JP3937419B2 - Driving display device in hybrid electric vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a travel display device in a hybrid electric vehicle.
[0002]
[Prior art]
Japanese Patent Application Laid-Open No. 7-315078 discloses a hybrid electric vehicle that displays the current accelerator pedal depression amount, motor output amount, and engine throttle opening.
[0003]
[Problems to be solved by the invention]
However, in a hybrid electric vehicle, the engine generates a driving force for running and charges a battery, so the engine speed and speed may not be proportional. For this reason, the driver feels uncomfortable, and it is difficult to determine the current operating state of the engine without knowing at what distribution the engine speed is used.
[0004]
The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a travel display device in a hybrid electric vehicle that can easily grasp the distribution of engine speed so that the driver does not feel uncomfortable during actual travel. Is to provide.
[0005]
[Means for Solving the Problems]
In order to solve the above problems and achieve the object, a travel display device in a hybrid electric vehicle of the present invention has the following configuration. That is,
A vehicle that travels using both an electric motor that generates driving force by electric power and an engine that generates driving force by an internal combustion engine. I In the travel display device for a brid electric vehicle, the engine speed is displayed as a numerical value, and the distribution of the engine speed is divided into transmission of driving force to wheels, charging of power, and power supply to the motor. The distribution ratio to each is displayed as a message and an image.
[0007]
Preferably, in addition to the engine speed, the engine speed is used for warm-up operation. With messages and images indicate.
[0008]
Preferably, when the engine is stopped, the engine After the rotation speed is displayed as zero, the display is switched to a display indicating the engine stop state.
[0010]
Preferably, when the distribution contents are changed, the distribution contents are changed and displayed after notifying that there is the change.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[Mechanical configuration of hybrid electric vehicle]
FIG. 1 is a block diagram showing a mechanical configuration of the hybrid electric vehicle of the present embodiment.
[0014]
As shown in FIG. 1, the hybrid electric vehicle of the present embodiment is driven by the explosive force of a liquid fuel such as gasoline and a motor 2 driven by electric power supplied from a battery 3 as a power unit for generating a driving force. The vehicle 1 travels in combination with the engine 1, and travel by the motor 2 alone, travel by the engine alone, or travel by both the motor 2 and the engine 1 is realized according to the travel state of the vehicle to be described later.
[0015]
The engine 1 transmits a driving force to the automatic transmission 7 by the engagement of the clutch 6 via the torque converter 5. The automatic transmission 7 converts the driving force input from the engine 1 into a predetermined torque and rotation speed according to the running state (or by the operation of the driver), and passes through the gear train 11 and the differential mechanism 8. This is transmitted to the drive wheels 9 and 10. The engine 1 also drives a generator 4 to charge the battery 3.
[0016]
The motor 2 is driven by the electric power supplied from the battery 3 and transmits driving force to the driving wheels 9 and 10 via the gear train 11.
[0017]
The engine & motor control ECU 100 includes a CPU, a ROM, a RAM, an inverter, and the like, and comprehensively controls the engine 1 and the motor 2. The engine 1 is controlled by the engine & motor control ECU 100 for ignition timing, fuel injection amount, and the like, and the motor 2 is controlled by the engine & motor control ECU 100 for charging the battery 3 and output voltage.
[0018]
Here, the engine 1 is mounted, for example, of a type that delays the closing timing of a high fuel efficiency type valve, the motor 2 is an IPM synchronous motor, for example, and the battery 3 is mounted with, for example, a nickel metal hydride battery.
[0019]
Next, with reference to FIGS. 2-7, the transmission form of the driving force according to the driving | running | working state of the hybrid electric vehicle of this embodiment is demonstrated.
[Starting and running at low speed]
As shown in FIG. 2, when starting and running at a low speed, the engine & motor control ECU 100 drives only the motor 2 and transmits the driving force of the motor 2 to the drive wheels 9 and 10 via the gear train 11. The motor 2 also travels at low speeds after starting.
