD system, torque for traveling the vehicle is normally transmitted to the main drive wheels (for example, the left and right front wheels). When tire slip occurs while the vehicle is running, the road surface friction coefficient is estimated, and torque is applied to the main drive wheels and auxiliary drive wheels by electronically controlled coupling so that tire slip does not occur from the estimated road surface friction coefficient. Is actively distributed to and.

Vehicles equipped with the active torque split 4WD system are equipped with a display device that displays the distribution status of the driving force to the main drive wheels and the auxiliary drive wheels. In an example of a conventional display device, five segments are provided side by side in a row corresponding to each of the four wheels of the left and right main drive wheels and the auxiliary drive wheels on the screen of a liquid crystal display, and the main drive wheels and the auxiliary drive wheels are provided. The number of lights in the segment is changed step by step according to the driving force distributed to the wheels.

Japanese Unexamined Patent Publication No. 2018-122857 International Publication No. 2014/080459

A vehicle equipped with a transmission can travel in a low gear region having a gear ratio equal to or higher than a predetermined value in a low vehicle speed range, but cannot travel in the low gear region in a high vehicle speed range. Therefore, even if the accelerator pedal depression amount (accelerator opening) is the same in the low vehicle speed range and the high vehicle speed range, the number of lights of the segment is relatively large in the low vehicle speed range, and the segment is lit in the high vehicle speed range. The number of lights is relatively small. If the way the segment is turned on with respect to the amount of depression of the accelerator pedal is different, the user will feel a sense of discomfort in that way.

An object of the present invention is to provide a distribution display device capable of suppressing giving the user a sense of discomfort due to a mismatch between the operation of an acceleration request by the user and the display of torque distribution to the front and rear wheels.

In order to achieve the above object, the distribution display device according to the present invention is a distribution display device used for a vehicle equipped with an electronically controlled coupling that distributes torque for traveling to front and rear wheels, and is accelerated by a user. Based on the operation detecting means for detecting the requested operation, the display means provided corresponding to the wheel and displaying the distribution of torque to the wheel, and the driving force of the wheel and the operation detected by the operation detecting means. The display control means for controlling the display by the display means is included.

According to this configuration, the electronically controlled coupling distributes the torque for running to the front and rear wheels. Corresponding to a wheel, a display means for displaying the distribution of torque to the wheel is provided. Therefore, the user (vehicle driver) can visually recognize the state of torque distribution to the front and rear wheels.

The display by the display means is controlled based on the driving force of the wheel and the operation of the acceleration request, taking into consideration not only the driving force (torque) of the wheel but also the operation of the acceleration request by the user. As a result, the display of the torque distribution to the front and rear wheels can be made suitable for the operation of the acceleration request by the user, and it is possible to suppress giving the user a sense of discomfort due to the incompatibility.

According to the present invention, it is possible to suppress giving the user a sense of discomfort due to the incompatibility between the operation of the acceleration request by the user and the display of the torque distribution to the front and rear wheels.

It is a top view of the vehicle which mounted the torque distribution status display device which concerns on one Embodiment of this invention. It is a figure which shows an example of the torque distribution display screen. It is a figure which shows an example of the 1st lighting number map used for controlling the torque distribution display. It is a figure which shows an example of the 2nd lighting number map used for controlling the torque distribution display.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Vehicle configuration>
FIG. 1 is a plan view of a vehicle 1 equipped with a torque distribution status display device according to an embodiment of the present invention.

Vehicle 1 employs an active torque split 4WD system. The vehicle 1 includes an engine 2, a transmission 3, a front differential gear 4, a transfer 5, a propeller shaft 6, and a rear differential gear 7.

The engine 2 is mounted (mounted) horizontally on the front portion of the vehicle 1 so that the crankshaft is laterally oriented with respect to the front-rear direction of the vehicle 1, that is, the crankshaft extends in the vehicle width direction.

The transmission 3 may be, for example, a stepped automatic transmission (AT: Automatic Transmission) provided with a labigno type planetary gear mechanism, or a belt type continuously variable transmission (CVT). You may.

