JP5834965B2 - Hybrid vehicle operation status display device - Google Patents

Description

  The present invention relates to a driving status display device for a hybrid vehicle including an internal combustion engine and an electric motor as drive sources.

  A hybrid vehicle is equipped with an internal combustion engine and an electric motor as a driving source that generates a driving force for driving the vehicle. The hybrid vehicle is equipped with a power storage device (for example, a battery) that supplies electric power to the electric motor. Part of the energy generated by the internal combustion engine is also used for charging the power storage device.

  Furthermore, in recent years, hybrid vehicles (so-called “plug-in hybrid vehicles”) that can charge the power storage device with electric power supplied from outside the vehicle have been developed. Hereinafter, charging of the power storage device with electric power supplied from the outside of the vehicle is also referred to as “external charging”.

  One such hybrid vehicle can travel in either the first travel mode or the second travel mode.

  The first travel mode is a mode that is executed, for example, when the remaining capacity of the power storage device is larger than the mode switching threshold after external charging. In the first travel mode, the operation of the internal combustion engine is avoided as much as possible, and only the output of the electric motor is used for travel of the hybrid vehicle. In other words, since the first travel mode is a mode in which the energy of the power storage device is actively used, it is also referred to as a “CD (Charge Depleting) mode”. Furthermore, since the first travel mode travels using only the electric motor, it is also referred to as “EV mode (electric vehicle mode)”. However, in the first mode, the internal combustion engine is operated when a specific condition (EV mode engine operating condition) is satisfied, for example, when a large driving force is required, such as during sudden acceleration or climbing.

  The second travel mode is a mode that is executed, for example, when the remaining capacity of the power storage device becomes smaller than the mode switching threshold during travel in the first travel mode. In the second traveling mode, the electric motor is driven and the internal combustion engine is operated, and both outputs are used for traveling the hybrid vehicle. Further, in the second traveling mode, the internal combustion engine is operated so that the remaining capacity of the power storage device approaches the target remaining capacity, and the power storage device is charged by the energy generated by the internal combustion engine. In other words, since the second traveling mode is a mode for maintaining the energy (that is, the remaining capacity) of the power storage device, it is also referred to as a “CS (Charge Sustaining) mode”. Furthermore, since the second traveling mode travels using both the electric motor and the internal combustion engine, it is also referred to as “HV mode (hybrid vehicle mode)”. However, even in the second mode, the operation of the internal combustion engine may be stopped when the operation of the internal combustion engine cannot be performed at an efficiency higher than a predetermined efficiency. The remaining capacity of the power storage device is also referred to as “SOC (State of Charge)”.

  By the way, in the EV mode engine operating conditions described above, the vehicle operating point determined by the torque required by the user (driver) for traveling of the vehicle (user required torque) and the vehicle speed is shown by the solid line PW in FIG. It is established when the vehicle operating point becomes larger than the power threshold (when the vehicle operating point enters a region opposite to the origin with respect to the power threshold, that is, when the power requirement is satisfied). The power threshold is determined corresponding to the instantaneous output possible power Wout of the power storage device. In other words, the power threshold is a value representing the relationship between the torque and the vehicle speed obtained when all of the electric power that can be supplied by the power storage device is supplied to the electric motor. When the power requirement is satisfied, the internal combustion engine is operated, and the output that is insufficient for traveling of the vehicle is compensated by the output of the internal combustion engine. The power threshold value can also be expressed by the relationship between the vehicle speed and the output (power), and for convenience, is referred to as “power requirement output threshold value” (see line PW in FIG. 7).

  Furthermore, the EV mode engine operating condition is such that when the vehicle operating point determined by the torque required for the vehicle and the vehicle speed becomes larger than the torque threshold indicated by the broken line TQ in FIG. And when the torque requirement is satisfied). The torque threshold is determined corresponding to the upper limit value of the torque output by the electric motor. The torque threshold value is constant torque TQ1 when the vehicle speed SPD is equal to or less than “threshold vehicle speed SPDth that is the vehicle speed at which the torque threshold value and the power threshold intersect” (actually, a predetermined vehicle speed SPD1 that is greater than the threshold vehicle speed SPDth). It becomes. When the torque requirement is satisfied, the internal combustion engine is operated, and the torque that is insufficient for traveling of the vehicle is compensated by the output torque of the internal combustion engine. The torque threshold value can also be expressed by the relationship between the vehicle speed and the output (power), and for convenience, is referred to as “torque requirement output threshold value” (see line TQ in FIG. 7).

  As can be understood from the above, the EV mode engine operating condition is determined by the engine start threshold indicated by the thick solid line Pegth in FIG.

  When such a hybrid vehicle is being operated in the first travel mode, the user is informed of “how much room is there before the operation of the internal combustion engine is started”. Showing increases the convenience of the user. Therefore, one of the conventional devices displays the current operation status using the operation status indicator (power indicator) 73 shown in FIG. The driving status indicator 73 has a central display part 73a, a right display part 73b, and a left display part 73c.

  According to this conventional apparatus, for example, when the vehicle operating point is the point P1 in FIG. 2, the ratio R (%) of “the torque X1 of the point P1” to “the engine starting threshold value Y1 with respect to the vehicle speed at the point P1” (= X1 A display bar 73d having a length A proportional to / Y1) is shown in the central display portion 73a of FIG. Further, for example, when the vehicle operating point is the point P2 in FIG. 2, it is proportional to the ratio R (%) (= X2 / Y2) of the “torque X2 at the point P2” to the “engine starting threshold value Y2 with respect to the vehicle speed at the point P2” A display bar 73d having a length A is displayed on the central display portion 73a. The overall length of the central display portion 73a is the length when the ratio R is 100%. In other words, the internal combustion engine is started when the length of the central display portion 73a matches the length A of the display bar 73d. As a result, the user can know how much the current driving situation is to the start of the internal combustion engine.