[When accelerating]
As shown in FIG. 3, at the time of acceleration, the engine & motor control ECU 100 drives both the engine 1 and the motor 2 and transmits the driving force of the engine 1 and the motor 2 to the drive wheels 9 and 10 together.
[During steady driving]
As shown in FIG. 4, during steady running, the engine & motor control ECU 100 drives only the engine 1 and transmits the driving force from the engine 1 to the drive wheels 9 and 10 via the gear train 11. The steady running is a running in the region where the engine speed is about 2000 to 3000 rpm and the highest fuel consumption is achieved.
[Deceleration]
As shown in FIG. 5, at the time of deceleration, the clutch 6 is released, and the driving force of the drive wheels 9 and 10 is regenerated to the motor 2 via the gear train 11, and the battery 2 is charged by using the motor 2 as a drive source. Is done.
[During steady driving and charging]
As shown in FIG. 6, during steady running and charging, the clutch 6 is engaged, driving force is transmitted from the engine 1 to the drive wheels 9 and 10 via the gear train 11, and the engine 1 Drive to charge the battery 3.
[When charging]
As shown in FIG. 7, at the time of charging, the clutch 6 is released so that the driving force is not transmitted from the engine 1 to the automatic transmission 7, and the engine 1 drives the generator 4 to charge the battery 3.
[Electric configuration of hybrid electric vehicle]
FIG. 8 is a block diagram showing an electrical configuration of the hybrid electric vehicle of the present embodiment.
[0020]
As shown in FIG. 8, in the hybrid electric vehicle of this embodiment, the engine 1 and the motor 2 are controlled by the engine & motor control ECU 100. The engine & motor control ECU 100 includes a signal from the vehicle speed sensor 101 that detects the vehicle speed, a signal from the engine speed sensor 102 that detects the rotational speed of the engine 1, a signal from the voltage sensor 103 supplied to the engine 1, an engine A signal from the throttle opening sensor 104 that detects the opening of one throttle valve, a signal from the gasoline remaining amount sensor 105, a signal from the remaining amount of electricity storage sensor 106 that detects the remaining amount of electricity stored in the battery 3, and a shift by a select lever A signal from the shift range sensor 107 for detecting the range, a signal from the pedal depression amount sensor 108 for detecting the depression amount of the accelerator pedal by the driver, and other sensors 109 are used to detect the hydraulic oil temperature of the automatic transmission 4. Inputs signals from the oil temperature sensor, etc. to the engine 1 for ignition timing and fuel injection Performs the amount of control and the like, and performs the control of electric power supplied to the motor 2.
[0021]
Further, the engine & motor control ECU 100 outputs signals from the sensors 101 to 109 and control signals to the engine 1 and the motor 2 to the display control ECU 200.
[0022]
The display control ECU 200 executes display control on the display 201, audio output control from the speaker 202, display switching control by the display changeover switch 203, read / write control to the memory 204, arithmetic processing by the navigation device 205, and the like.
[Display format]
FIGS. 9-11 is a figure which shows the display form of the display in the hybrid electric vehicle of this embodiment.
[0023]
As shown in FIG. 9, the display 201 is a liquid crystal display for displaying an instrument panel, a navigation screen, or the like facing the driver's seat. The display 201 is controlled by the display control ECU 200 to display a fuel & storage remaining amount display unit 210, a vehicle speed display unit 220, a left turn signal display unit 221, a right turn signal display unit 222, operation keys 223, a select position display unit 230, and An engine speed display unit 240 is displayed.
[0024]
In FIG. 10, by operating the display changeover switch 203 from the display mode shown in FIG. 9, the fuel & storage remaining amount display unit 210 is switched to the navigation display unit 250, and the vehicle speed display unit 220 and the fuel & storage remaining amount display unit 210. Is reduced and displayed in parallel in the approximate center of the display 210.
[0025]
FIG. 11 shows an example in which the navigation display unit 250 is switched to the driving force transmission display unit 260 by the operation of the display changeover switch 203 from the display form shown in FIG.