A ring gear 12 is fixed to the differential case 11 of the front differential gear 4. The rotation of the engine 2 is changed and input to the ring gear 12 by the transmission 3. The rotation input to the ring gear 12 causes the differential case 11 to rotate integrally with the ring gear 12. Then, the rotation of the differential case 11 is converted into the rotation of each side gear 14 via the pinion gear 13, the left and right front drive shafts 15L and 15R rotate integrally with each side gear, and the rotation of the front drive shafts 15L and 15R is the main. It is transmitted to the front wheels 16L and 16R, which are the drive wheels.

The transfer 5 includes, for example, a first bevel gear 17 that rotates integrally with the differential case 11 of the front differential gear 4, and a second bevel gear 18 that meshes with the first bevel gear 17. The front end of the propeller shaft 6 extending in the front-rear direction of the vehicle 1 is connected to the center of the second bevel gear 18.

The propeller shaft 6 is divided into a front side portion 6F and a rear side portion 6R, and an electronically controlled coupling 21 is interposed between the front side portion 6F and the rear side portion 6R. .. The electronically controlled coupling 21 includes a main clutch composed of a multi-plate friction clutch that transmits torque and an electromagnet that controls the torque capacity of the main clutch, and an exciting current value supplied to the electromagnet (hereinafter, "coupling current"). A configuration in which the torque capacity of the main clutch increases in proportion to the value) is adopted.

The rear end of the propeller shaft 6 is connected to the drive pinion shaft of the rear differential gear 7. The torque transmitted from the propeller shaft 6 to the rear differential gear 7 causes the rear drive shafts 22L and 22R to rotate, and the rotations of the rear drive shafts 22L and 22R are transmitted to the rear wheels 23L and 23R, which are auxiliary drive wheels, respectively.

Further, the vehicle 1 is provided with an ECU (Electronic Control Unit) 31 having a configuration including a microcomputer (microcontroller unit).

The ECU 31 includes a vehicle speed sensor 32 that outputs a pulse signal having a frequency corresponding to the vehicle speed of the vehicle 1 as a detection signal, and an engine rotation sensor that outputs a pulse signal synchronized with the rotation of the engine 2 (rotation of the crank shaft) as a detection signal. The 33 and the accelerator sensor 34 that outputs a detection signal according to the operation amount of the accelerator pedal provided in the vehicle 1 are connected.

The ECU 31 obtains the vehicle speed of the vehicle 1 from the detection signal of the vehicle speed sensor 32, and obtains the engine speed, which is the rotation speed of the engine 2, from the detection signal of the engine rotation sensor 33. Further, the ECU 31 obtains the accelerator opening degree from the detection signal of the accelerator sensor 34. The accelerator opening degree is the amount of operation of the accelerator pedal, and is, for example, a percentage with 100% when the accelerator pedal is depressed to the maximum. The ECU 31 controls the electronically controlled coupling 21 based on numerical values obtained from detection signals input from various sensors.

Although only one ECU 31 is shown in FIG. 1, the vehicle 1 is equipped with a plurality of ECUs having the same configuration as the ECU 31 in order to control each part. A plurality of ECUs including the ECU 31 are connected so as to enable two-way communication by a CAN (Controller Area Network) communication protocol. Further, FIG. 1 shows only a part of various sensors required for control by the ECU 31.

Further, the vehicle 1 is provided with a meter unit 41. In the vehicle interior of the vehicle 1, an instrument panel (dashboard) is provided in front of the front seats (the frontmost portion of the vehicle interior), and the meter unit 41 is mounted on the instrument panel. The meter unit 41 includes a display 42 that displays various types of information. The display 42 may be, for example, a liquid crystal display or an organic EL (electroluminescence) display. The display 42 may be controlled by the ECU 31, or may be controlled by an ECU for controlling the meter unit, which is different from the ECU 31.

<Torque distribution display>
FIG. 2 is a diagram showing an example of a torque distribution display screen displayed on the display 42.