JP 2011-57115 A

  However, according to the conventional device, as shown in FIG. 4, even when the hybrid vehicle is traveling in the first traveling mode, the user maintains the accelerator operation amount substantially constant. It has been found that the length of the display bar gradually decreases as the vehicle speed increases (that is, with time). In this case, the user feels the illusion that the hybrid vehicle travels with less output even though the accelerator operation amount is maintained substantially constant and the vehicle speed increases. That is, there is a problem that the link between the accelerator operation amount and the length of the display bar is lost, and the user feels uncomfortable.

  The cause of this problem will be described with reference to FIGS. In the hybrid vehicle, the user request torque is generally determined as shown in FIG. 5 based on the accelerator operation amount AP and the vehicle speed SPD. As is apparent from FIG. 5, when the accelerator operation amount AP is maintained at a constant value, the user request torque is determined so as to decrease as the vehicle speed increases. When the hybrid vehicle is operated in the first traveling mode, the hybrid vehicle drives the electric motor so as to satisfy the user request torque.

  As a result, as shown by the curve C1 in FIG. 6, when the accelerator operation amount is substantially constant, the length A of the display bar when the vehicle speed is the first vehicle speed v1 (time t1) is proportional to X1 / Y1. When the vehicle speed is the second vehicle speed v2 (time t2), the length A of the display bar is proportional to X2 / Y1, and when the vehicle speed is the third vehicle speed v3 (time t3). The length A of the display bar is a length proportional to X3 / Y1. The value X1 is larger than the value X2, and the value X2 is larger than the value X3. As a result, as shown in FIG. 4, when the accelerator operation amount is substantially constant and the vehicle speed increases with the passage of time, the length A of the display bar is shortened.

  FIG. 7 is a graph showing the engine start threshold value Pegth in a graph in which the vertical axis indicates output and the horizontal axis indicates vehicle speed. As is clear from FIG. 7, when the vehicle speed is equal to or less than the threshold vehicle speed SPDth, the “torque requirement output threshold TQ that is a torque requirement” is smaller than the “power requirement output threshold PW (= PWth) that is a power requirement”. The engine start threshold value Pegth matches the torque requirement output threshold value TQ. The torque requirement output threshold TQ increases rapidly as the vehicle speed increases.

  On the other hand, in the graph of FIG. 7, when the accelerator operation amount is maintained at a substantially constant value (for example, 15%), the vehicle request output (that is, the product of the user request torque and the vehicle speed) is indicated by a solid line C1. In this case, it becomes a substantially constant value, or in some cases, it becomes a value that gently increases (with a smaller slope than the torque requirement output threshold) as the vehicle speed increases, as indicated by the alternate long and short dash line C1 ′. Therefore, the ratio R (= X / Y) proportional to the length A of the display bar decreases as the vehicle speed approaches the threshold vehicle speed SPDth when the vehicle speed is equal to or less than the threshold vehicle speed SPDth. As a result, as shown in FIG. 4, when the accelerator operation amount is substantially constant and the vehicle speed increases with the passage of time, the length A of the display bar is shortened.

  The present invention has been made in view of the above-described problems. That is, one of the objects of the present invention is that when the hybrid vehicle is traveling in the first traveling mode (EV mode), “the current driving state relative to the driving state where the internal combustion engine is started (the current driving state is Hybrid vehicle capable of display with less discomfort to the user by linking the display content of the "operation status display device indicating how much is available for starting the internal combustion engine)" with the accelerator operation amount as much as possible It is in providing the operating condition display apparatus of this.

  The “driving vehicle driving status display device (hereinafter also referred to as“ the device of the present invention ”)” according to the present invention is an electric motor as a driving source of a vehicle and an electric storage capable of supplying electric power for driving the electric motor to the electric motor. The present invention is applied to a hybrid vehicle having an apparatus, an internal combustion engine as a drive source of the vehicle, and a drive control unit.

The drive control unit
When the “vehicle request output (user request output, vehicle request power) that changes according to the accelerator operation amount changed by the user and the vehicle speed” is smaller than the engine start threshold, the internal combustion engine is not operated. Controlling the electric motor based on the accelerator operation amount, causing the vehicle to travel while making the output for traveling the vehicle coincide with the vehicle required output, and
When the vehicle required output is equal to or greater than the engine start threshold, the internal combustion engine is operated, and an output for running the vehicle is controlled by controlling the electric motor and the internal combustion engine based on the accelerator operation amount. The vehicle is caused to travel while being matched with the vehicle request output.

Here, the engine start threshold is
A torque requirement output threshold value (see line TQ in FIG. 7) equal to the output determined by the upper limit value of the output torque of the motor and the vehicle speed;
A power requirement output threshold (see line PW in FIG. 7) equal to the output determined by the output torque of the motor and the vehicle speed obtained when the maximum power that can be supplied by the power storage device is supplied to the motor. ,
Is set to be the smaller value (see the thick line Pegth in FIG. 7).

Furthermore, the device of the present invention
An operation status indicator;
A display control unit for changing display information to be displayed on the driving status indicator based on a value corresponding to a ratio of the vehicle required output to the engine start threshold;
Is provided.

Furthermore, the display control unit
When the vehicle speed is equal to or lower than a predetermined threshold vehicle speed, it is based on a value corresponding to “a corrected ratio equal to a product of a correction coefficient and the ratio (for example, a value obtained by multiplying the ratio by the correction coefficient)”. And the display information to be displayed on the operation status indicator is changed.
The correction factor is
(1) A correction coefficient greater than 0 and less than or equal to 1, and
(2) As the vehicle required output approaches the engine start threshold value, it approaches 1; and (3) the vehicle speed approaches 1 as the vehicle speed approaches the threshold vehicle speed.
It is a coefficient.