[0026]
The display 201 includes the above-described fuel & storage remaining amount display unit 210, vehicle speed display unit 220, left turn signal display unit 221, right turn signal display unit 222, operation key 223, select position display unit 230, engine speed display unit 240, In addition to the navigation display unit 250 and the driving force transmission display unit 260, a fuel efficiency improvement rate, which will be described later, is also displayed. These can be displayed by the changeover switch 203.
[Fuel & storage remaining amount display control]
Next, display control of the fuel & power remaining amount display unit 210 will be described.
[0027]
12 and 13 are diagrams showing display examples of the fuel & power remaining amount display unit 210. FIG.
[0028]
In the display example shown in FIG. 12, the remaining battery charge 210a and the remaining gasoline 210b are displayed independently. Therefore, the unit of the remaining battery charge 210a is watts, and the unit of the gasoline remaining charge 210b is liters.
[0029]
Further, in the display example shown in FIG. 13, total remaining amount data obtained by adding the remaining amount of storage 210a of the battery and the remaining amount 210b of gasoline is displayed. The total remaining amount data is displayed based on the travelable distance calculated based on the remaining amount of electricity stored in the battery and the remaining amount of gasoline. This total remaining amount data represents the remaining travel distance obtained by adding the travelable distance according to the remaining power storage and the travelable distance according to the gasoline remaining amount.
[0030]
The calculation of the total remaining amount data may be performed by calculating a travelable distance based on the remaining power storage amount and the liquid fuel remaining amount, and adding each travelable distance.
[0031]
The display example shown in FIG. 14 calculates the realization probability according to the total remaining amount data (travelable distance), and displays the relationship between the travelable distance and the realization probability.
[0032]
Here, the total remaining amount data shown in FIG. 13 displays the travelable distance having an actual probability of about 60 to 80% in FIG. 14 according to the travel state and the travel environment.
[0033]
The total remaining amount data and the relationship between the travelable distance and the realization probability may be displayed together on the display or may be switched and displayed.
[0034]
The travelable distance and its realization probability are calculated according to the flowchart shown in FIG.
[0035]
In FIG. 15, in step S <b> 2, the display control ECU 200 takes in signals from the sensors 101 to 109 and control signals to the engine 1 and the motor 2 from the engine & motor control ECU 100. In step S4, the display control ECU 200 calculates a travelable distance based on the remaining amount of charge and the remaining amount of liquid fuel in the battery. In step S6, the display control ECU 200 corrects the realization probability according to the traveling state of the automobile. Here, the traveling state of the automobile refers to a change rate of a throttle opening, a change in vehicle speed, a shift change, and the like caused by a driver's operation. In step S8, the display control ECU 200 corrects the realization probability according to the traveling environment of the automobile. Here, the driving environment of an automobile is an urban area, a highway, a road surface state, or the like. In step S10, as shown in FIG. 14, the display control ECU 200 calculates the realization probability according to the travelable distance, and displays the relationship between the travelable distance and the realization probability on the display 201.
[0036]
Here, the correction of the realization probability in accordance with the traveling state in step S6 is, for example, a correction of the realization probability in a decreasing direction for a driver who operates by depressing the accelerator. In addition, the correction of the realization probability according to the travel environment in step S8 can be realized from the map information of the navigation system, so that the realization probability is reduced when it is likely to travel on a Kushiro road in the future. To correct.
[0037]
Further, when displaying the total remaining amount data as in the display example of FIG. 13, the remaining power amount 210a and the remaining amount 210b of liquid fuel are displayed so as to be distinguishable by display color, blinking display, gradation display, or the like. You may do it.
[0038]
Further, when the relationship between the travelable distance and the realization probability is displayed as in the display example of FIG. 14, as shown in FIG. 17, the remaining gasoline amount 210a and the remaining power storage amount 210b are displayed so as to be distinguishable. You may do it.