In the vehicle 1, during normal traveling, the torque for traveling the vehicle 1, that is, the engine torque from the engine 2 is transmitted to the left and right front wheels 16L and 16R. For example, when tire slip occurs while the vehicle 1 is traveling, the road surface friction coefficient is estimated by the ECU 31, and is supplied to the electronically controlled coupling 21 so that the tire slip does not occur from the estimated road surface friction coefficient or the like. The coupling current value is controlled, and the torque is actively distributed to the front wheels 16L and 16R and the rear wheels 23L and 23R.

The display 42 displays a torque distribution display screen that displays the torque distribution. On the torque distribution display screen, an image imitating the drive system of the vehicle 1 is arranged in the center. The image includes wheel images 51FL, 51FR, 51RL, 51RR that imitate the front wheels 16L, 16R and the rear wheels 23L, 23R, respectively. Level indicators 52FL and 52RL are arranged on the left side of each of the wheel images 51FL and 51RL. Level indicators 52FR and 52RR are arranged on the right side of each of the wheel images 51FR and 51RR.

The level indicators 52FL, 52FR, 52RL, 52RR include five segments Sg1, Sg2, Sg3, Sg4, Sg5. Each segment Sg1 to Sg5 is an area in which a lighting state and a lighting state can be displayed. The segments Sg1, Sg2, Sg3, Sg4, and Sg5 are arranged in a vertical row from bottom to top in this order.

The distribution of torque to the front wheels 16L, 16R and the rear wheels 23L, 23R is indicated by the number of lighting states of the segments Sg1 to Sg5 in each level indicator 52FL, 52FR, 52RL, 52RR (hereinafter, simply referred to as "lighting number"). Will be done. In the torque distribution display, the torque difference between the left and right front wheels 16L and 16R is not taken into consideration, and the number of lights of the segments Sg1 to Sg5 of the level indicators 52FL and 52FR is the same. Similarly, the torque difference between the left and right rear wheels 23L and 23R is not taken into consideration, and the number of lights of the segments Sg1 to Sg5 of the level indicators 52RL and 52RR is the same.

<Lighting control of level indicator>
FIG. 3 is a diagram showing an example of a first lighting number map used for controlling the torque distribution display. FIG. 4 is a diagram showing an example of a second lighting number map used for controlling the torque distribution display.

In order to control the display (torque distribution display) of the segments Sg1 to Sg5 in each level indicator 52FL, 52FR, 52RL, 52RR on the torque distribution display screen, the ECU 31 executes the following processing.

First, the sum of the driving forces of the front wheels 16L and 16R and the rear wheels 23L and 23R, that is, the total driving force is calculated. The total driving force can be calculated by multiplying the engine torque output by the engine 2 by the total gear ratio of the vehicle 1 and dividing the multiplication value by the tire radii of the front wheels 16L and 16R and the rear wheels 23L and 23R. The engine torque is estimated from, for example, the accelerator opening and the engine speed.

Next, the first lighting number map is referred to. Two types of the first lighting number map, one for the front wheel and the other for the rear wheel, are prepared and are stored in the memory built in the ECU 31.

In the first lighting number map for the front wheels, as shown in FIG. 3, the first to fifth threshold values relating to the driving force are set. According to this first lighting number map, when the total driving force is equal to or more than the first threshold value and less than the second threshold value, the lighting number of the segments Sg1 to Sg5 is determined to be 1. When the total driving force is equal to or more than the second threshold value and less than the third threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 2, and when the total driving force is equal to or more than the third threshold value and less than the fourth threshold value. , The number of lights of the segments Sg1 to Sg5 is determined to be 3, and when the total driving force is equal to or more than the fourth threshold value and less than the fifth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 4, and the total driving force is determined to be 4. When it is equal to or higher than the fifth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 5. When the total driving force is 0, the number of lights of the segments Sg1 to Sg5 is determined to be 0.