The correction coefficient is “α”, the ratio of the vehicle required output to the engine start threshold is “R”, the corrected ratio is “RA”, the engine start threshold is “Y”, and the vehicle required output is “X”. Then, the following equation (1) is established.

RA = α · R = α · (X / Y) = (α · X) / Y (1)

  That is, the corrected ratio RA is obtained by dividing “the corrected vehicle request output (α · X) obtained by correcting the vehicle request output X by multiplying the vehicle request output X by the correction coefficient α” by the “engine start threshold Y”. Is equal to Therefore, the “product (α · R) of the correction coefficient α and the ratio R, that is, the corrected ratio RA” may be obtained by multiplying the ratio R by the correction coefficient α, and is corrected to the vehicle required output X. The corrected vehicle request output (α · X) may be calculated by multiplying by the coefficient α, and the corrected vehicle request output (α · X) may be divided by the engine start threshold Y.

  According to the device of the present invention, when the vehicle speed is equal to or lower than the threshold vehicle speed (SPDth), the correction coefficient α is a value smaller than “1”, and decreases as the vehicle speed decreases, and as the vehicle speed approaches the threshold vehicle speed. It approaches “1”. Therefore, according to the apparatus of the present invention, the values X1 to X3 in FIG. 6 are corrected so as to approach the predetermined constant value X4, respectively, and the corrected value X4 is divided by the engine start threshold value Y after correction. The ratio of RA is being calculated.

  From another point of view, the device according to the present invention corrects the line C1 (or line C1 ') in FIG. 7 as the line C2 when the vehicle speed is equal to or lower than the threshold vehicle speed. As is apparent from FIG. 7, the inclination of the broken line C2 with respect to the vehicle speed is relative to the vehicle speed of the torque requirement output threshold value TQ (the engine start threshold value Pegth when the vehicle speed is equal to or less than the threshold vehicle speed) as compared to the inclination of the line C1 with respect to the vehicle speed. Near inclination. Therefore, the corrected ratio RA when the accelerator operation amount is a substantially constant value approaches a constant value.

  As a result, when the vehicle speed is equal to or lower than the threshold vehicle speed (SPDth) and the accelerator operation amount is a substantially constant value, the display information displayed on the driving status display hardly changes. That is, when the display information is represented by the length A of the display bar, as shown in FIG. 8, the length A of the display bar is maintained at a substantially constant length if the accelerator operation amount AP is substantially constant. Is done. Therefore, although the accelerator operation amount is maintained substantially constant, the length A of the display bar does not rapidly decrease as the vehicle speed increases, so that it is possible to avoid giving the user a sense of discomfort. .

  Other objects, other features and attendant advantages of the present invention will be readily understood from the description of the embodiments of the present invention described with reference to the following drawings.

FIG. 1 is a graph showing an engine start threshold value of a hybrid vehicle to which the “hybrid vehicle driving status display device” according to the embodiment of the present invention is applied. FIG. 2 is a graph showing an engine start threshold value of a hybrid vehicle to which the “hybrid vehicle driving status display device” according to the embodiment of the present invention is applied. FIGS. 3A and 3B are diagrams showing an operation status indicator of a “hybrid vehicle operation status display device” according to an embodiment of the present invention. FIG. 4 is a diagram showing a display state of the operation status indicator of the conventional device when the accelerator operation amount is maintained substantially constant. FIG. 5 is a graph (and look-up table) showing the relationship between the accelerator operation amount and vehicle speed and the user request torque. FIG. 6 is a graph for explaining the operation of the “driving condition display device for hybrid vehicle” according to the embodiment of the present invention. FIG. 7 is a graph for explaining the operation of the “driving condition display device for hybrid vehicle” according to the embodiment of the present invention. FIG. 8 is a diagram showing a display state of the driving status indicator according to the embodiment of the present invention when the accelerator operation amount is maintained substantially constant. FIG. 9 is a schematic diagram of a “hybrid vehicle driving status display device” according to an embodiment of the present invention and a hybrid vehicle to which the device is applied. FIG. 10 is a diagram for explaining the relationship between the remaining capacity of the hybrid vehicle to which the driving status display device according to the embodiment of the present invention is applied and the travel mode. FIG. 11 is a flowchart showing a routine executed by the CPU of the meter ECU shown in FIG. FIG. 12 is a look-up table referred to by the CPU of the meter ECU shown in FIG. FIG. 13 is a flowchart showing a routine executed by the CPU of the meter ECU according to the modification of the embodiment of the present invention shown in FIG. FIG. 14 is a look-up table referred to by the CPU of the meter ECU according to the modification of the embodiment of the present invention shown in FIG.

  Hereinafter, a “driving condition display device for a hybrid vehicle” according to an embodiment of the present invention will be described with reference to the drawings. The “hybrid vehicle driving status display device” according to the embodiment of the present invention is also simply referred to as “this device” hereinafter.

(Constitution)
As shown in FIG. 9, the hybrid vehicle 10 to which the present apparatus is applied can travel in any of the EV mode (first travel mode) and the HV mode (second travel mode) described above. .

  The hybrid vehicle 10 includes a generator motor MG1, a generator motor MG2, an internal combustion engine 20, a power distribution mechanism 30, a power transmission mechanism 50, a first inverter 61, a second inverter 62, a boost converter 63, a battery 64 as a power storage device, a combination meter. 70, a power management ECU 80, a battery ECU 81, a meter ECU 82, a motor ECU 83, an engine ECU 84, and the like. The ECU is an abbreviation for an electric control unit, and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, a backup RAM (or nonvolatile memory), an interface, and the like as main components. The backup RAM can hold data regardless of whether an ignition key switch (not shown) of the hybrid vehicle 10 is on or off.

  The generator motor (motor generator) MG1 is a synchronous generator motor that can function as both a generator and a motor. The generator motor MG1 is also referred to as a first generator motor MG1 for convenience. The first generator motor MG1 includes an output shaft (hereinafter also referred to as “first shaft”) 41.