[0039]
Further, when displaying the total remaining amount data as in the display example of FIG. 13, the rate of change of the remaining amount of electricity stored is displayed larger than the remaining amount of gasoline, or the rate of change when the remaining amount of stored electricity is decreased. It can also be displayed larger than when increasing. Since the calculation of the remaining amount of electricity is performed by integration every predetermined time, as shown in FIG. 18, the integration time constant a is set when the remaining amount of storage is increased, the integration time constant b is set when it is decreased, and the integration is calculated when the remaining amount of gasoline is calculated. What is necessary is just to set with the time constant c. Here, a>b> c.
[0040]
As described above, by changing and displaying the rate of change when the remaining amount of electricity is increasing or decreasing, the rate of change is reduced when the remaining amount of electricity is increased, and is increased when it is decreased. It does not give the driver a sense of security, and can be urged to refuel early, particularly when the amount of gasoline remaining is low.
[0041]
Further, when displaying the total remaining amount data as in the display example of FIG. 16, if the gasoline remaining amount is equal to or greater than a predetermined amount, only the gasoline remaining amount is displayed, and if the gasoline remaining amount is equal to or less than the predetermined amount, The display may be switched to remaining amount data including the remaining amount of electricity stored, or the display may be switched to remaining amount data based only on the remaining amount of electricity stored when the gasoline remaining amount becomes zero.
[0042]
In this case, the color, gradation, etc. are changed depending on whether the remaining amount data is based on only the remaining amount of gasoline, the remaining amount data based on only the remaining amount of stored electricity, or the remaining amount data obtained by adding the remaining amount of gasoline and the remaining stored amount of electricity. It is necessary to display in an identifiable manner.
[Display control of fuel efficiency improvement rate]
Next, display control of the fuel efficiency improvement rate will be described.
[0043]
FIG. 19 is a diagram illustrating a display example of the fuel efficiency improvement rate.
[0044]
In the display example shown in FIG. 19, the reference fuel consumption corresponding to the running state is calculated, and the actual fuel consumption compared with this reference fuel consumption is displayed. Here, the reference fuel consumption can be set to a calculated value in a traveling state where the fuel consumption is substantially maximum, an average fuel consumption during traveling of the host vehicle, or a fuel consumption of a gasoline vehicle having a similar displacement.
[0045]
The actual fuel consumption takes a positive value or a negative value with respect to the reference fuel consumption, and the reference fuel consumption is set to a smaller value as the power regeneration rate by the brake is smaller.
[0046]
This brake regeneration rate is corrected, for example, in the direction of increasing as the traveling road is descending, or in the direction of increasing as the difference from the vehicle speed increases during auto-cruise traveling, or in the increasing direction as the vehicle speed increases. It is corrected, corrected in a direction that decreases as the steering angle of the vehicle increases, or corrected in the upward direction when the brake is operated.
[0047]
The display example shown in FIG. 20 displays the average value of actual fuel consumption calculated every predetermined time (for example, every 5 minutes) compared with the reference fuel consumption. In addition to the average value of the actual fuel consumption, the instantaneous actual fuel consumption at the present time is displayed in comparison with the reference fuel consumption. The fuel consumption is displayed.
[0048]
The fuel efficiency improvement rate is calculated according to the flowchart shown in FIG. 21A.
[0049]
In FIG. 21A, in step S12, the display control ECU 200 captures signals from the sensors 101 to 109 and control signals to the engine 1 and the motor 2 from the engine & motor control ECU 100. In step S14, the display control ECU 200 calculates the amount of power recovered by the brake. In step S16, the display control ECU 200 corrects the reference fuel efficiency based on the map showing the relationship between the power recovery amount and the correction amount in FIG. 21B. In step S18, a fuel efficiency improvement rate is calculated. In step S10, the display control ECU 200 displays the fuel efficiency improvement rate for each predetermined time on the display 201.
[0050]
In step S16, the reference fuel consumption is corrected to be lower as the power recovery amount is smaller, because the actual fuel efficiency is displayed particularly when the power recovery amount is large, and the gap with the actual fuel consumption is felt. It will be given to the driver. For this reason, when the power recovery amount is large, the reference fuel efficiency is corrected in a direction to increase so that the difference from the actual fuel efficiency does not increase.