In addition, the second lighting number map is referred to. The second lighting number map is common to the front wheels and the rear wheels, and is stored in the memory built in the ECU 31. In the second lighting number map, as shown in FIG. 4, the first to fifth AP threshold values relating to the accelerator opening degree (AP) are set. The first AP threshold value is a threshold value used for determining whether or not the number of lights of the segments Sg1 to Sg5 is determined to be 1, and takes a constant first value regardless of the vehicle speed. The second AP threshold is a threshold used for determining whether or not the number of lights of the segments Sg1 to Sg5 is determined to be 2, and takes a constant second value larger than the first value in the range where the vehicle speed is equal to or less than the predetermined vehicle speed. , The larger the vehicle speed is, the smaller the value is taken in the range where the vehicle speed exceeds the predetermined vehicle speed. The third AP threshold is a threshold used for determining whether or not the number of lights of the segments Sg1 to Sg5 is determined to be 3, and takes a constant third value larger than the second value in the range where the vehicle speed is equal to or less than the predetermined vehicle speed. , The larger the vehicle speed is, the smaller the value is taken in the range where the vehicle speed exceeds the predetermined vehicle speed. The fourth AP threshold is a threshold used for determining whether or not the number of lights of the segments Sg1 to Sg5 is determined to be 4, and takes a constant fourth value larger than the third value in the range where the vehicle speed is equal to or less than the predetermined vehicle speed. , The larger the vehicle speed is, the smaller the value is taken in the range where the vehicle speed exceeds the predetermined vehicle speed. The fifth AP threshold is a threshold used for determining whether or not to determine the number of lights of the segments Sg1 to Sg5 to 5, and takes a constant fifth value larger than the fourth value in the range where the vehicle speed is equal to or less than the predetermined vehicle speed. , The larger the vehicle speed is, the smaller the value is taken in the range where the vehicle speed exceeds the predetermined vehicle speed.

When the first to fifth AP thresholds corresponding to the vehicle speed of the vehicle 1 are specified and the current accelerator opening is less than the first threshold, the number of lights of the segments Sg1 to Sg5 is determined to be 0. When the current accelerator opening degree is equal to or more than the first threshold value and less than the second threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 1. Further, when the current accelerator opening degree is equal to or more than the second threshold value and less than the third threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 2. When the current accelerator opening degree is equal to or more than the third threshold value and less than the fourth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 3. When the current accelerator opening is equal to or greater than the fourth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 4. When the current accelerator opening degree is equal to or greater than the fifth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 5.

Then, the number of lights of the segments Sg1 to Sg5 determined according to the first number of lights map and the number of lights of the segments Sg1 to Sg5 determined according to the second number of lights map are compared, and the larger number of lights is used. , Level indicators 52FL, 52FR segments Sg1 to Sg5 are lit.

In the first lighting number map for the rear wheels, as shown in FIG. 3, first to fifth threshold values relating to the coupling current value are set. According to this first lighting number map, when the coupling current value is less than the first threshold value (greater than 0), the lighting number of the segments Sg1 to Sg5 is determined to be 0. When the coupling current value is equal to or more than the first threshold value and less than the second threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 1, and when the coupling current value is equal to or more than the second threshold value and less than the third threshold value. The number of lights of the segments Sg1 to Sg5 is determined to be 2, and when the coupling current value is equal to or more than the third threshold value and less than the fourth threshold, the number of lights of the segments Sg1 to Sg5 is determined to be 3. When the ring current value is equal to or more than the fourth threshold value and less than the fifth threshold value, the number of lights of the segments Sg1 to Sg5 is determined to be 4, and when the coupling current value is equal to or more than the fifth threshold value, the segments Sg1 to Sg1 The number of lights of Sg5 is determined to be 5.

Further, as in the case of the level indicators 52FL and 52FR, the number of lights of the segments Sg1 to Sg5 according to the accelerator opening degree is determined according to the second lighting number map.