  The generator motor (motor generator) MG2 is a synchronous generator motor that can function as either a generator or a motor, like the first generator motor MG1. The generator motor MG2 is also referred to as a second generator motor MG2 for convenience. The second generator motor MG2 includes an output shaft (hereinafter also referred to as “second shaft”) 42.

  The internal combustion engine (engine) 20 is a four-cycle / spark ignition / multi-cylinder / internal combustion engine. The engine 20 includes a known engine actuator 21. For example, the engine actuator 21 includes a fuel supply device including a fuel injection valve, an ignition device including an ignition plug, a throttle valve opening changing actuator, a variable intake valve control device (VVT), and the like. The engine 20 changes the intake air amount by changing the opening degree of a throttle valve disposed in an intake passage (not shown) by the throttle valve actuator, and changes the fuel injection amount according to the intake air amount. The torque generated by the engine 20 and the engine speed (accordingly, the engine output) can be changed. The engine 20 generates torque on a crankshaft 25 that is an output shaft of the engine 20.

  The power distribution mechanism 30 includes a known planetary gear device 31. The planetary gear device 31 includes a sun gear 32, a plurality of planetary gears 33, and a ring gear 34.

  The sun gear 32 is connected to the first shaft 41 of the first generator motor MG1. Accordingly, the first generator motor MG1 and the sun gear 32 are coupled so as to be able to transmit torque.

  Each of the plurality of planetary gears 33 meshes with the sun gear 32 and meshes with the ring gear 34. The planetary gear 33 has a rotation shaft (spinning shaft) provided on the planetary carrier 35. The planetary carrier 35 is held so as to be rotatable coaxially with the sun gear 32. Therefore, the planetary gear 33 can revolve while rotating on the outer periphery of the sun gear 32. The planetary carrier 35 is connected to the crankshaft 25 of the engine 20. Therefore, the planetary gear 33 can be rotationally driven by the torque input from the crankshaft 25 to the planetary carrier 35.

  The ring gear 34 is held so as to be rotatable coaxially with the sun gear 32.

  As described above, the planetary gear 33 meshes with the sun gear 32 and the ring gear 34. That is, the planetary gear 33 and the sun gear 32 are connected so as to be able to transmit torque. Further, the planetary gear 33 and the ring gear 34 are connected so as to be able to transmit torque.

  The ring gear 34 is connected to the second shaft 42 of the second generator motor MG2 via the ring gear carrier 36. Accordingly, the second generator motor MG2 and the ring gear 34 are coupled so as to be able to transmit torque.

  Further, the ring gear 34 is connected to an output gear 37 via a ring gear carrier 36. Therefore, the output gear 37 and the ring gear 34 are coupled so as to be able to transmit torque.

  The power transmission mechanism 50 includes a gear train 51, a differential gear 52, and a drive shaft (drive shaft) 53.

  The gear train 51 connects the output gear 37 and the differential gear 52 so that torque can be transmitted. The differential gear 52 is attached to the drive shaft 53. Drive wheels 54 are attached to both ends of the drive shaft 53. Accordingly, the torque from the output gear 37 is transmitted to the drive wheels 54 via the gear train 51, the differential gear 52, and the drive shaft 53. The hybrid vehicle 10 can travel by the torque transmitted to the drive wheels 54.

  As described above, the power distribution mechanism 30 and the power transmission mechanism 50 connect the internal combustion engine 20 and the drive shaft 53 so that torque can be transmitted, and the second generator motor MG2 and the drive shaft 53 can be connected so that torque can be transmitted. ing.

  The first inverter 61 is electrically connected to the first generator motor MG <b> 1 and the boost converter 63. Therefore, when the first generator motor MG1 is generating power, the electric power generated by the first generator motor MG1 is supplied to the battery 64 via the first inverter 61 and the boost converter 63. Conversely, the first generator motor MG1 is driven to rotate by the electric power supplied from the battery 64 via the boost converter 63 and the first inverter 61.

  The second inverter 62 is electrically connected to the second generator motor MG <b> 2 and the boost converter 63. Therefore, when the second generator motor MG2 is generating power, the electric power generated by the second generator motor MG2 is supplied to the battery 64 via the second inverter 62 and the boost converter 63. On the contrary, the second generator motor MG2 is driven to rotate by the electric power supplied from the battery 64 via the boost converter 63 and the second inverter 62.

  Furthermore, the electric power generated by the first generator motor MG1 can be directly supplied to the second generator motor MG2, and the electric power generated by the second generator motor MG2 can be directly supplied to the first generator motor MG1.

  The battery 64 is a power storage device, and is a lithium ion battery in this example. However, the battery 64 may be a power storage device that can be discharged and charged, and may be a nickel metal hydride battery or another secondary battery.

  The combination meter 70 includes a speed display 71, an EV travelable distance display 72, an operation status display (power indicator) 73, an EV mode display lamp 74, and the like.

The speed indicator 71 is a display device that displays the speed (vehicle speed) of the hybrid vehicle 10.
The EV travelable distance indicator 72 is a display device that displays an EV travelable distance (that is, an electric motor travelable distance). The EV travelable distance is that the hybrid vehicle 10 can travel in the above-described EV mode when “the hybrid vehicle 10 is traveled using only the output of the second generator motor MG2 without operating the internal combustion engine 20”. Distance.

  The driving status indicator 73 is an indicator that indicates “how much room is there before the current driving state of the hybrid vehicle 10 starts the operation of the internal combustion engine”. As shown in FIGS. 3A and 3B, the driving status indicator 73 includes a center display portion 73a, a right display portion 73b, and a left display portion 73c.