[0051]
As described above, by displaying the fuel efficiency improvement rate compared to the standard fuel efficiency, changes in fuel efficiency based on driving conditions and driving operations can be easily understood, and the driver does not feel uncomfortable when checking fuel efficiency. .
[Driving force transmission display control]
Next, display control of the driving force transmission display unit 260 will be described.
[0052]
22 to 25 are diagrams illustrating display examples of the driving force transmission display unit 260.
[0053]
In the display example shown in FIG. 22, the current output amount with respect to the maximum output amount of the motor or engine is displayed in an identifiable manner, and the current output amount is displayed for each drive wheel. That is, the magnitude of the total driving force transmitted from the engine and motor to the driving wheel is displayed by the whole arrow 261 displayed on the driving wheel, and the current driving is determined by the size of the internal display portions 261a and 261b with respect to this whole. The power can be grasped. The display part with respect to the whole can be identified by color display or blinking display by changing the display area.
[0054]
Further, in the display example shown in FIG. 23, the transmission paths 262 and 263 of each driving force from the engine or motor to the driving wheels are displayed so as to be identifiable. Also in this case, as in the display example shown in FIG. 24, the area of the transmission path can be changed according to the transmission amount of the driving force, or the distribution ratio of each driving force can be displayed simultaneously.
[0055]
In addition, as shown in the display example of FIG. 25, when the driving force cannot be added from the motor because the remaining amount of electricity is small, the driving force from the motor is displayed as a display in which the transmission path from the motor to the driving wheel is cut off. It can also be changed to a display form indicating that transmission is impossible.
[0056]
As described above, since the actual running state and the engine output are not proportional, the transmission state of the driving force from the engine and the motor can be easily recognized without giving the driver a sense of incongruity.
[Engine speed display control]
Next, display control of the engine speed display unit 240 will be described.
[0057]
26 to 28 are diagrams showing display examples of the engine speed display unit 240. FIG.
[0058]
In the display example shown in FIG. 26, the engine speed is displayed as a numerical value, and a message and an image indicate that the displayed speed is being used for warm-up operation.
[0059]
In the display example shown in FIG. 27, the engine speed is displayed as a numerical value, and the displayed speed is used for running and battery charging, and the respective distribution ratios are displayed as messages and images. .
[0060]
Furthermore, at the bottom of the distribution ratio display, the throttle opening (user opening) by the driver's accelerator pedal operation according to the engine speed, the throttle opening (control opening) by the control of the engine & motor control ECU, The ratio of each throttle opening is displayed as a message and an image.
[0061]
Here, when a change in the engine speed distribution ratio or the distribution content occurs due to the transition from the warm-up operation to the running state in FIG. 26, a “mode change” message is displayed and changed as shown in FIG. The driver is notified by a message and an image, and the distribution ratio and content are changed and displayed as shown in FIG.
[0062]
Here, when the distribution content is changed, the display change in the direction in which the fuel efficiency of the engine increases (in the direction in which the engine speed decreases) is slow, and the direction in which the fuel efficiency decreases (in the direction in which the engine speed increases). The change of the display is made early, and the driver is cautioned about the fuel efficiency of the engine.
[0063]
Also, as shown in FIG. 28, when the engine is stopped, the engine speed is displayed as zero, and then an “engine stop” message is displayed and the image is switched.
[Display control from power-on to running]
Next, display control of the driving force transmission display unit 260 from when the power is turned on by the ignition switch until traveling is described.
[0064]
29 to 35 are diagrams illustrating display examples from power-on to running. FIG. 36 is a flowchart showing a display control procedure from power-on to running.
[0065]
Display control from power-on to running is calculated according to the flowchart shown in FIG.
[0066]
As shown in FIG. 36, in step S22, the display control ECU 200 waits for power-on by the ignition switch. If the power is turned on in step S22, the process proceeds to step S24, where an initial check is executed for the engine & motor control ECU 100 and, as shown in FIG. 29, “CHECK” and “ The message “Initial check in progress” is displayed by voice and image, and the driving force transmission path from the motor to the driving wheel is left blank.