Then, the number of lights of the segments Sg1 to Sg5 determined according to the first number of lights map and the number of lights of the segments Sg1 to Sg5 determined according to the second number of lights map are compared, and the number of lights of one of them is used. The segments Sg1 to Sg5 of the level indicators 52RL and 52RR are lit.

<Effect>
As described above, the electronically controlled coupling 21 distributes the torque for traveling to the front wheels 16L and 16R and the rear wheels 23L and 23R. In the torque distribution display screen displayed on the display 42, level indicators 52FL, 52FR, 52RL, and 52RR are provided corresponding to the front wheels 16L and 16R which are the main driving wheels and the rear wheels 23L and 23R which are the auxiliary driving wheels, respectively. ing. The torque distribution to the front wheels 16L, 16R and the rear wheels 23L, 23R is displayed by the level represented by the number of lights of the segments Sg1 to Sg5 in each level indicator 52FL, 52FR, 52RL, 52RR. Therefore, the user (driver of the vehicle 1) can visually recognize the torque distribution status to the front wheels 16L and 16R and the rear wheels 23L and 23R.

The torque distribution display on the torque distribution display screen takes into account not only the driving force (torque) of the front wheels 16L and 16R and the rear wheels 23L and 23R, but also the operation of the acceleration request by the user, that is, the operation of the accelerator pedal. It is controlled based on the driving force of the front wheels 16L and 16R and the rear wheels 23L and 23R and the accelerator opening. As a result, the display of the torque distribution to the front wheels 16L, 16R and the rear wheels 23L, 23R can be made to match the operation of the acceleration request by the user, and it is possible to suppress giving the user a sense of discomfort due to the incompatibility. it can.

<Modification example>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments.

For example, a map defining the relationship between the driving force and the accelerator opening and the number of lights of the segments Sg1 to Sg5 is created in advance, and the number of lights of the segments Sg1 to Sg5 according to the driving force and the accelerator opening is determined according to the map. May be done.

Further, in the first lighting number map shown in FIG. 3 and the second lighting number map shown in FIG. 4, the vehicle speed is taken on the horizontal axis, but the vehicle speed is not limited to the vehicle speed, and any value corresponding to the vehicle speed can be used. It may be the number of rotations of the tires or the number of rotations of the output shaft of the transmission 3.

Furthermore, the distribution of torque to the front wheels 16L, 16R and the rear wheels 23L, 23R is displayed by the number of lights of the segments Sg1 to Sg5 in each level indicator 52FL, 52FR, 52RL, 52RR. Not limited to the number of lights, it may be displayed as a numerical value or may be displayed by a meter pointer.

Further, in the above-described embodiment, the configuration in which the main drive wheels to which the power is transmitted when the power is not distributed is the front wheels 16L and 16R has been taken up, but the vehicle control device according to the present invention has the power when the power is not distributed. It can also be used for a vehicle having a configuration in which the main drive wheels to which the vehicle is transmitted are the rear wheels 23L and 23R.

The transmission 3 may be a power split type continuously variable transmission. The power split type continuously variable transmission is provided with, for example, a belt type continuously variable transmission mechanism that changes power steplessly by changing the gear ratio, and splits power into two paths between an input shaft and an output shaft. It is a transmission that can transmit.

In addition, various design changes can be made to the above-mentioned configuration within the scope of the matters described in the claims.

1: Vehicle 16L, 16R: Front wheels (wheels)
21: Electronically controlled coupling 23L, 23R: Rear wheel (wheel)
31: ECU (display control means)
34: Accelerator sensor (operation detection means)
42: Display (display means)
52FL, 52FR, 52RL, 52RR: Level indicator (display means)
Sg1, Sg2, Sg3, Sg4, Sg5: Segment (display means)

Claims (1)

A distribution display device used in vehicles equipped with an electronically controlled coupling that distributes torque for driving to the front and rear wheels.
Operation detection means for detecting the operation of the acceleration request by the user,
A display means provided corresponding to the wheel and displaying the distribution of torque to the wheel,
A distribution display device including a display control means for controlling a display by the display means based on a driving force of the wheel and an operation detected by the operation detection means.