  As described above, when the hybrid vehicle 10 is being operated in the EV mode, the driving status indicator 73 has the display form shown in FIG. In this case, the boundary between the central display portion 73a and the right display portion 73b corresponds to the engine start threshold value. The operation status indicator 73 displays the status of the user request output for the engine start threshold value by the length (area) A of the display bar 73d. Since the user request output is an output required for the vehicle to travel the vehicle, it is also referred to as “vehicle request output” or “vehicle request power”.

  In the hybrid vehicle 10, an output (that is, vehicle travel power) equal to the user request output (vehicle request output) is generated on the drive wheels, so the user request output is equal to the vehicle travel power. The length A of the display bar 73d is determined according to the ratio R (= Pu / Pegth) of the user request output Pu to the engine start threshold value Pegth (determined to be proportional to the ratio R). However, as will be described later, when the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth, the ratio R is corrected by the correction coefficient α and (accordingly) be proportional to the corrected ratio RA (= α · Pu / Pegth). The length A of the display bar 73d is changed.

  The right display unit 73b displays a user request output when the internal combustion engine 20 is operating. The left display part 73c displays the output collected in the battery 64 by regenerative braking of the second generator motor MG2.

  When the hybrid vehicle 10 is driven in the HV mode, the driving status indicator 73 has a display form shown in FIG. In this case, the line L is displayed in the central part of the central display part 73a. Line L corresponds to the engine start threshold Pegth when traveling in the HV mode. Details of display contents in this case are disclosed in the above-mentioned Patent Document 1.

  The EV mode display lamp 74 is turned on when the hybrid vehicle 10 is operated in the EV mode, and is turned off when the hybrid vehicle 10 is operated in the HV mode.

  The power management ECU 80 (hereinafter referred to as “PMECU 80”) is connected to the battery ECU 81, the meter ECU 82, the motor ECU 83, the engine ECU 84, and the like so as to exchange information.

  The PM ECU 80 is connected to a power switch 91, a shift position sensor 92, an accelerator operation amount sensor 93, a brake switch 94, a vehicle speed sensor 95, an EV switch 96, and the like, and inputs output signals generated by these sensors. Yes.

  The power switch 91 is a system activation switch for the hybrid vehicle 10. When the power switch 91 is operated when a vehicle key (not shown) is inserted into the key slot and the brake pedal is depressed, the PM ECU 80 starts up the system, that is, a ready-on state (Ready-On state). It is comprised so that.

  The shift position sensor 92 generates a signal indicating a shift position selected by a shift lever (not shown) provided near the driver's seat of the hybrid vehicle 10 so as to be operable by the driver. In this example, the shift positions are P (parking position), R (reverse drive position), N (neutral position), and D (travel position).

The accelerator operation amount sensor 93 generates an output signal representing an operation amount (that is, an accelerator operation amount AP) of an accelerator pedal (not shown) provided so as to be operable by the driver.
The brake switch 94 is in a state where the brake pedal is operated (that is, the braking device of the hybrid vehicle 10 is operated) when a brake pedal (not shown) that can be operated by the driver is operated. Is output.

The vehicle speed sensor 95 generates an output signal indicating the vehicle speed SPD of the hybrid vehicle 10.
The EV switch 96 is a manual switch that can be operated by a driver who desires to select and cancel the EV mode.

  The PM ECU 80 is configured to input a “control remaining capacity SOCcont” that represents the remaining capacity SOC (State Of Charge) of the battery 64 estimated and calculated by the battery ECU 81. The control remaining capacity SOCcont is calculated according to a known method based on the integrated value of the current flowing into and out of the battery 64, the voltage of the battery 64, and the like. The remaining capacity for control SOCcont is defined as 100% dischargeable power when the battery 64 is new and fully charged, and 0% dischargeable power when the battery 64 is completely discharged. The ratio of the current dischargeable power of the battery 64 to the dischargeable power when the battery 64 is new and fully charged is an amount expressed in “percentage (%)”. The control remaining capacity SOCcont may be represented by an absolute value of the remaining capacity (unit: “Wh (watt hour)”).

  The PM ECU 80, via the motor ECU 83, signals representing the rotational speed of the first generator motor MG1 (hereinafter referred to as “first MG rotational speed Nm1”) and the rotational speed of the second generator motor MG2 (hereinafter referred to as “second MG”). A signal representing the rotation speed Nm2 ") is input.

  The first MG rotation speed Nm1 is calculated by the motor ECU 83 based on “an output value of the resolver 97 provided in the first generator motor MG1 and outputting an output value corresponding to the rotation angle of the rotor of the first generator motor MG1”. Yes. Similarly, the second MG rotation speed Nm2 is determined by the motor ECU 83 based on “the output value of the resolver 98 provided in the second generator motor MG2 and outputting an output value corresponding to the rotation angle of the rotor of the second generator motor MG2”. It has been calculated.

  The PM ECU 80 receives an output signal representing the engine state detected by the engine state quantity sensor 99 via the engine ECU 84. The output signal representing the engine state includes the engine speed Ne, the throttle valve opening degree TA, the engine coolant temperature THW, and the like.

  The PM ECU 80 is also connected to a charger 102 including an AC / DC converter, and sends an instruction signal to the charger 102. The charger 102 is connected to the inlet 101 via a power line. Further, the output power line of the charger 102 is connected between the boost converter 63 and the battery 64. The inlet 101 can be exposed on the side surface of the vehicle body, and is connected to a “power cable connected to an external power source” connector (not shown). When the power cable connector is connected to the inlet 101, the PM ECU 80 controls the charger 102, whereby the battery 64 is charged (externally charged) by the power supplied from the external power source through the power cable. Yes. That is, the charger 102 converts AC power from an external power source supplied to the inlet 101 into a predetermined DC voltage and supplies it to the battery 64.

  The battery ECU 81 monitors the state of the battery 64 and calculates the remaining control capacity SOCcont as described above. Further, the battery ECU 81 estimates (calculates) the instantaneous output possible power Wout of the battery 64 according to a known method. The instantaneous output possible power Wout is a value that increases as the remaining control capacity SOCcont increases.