[0067]
If the system is normal in step S26, the process proceeds to step S30, and if the system is abnormal, the process proceeds to step S28. As shown in FIG. 30, the messages “travel impossible” and “system error” are displayed by voice and image. An image indicating that the driving force transmission path from the motor to the driving wheel is not available and the driving force cannot be transmitted is displayed.
.
[0068]
In step S30, it is determined whether or not the travel range (1, 2, D, R range) has been selected by the driver's selector lever operation. If the travel range is selected in step S30, the process proceeds to step S34. If the travel range is not selected, the process proceeds to step S32, and as shown in FIG. 31, "OK" and "system normal" messages are voiced and imaged. The driving force transmission path from the motor to the driving wheel is colored or blinked, and an image indicating that the driving force can be transmitted is displayed.
[0069]
In step S34, it is determined whether or not the battery is in a charging mode. If the charging mode is not set in step S34, as shown in FIG. 32, "RUN" and "travel standby" messages are displayed by voice and images, indicating that the driving force is being transmitted from the motor to the driving wheels. An image is displayed.
[0070]
If the charging mode is set in step S34, as shown in FIG. 33, "RUN" and "travel standby &charging" messages are displayed by voice and images, and the driving force is being transmitted from the engine to the driving wheels. And an image representing that the battery is being charged from the engine. In this charging mode, the engine charges the battery while running, so high speed running is not possible and fuel consumption is reduced. For this reason, a character image such as a turtle for prompting the driver that the driver cannot drive at high speed is displayed.
[0071]
In addition, as shown in FIG. 30, when the system is abnormal in step S26, when the remaining power storage is below a predetermined value, or when the engine is cold, it is impossible to transmit the driving force from the motor to the driving wheels. As shown in FIG. 34, in order to start with the engine instead of starting with the motor, an “engine start” message is displayed by voice and image, and an image indicating that the ignition switch is turned on is displayed for the engine. Is done.
[0072]
In the running standby, as in the display example shown in FIG. 35, the distribution ratio of the driving force between the engine and the motor during running may be displayed by an indicator or the like.
[0073]
As described above, it is possible to easily grasp whether or not the vehicle can run after the switch is turned on, and it is possible to eliminate the uncomfortable feeling given to the driver.
[0074]
Note that the present invention can be applied to modifications or variations of the above-described embodiment without departing from the spirit of the present invention.
[0075]
For example, when displaying a message in each of the above display examples, the message may be simultaneously notified by voice.
[0076]
【The invention's effect】
As described above, according to the first aspect of the present invention, the engine speed is reduced. Numerically In addition, the engine speed and speed are not proportional to each other. Depends on It eliminates the uncomfortable feeling given to the driver and makes it easy to grasp the distribution of engine speed.
[0077]
Also, the distribution of engine speed is divided into transmission of driving force to wheels, charging of electric power, and supply of electric power to the motor, and the distribution ratio to each is determined. With messages and images By displaying, it is possible to easily grasp the current operating state of the engine.
[0078]
According to the invention described in claim 2, in addition to the engine speed, the engine speed is used for warm-up operation. With messages and images By displaying, it is possible to easily grasp the operating state of the engine when it is cold.
[0079]
Claims 3 According to the invention described in the above, when the engine is stopped, the engine stop state can be easily grasped by switching to a display indicating the engine stop state after the rotation speed is displayed as zero.
[0081]
Claims 4 According to the invention described in the above, when the distribution content is changed, it is possible to easily recognize the time when the distribution content changes by notifying that there is a change and then changing and displaying the distribution content.
[0084]
[Brief description of the drawings]
FIG. 1 is a block diagram showing a mechanical configuration of a hybrid electric vehicle according to an embodiment.
FIG. 2 is a diagram illustrating a transmission form of driving force when the hybrid electric vehicle according to the present embodiment starts and runs at a low speed.
FIG. 3 is a diagram illustrating a transmission form of driving force during acceleration of the hybrid electric vehicle of the present embodiment.