  The meter ECU 82 sends an instruction signal to the speed indicator 71, the EV travelable distance indicator 72, the driving condition indicator 73, the EV mode indicator lamp 74, etc., and controls the display contents.

  The motor ECU 83 is connected to the first inverter 61, the second inverter 62, and the boost converter 63, and sends an instruction signal to them based on a command from the PM ECU 80. Thus, the motor ECU 83 controls the first generator motor MG1 using the first inverter 61 and the boost converter 63, and controls the second generator motor MG2 using the second inverter 62 and the boost converter 63. It has become.

  The engine ECU 84 controls the engine 20 by sending an instruction signal to the engine actuator 21 based on a command from the PM ECU 80 and a signal from the engine state quantity sensor 99.

(Hybrid vehicle drive control and travel mode)
Next, two travel modes of the hybrid vehicle 10 will be described. One travel mode is the above-described EV mode (first travel mode, CD mode), and the other travel mode is the above-described HV mode (second travel mode, CS mode). These modes are well known, and the control of “the internal combustion engine 20, the first generator motor MG1 and the second generator motor MG2” corresponding to each mode is realized by the PM ECU 80 constituting a drive control unit (control unit).

  The PM ECU 80 defines the user request torque Tu * requested by the user for running the hybrid vehicle 10 as “the relationship between the accelerator operation amount AP and the vehicle speed SPD and the user request torque Tu * shown in FIG. The lookup table MapTu * (AP, SPD) ”is used. According to this table MapTu * (AP, SPD), the user request torque Tu * is determined so as to increase as the accelerator operation amount AP increases and decrease as the vehicle speed SPD increases.

  Further, the PM ECU 80 calculates the user request output Pu (vehicle request output Pv) by multiplying the user request torque Tu * by the vehicle speed SPD (or a value proportional to the vehicle speed SPD). The PM ECU 80 controls the second generator motor MG2, the first generator motor MG1, and the internal combustion engine 20 so that the vehicle running power matches the user request output Pu.

  The EV mode is a mode in which the electric power supplied from the external power source and stored in the battery 64 is actively used for running the hybrid vehicle 10. The EV mode is performed when the remaining control capacity SOCcont is greater than the mode switching threshold SOCEVtoHV after external charging. In the EV mode, unless the EV mode engine operating conditions already described with reference to FIGS. 2 and 7 are satisfied (that is, the user request output Pu is “the smaller one of the torque requirement output threshold and the power requirement output threshold). As long as the engine start threshold value Pegth is not exceeded, the engine 20 is stopped and the hybrid vehicle 10 travels only by the output torque generated by the second generator motor MG2. In other words, when the user request output becomes equal to or greater than the engine start threshold value Pegth, the internal combustion engine 20 is operated, and the output and / or torque that is insufficient for vehicle travel is compensated by the output and / or output torque of the internal combustion engine 20.

  As described above, the torque corresponding to the torque requirement output threshold becomes a constant value TQ1 when the vehicle speed SPD is equal to or lower than the “first vehicle speed SPD1 larger than the predetermined threshold vehicle speed SPDth”. The threshold vehicle speed SPDth is the vehicle speed at the intersection of the torque requirement output threshold and the power requirement output threshold. Since the power requirement output threshold varies depending on the instantaneous output possible power Wout of the power storage device, the threshold vehicle speed SPDth also varies according to the power requirement output threshold.

  The HV mode is a mode in which the output torque of the second generator motor MG2 generated by using the electric power of the battery 64 and the output torque of the engine 20 generated by operating the engine 20 are used for traveling of the hybrid vehicle 10. is there. In the HV mode, the engine 20 and the first generator motor MG1 are controlled such that the remaining capacity SOC of the battery 64 is maintained at a predetermined target remaining capacity (a value near the target remaining capacity), and the battery 64 is charged. . When the engine 20 cannot be operated efficiently because the user request torque is small during traveling in the HV mode and / or the remaining capacity SOC becomes larger than the target remaining capacity by a predetermined value or more, the battery 64 When it is not necessary to charge the hybrid vehicle 10, the hybrid vehicle 10 may temporarily stop the operation of the engine 20 and travel only by the output torque generated by the second generator motor MG <b> 2.

  Regarding the control of the “second generator motor MG2, the first generator motor MG1 and the internal combustion engine 10” of such a hybrid vehicle 10, for example, Japanese Patent Application Laid-Open No. 2009-126450 (US Published Patent No. US2010 / 0241297), and Japanese Patent Application Laid-Open No. 9-308012 (US Patent No. 6,131,680 filed on March 10, 1997) and the like. These are incorporated herein by reference.

  When the battery 64 is externally charged and the remaining control capacity SOCcont is equal to or greater than the mode switching threshold SOCEVtoHV shown in FIG. 10 in the ready-on state after the external charging, the hybrid vehicle 10 indicates that “the remaining control capacity SOCcont is the mode switching threshold SOCEVtoHV. The vehicle is operated in the EV mode until “the time point below”.

  Once control remaining capacity SOCcont falls below mode switching threshold SOCEV to HV, hybrid vehicle 10 is operated in the HV mode. In a state where the hybrid vehicle 10 is operated in the HV mode, for example, when driving on a downhill road, regenerative control is performed, whereby the control remaining capacity SOCcont is “a first predetermined value greater than the mode switching threshold SOCEVtoHV. When the vehicle recovers to SOC1 ", the hybrid vehicle 10 is automatically driven in the EV mode. Further, when the remaining control capacity SOCcont recovers to “second predetermined value SOC2 larger than the mode switching threshold SOCEVtoHV and smaller than the first predetermined value SOC1” or more, the driver who desires the EV mode can change the EV switch 96. Is operated, the hybrid vehicle 10 is driven in the EV mode.

  Thus, the EV mode is a mode that is executed when the remaining capacity is larger than the mode switching threshold (when the control remaining capacity SOCcont is larger than the mode switching threshold SOCEV to HV) or the like. “The first operating state in which the second generator motor MG2 generates all of the driving force of the hybrid vehicle 10 from the second generator motor MG2” by driving the second generator motor MG2 without the operation of the internal combustion engine 20 and the second generator motor MG2 This is a mode in which the hybrid vehicle 10 travels in preference to the “second driving state in which the driving force of the hybrid vehicle 10 is generated from both the internal combustion engine 20 and the second generator motor MG2 by driving”.

  Further, the HV mode is a mode that is executed when the remaining capacity becomes smaller than the mode switching threshold value (when the remaining control capacity SOCcont becomes smaller than the mode switching threshold value SOCEVtoHV) during EV mode traveling, Compared with the EV mode, the second driving state is prioritized over the first driving state, and the hybrid vehicle 10 is driven.

(Control of display information displayed on operation status display 73)
Next, control of display information (length A of the display bar 73d) displayed on the operation status display unit 73 will be described.

  The CPU of the meter ECU 82 (hereinafter simply referred to as “meter CPU”) executes the “display bar control routine” shown in FIG. 11 every time a predetermined time Ts (for example, 8 msec) elapses. Yes. Therefore, at an appropriate timing, the CPU starts the process from step 1100 in FIG. 11 and proceeds to step 1105 to store the actual “accelerator operation amount AP and AP in the lookup table MapTu * (AP, SPD) shown in FIG. The user request torque Tu * is acquired by applying the vehicle speed SPD.

  Next, the meter CPU proceeds to step 1110 and obtains the user request output Pu by multiplying the user request torque Tu * by the vehicle speed SPD. The meter CPU may acquire the user request output Pu from the PM ECU 80 by communication.

  Next, the meter CPU proceeds to step 1115 to determine whether or not the hybrid vehicle 10 is traveling in the EV mode. The meter CPU obtains information on whether the hybrid vehicle 10 is traveling in the EV mode from the PM ECU 80 by communication.

1. When traveling in EV mode and the vehicle speed SPD is greater than the threshold vehicle speed SPDth.
Now, it is assumed that the hybrid vehicle 10 is traveling in the EV mode and the vehicle speed SPD is larger than the threshold vehicle speed SPDth. In this case, the meter CPU makes a “Yes” determination at step 1115 to proceed to step 1120, and obtains the engine start threshold value Pegth by applying the actual vehicle speed SPD to the look-up table Pegth (SPD) shown in FIG. To do.

  Next, the meter CPU proceeds to step 1125, and calculates the ratio R (= user request output Pu / engine start threshold Pegth) by dividing the user request output Pu by the engine start threshold Pegth. Next, the meter CPU proceeds to step 1130 to determine whether or not the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth.

  According to the above-described assumption, the vehicle speed SPD is larger than the threshold vehicle speed SPDth. Therefore, the meter CPU makes a “No” determination at step 1130 to proceed to step 1135, and stores the ratio R as the length A of the display bar. Thereafter, the meter CPU proceeds to step 1140 to display the operation status indicator 73 in the mode shown in FIG. 3A, and to display the operation status indicator 73 according to the length A of the display bar. Do. Thereafter, the meter CPU proceeds to step 1195 to end the present routine tentatively.

2. When traveling in the EV mode and the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth.
Next, it is assumed that the hybrid vehicle 10 is traveling in the EV mode and the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth. In this case, when the meter CPU proceeds to step 1115, it determines “Yes” in step 1115, proceeds to step 1120, and acquires the engine start threshold value Pegth. Next, the meter CPU proceeds to step 1125 to calculate the ratio R.

  According to the above-described assumption, the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth. Therefore, the meter CPU determines “Yes” in step 1130 and proceeds to step 1145 to determine the correction coefficient α.

  More specifically, the meter CPU adds “the value obtained by subtracting the vehicle speed SPD from the threshold vehicle speed SPDth (SPDth−SPD) to the lookup table Mapα ((SPDth-SPD) / SPDth, Pegth-Pu) shown in FIG. Is applied by applying a value (= (SPDth−SPD) / SPDth) divided by the threshold vehicle speed SPDth and a value obtained by subtracting the user request output Pu from the engine start threshold Pegth (= Pegth−Pu) ”. get.

  According to this table Mapα ((SPDth-SPD) / SPDth, Pegth-Pu), the correction coefficient α is a value greater than “0” and less than or equal to “1”, and the value (SPDth-SPD) / SPDth is The closer to “0”, the closer to “1”, and the closer the value (Pegth−Pu) is to “0”, the closer to “1” is acquired. In other words, the correction coefficient α is closer to “1” as the vehicle speed SPD approaches the threshold vehicle speed SPDth in the range where the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth, and closer to “0” as the vehicle speed SPD approaches “0”. Calculated as a value. Further, the correction coefficient α is obtained as a value that approaches “1” as the user request output Pu approaches the engine start threshold Pegth, and approaches “0” as the user request output Pu approaches “0”. When the vehicle speed is equal to or lower than the threshold vehicle speed SPDth, the engine start threshold value Pegth is a constant value PWth (see FIG. 7).

  Next, the meter CPU proceeds to step 1150, obtains the corrected ratio RA by multiplying the ratio R by the correction coefficient α, and stores the corrected ratio RA as the length A of the display bar. Thereafter, the meter CPU proceeds to step 1140 to display the operation status indicator 73 in the mode shown in FIG. 3A, and to display the operation status indicator 73 according to the length A of the display bar. Do. Thereafter, the meter CPU proceeds to step 1195 to end the present routine tentatively.