FIG. 4 is a diagram illustrating a transmission form of driving force during steady running of the hybrid electric vehicle of the present embodiment.
FIG. 5 is a diagram illustrating a transmission form of driving force during deceleration of the hybrid electric vehicle of the present embodiment.
FIG. 6 is a diagram illustrating a transmission form of driving force during steady running and charging of the hybrid electric vehicle of the present embodiment.
FIG. 7 is a diagram illustrating a transmission form of driving force during charging of the hybrid electric vehicle of the present embodiment.
FIG. 8 is a block diagram showing an electrical configuration of the hybrid electric vehicle of the present embodiment.
FIG. 9 is a diagram showing a display form of a display in the hybrid electric vehicle of the present embodiment.
FIG. 10 is a diagram showing a display form of the display in the hybrid electric vehicle of the present embodiment.
FIG. 11 is a diagram showing a display form of a display in the hybrid electric vehicle of the present embodiment.
12 is a diagram showing a display example of a fuel & storage remaining amount display unit 210. FIG.
FIG. 13 is a diagram showing a display example of a fuel & power remaining amount display unit 210;
14 is a diagram showing a display example of a fuel & storage remaining amount display unit 210. FIG.
FIG. 15 is a flowchart showing a calculation processing procedure of a travelable distance and its realization probability.
FIG. 16 is a diagram showing a display example of a fuel & electricity storage remaining amount display unit 210;
FIG. 17 is a diagram showing a display example of a fuel & electricity storage remaining amount display unit 210;
FIG. 18 is a map diagram showing an integration time constant when calculating a travelable distance.
FIG. 19 is a diagram showing a display example of a fuel efficiency improvement rate.
FIG. 20 is a diagram showing a display example of a fuel efficiency improvement rate.
FIG. 21A is a flowchart showing a calculation processing procedure of a fuel efficiency improvement rate.
FIG. 21B is a map diagram showing the relationship between the power recovery amount and the correction value of the fuel efficiency improvement rate.
22 is a diagram showing a display example of a driving force transmission display unit 260. FIG.
23 is a diagram showing a display example of a driving force transmission display unit 260. FIG.
24 is a diagram showing a display example of a driving force transmission display unit 260. FIG.
25 is a diagram showing a display example of a driving force transmission display unit 260. FIG.
FIG. 26 is a diagram showing a display example of an engine speed display unit 240.
27 is a diagram showing a display example of an engine speed display unit 240. FIG.
FIG. 28 is a diagram showing a display example of an engine speed display unit 240.
FIG. 29 is a diagram showing a display example from power-on to running.
FIG. 30 is a diagram showing a display example from power-on to running.
FIG. 31 is a diagram showing a display example from power-on to running.
FIG. 32 is a diagram showing a display example from power-on to running.
FIG. 33 is a diagram showing a display example from power-on to running.
FIG. 34 is a diagram showing a display example from power-on to running.
FIG. 35 is a diagram showing a display example from power-on to running.
FIG. 36 is a flowchart showing a display control procedure from power-on to running.
[Explanation of symbols]
1 engine
2 Motor
3 battery
4 Generator

Claims (4)

The traveling display device in high- Brides electric vehicle travels by a combination of an engine that generates driving force by the electric motor and an internal combustion engine generating a driving force by electric power,
The engine speed is displayed numerically , and the distribution of the engine speed is divided into transmission of driving force to wheels, charging of power, and power supply to the motor, and the distribution ratio to each is messaged. And a traveling display device in a hybrid electric vehicle, characterized by being displayed as an image.   The travel display device for a hybrid electric vehicle according to claim 1, wherein, in addition to the engine speed, a message and an image display that the engine speed is being used for warm-up operation.   3. The travel display device for a hybrid electric vehicle according to claim 1, wherein when the engine is stopped, the engine speed is displayed as zero and then the display is switched to a display indicating the engine stop state.   The travel display device for a hybrid electric vehicle according to any one of claims 1 to 3, wherein when the distribution content is changed, the distribution content is changed and displayed after notifying that the change is present. .

Images