3. When driving in HV mode.
Next, it is assumed that the hybrid vehicle 10 is traveling in the HV mode. In this case, when the meter CPU proceeds to step 1115, it determines “No” in step 1115 and proceeds to step 1155, and the value obtained by dividing the user request output Pu by the engine start threshold value Peth in the HV mode is displayed on the display bar. Store as length B. Next, the meter CPU proceeds to step 1160 to display the operation status indicator 73 in the mode shown in FIG. 3B and to display the operation status indicator 73 according to the length B of the display bar. Do. Next, the meter CPU proceeds to step 1195 to end the present routine tentatively.

As described above, the operation state display device according to the embodiment of the present invention is
When the vehicle request output (= user request output Pu = vehicle running power) that changes according to the accelerator operation amount AP and the vehicle speed SPD changed by the user is smaller than the engine start threshold value Pegth, the internal combustion engine 20 is operated. Without controlling the electric motor (second generator motor MG2) based on the accelerator operation amount, causing the vehicle 10 to travel while making the output for traveling the vehicle 10 coincide with the vehicle required output, and the vehicle When the required output exceeds the engine start threshold value, the internal combustion engine 20 is operated, and the second generator motor MG2 and the internal combustion engine 20 are controlled based on the accelerator operation amount to drive the vehicle 10. A drive control unit (PMECU 80) for driving the vehicle 10 while making the output coincide with the vehicle request output is provided. Applied to the hybrid vehicle 10

  The engine start threshold value Pegth is a torque requirement output threshold value (see line TQ in FIGS. 2 and 7) equal to the output value determined by the upper limit value of the output torque of the motor (second generator motor MG2) and the vehicle speed SPD, and the power storage device. The power requirement output equal to the output determined by the output torque of the second generator motor MG2 and the vehicle speed SPD obtained when the (battery 64) supplies the maximum power that can be supplied to the second generator motor MG2 to the second generator motor MG2. The threshold value (see the line PW in FIGS. 2 and 7) and the smaller value (see Pegth in FIGS. 2 and 7) are set.

And the driving | running state display apparatus which concerns on embodiment of this invention is
An operation status indicator 73;
Based on the value corresponding to the ratio R (= Pu / Pegth) of the vehicle request output Pv (user request output Pu) to the engine start threshold Pegth, “display information to be displayed on the driving status display 73 (length of display bar) A) "is changed (see the meter ECU 82 and the routine of FIG. 11, in particular, step 1125 and step 1140).
Is provided.

In addition, the display control unit
When the vehicle speed SPD is equal to or less than a predetermined threshold vehicle speed SPDth, the correction coefficient α is greater than 0 and equal to or less than 1, and “is closer to 1 as the vehicle request output (user request output Pu) approaches the engine start threshold Pegth” and “ Based on a value corresponding to a corrected ratio RA (α · R = α · Pu / Pegth) equal to the product of the correction coefficient α and the ratio R, the closer the vehicle speed SPD approaches the threshold vehicle speed SPDth. The display information (the length A of the display bar) is changed (see step 1130 and steps 1140 to 1150 in FIG. 11).

  Therefore, as described with reference to FIGS. 6 and 7, when the vehicle speed SPD is equal to or lower than the predetermined threshold vehicle speed SPDth, the user request output Pu (vehicle request output Pv) is substantially corrected by the correction coefficient α. . Therefore, when the accelerator operation amount AP is maintained substantially constant, the increase rate of the corrected user request output Pu with respect to the vehicle speed SPD is the engine start threshold value Pegth (when the vehicle speed SPD is equal to or less than a predetermined threshold vehicle speed SPDth ( (Torque requirement output threshold TQ) approaches the increase rate with respect to the vehicle speed SPD. As a result, when the accelerator operation amount AP is maintained substantially constant when the vehicle speed SPD is equal to or less than the predetermined threshold vehicle speed SPDth, the display information (length A of the display bar) is maintained substantially constant (FIG. 4). See). Therefore, it is possible to notify the user of the current driving situation with respect to the driving situation in which the internal combustion engine 20 is started without causing the user to feel uncomfortable.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, the meter CPU may control the display bar by executing a routine shown in the flowchart of FIG. 13 instead of FIG. The routine of FIG. 13 is a routine in which step 1150 of the routine of FIG. 11 is replaced with “step 1310 and step 1320”. The meter CPU multiplies the user request output Pu (= vehicle request output Pv) in step 1310 by the correction coefficient α obtained in step 1145 to calculate the corrected user request output Pu as the display user request output Pudisp, In step 1320, the display request user output Pudisp is divided by the engine start threshold value Pegth to obtain a corrected ratio RA (= Puddisp / Pegth), and the corrected ratio RA is set as the length A of the display bar. Set.

  Furthermore, it may replace with the driving | running condition indicator 73, and may use the driving | operation condition indicator which can display the numerical value of 0 to 100%. In this case, instead of the length A of the display bar, a numerical value based on the ratio R and the ratio RA (a numerical value obtained by converting these ratios into percentages) is displayed on the operation status indicator.

  In addition, in step 1145 of FIG. 11, the meter CPU adds “engine start threshold value Pegth and user request from engine start threshold value Pegth to the lookup table Mapα (Pegth, Pegth-Pu) shown in FIG. 14 instead of FIG. The correction coefficient α may be acquired by applying a value obtained by subtracting the output Pu (= Pegth−Pu). In this case, according to the lookup table Mapα (Pegth, Pegth-Pu), the correction coefficient α is a value greater than “0” and equal to or less than “1”, and the engine start threshold Pegth determined by the vehicle speed SPD increases. As the value approaches “1” and the value (Pegth−Pu) approaches “0”, it is acquired as a value that approaches “1”. As can be understood from FIG. 7, in the range where the vehicle speed SPD is equal to or less than the threshold vehicle speed SPDth, the vehicle speed SPD approaches the threshold vehicle speed SPDth and the engine start threshold Pegth corresponding to the vehicle speed SPD is synonymous. It is.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 20 ... Internal combustion engine, 30 ... Power distribution mechanism, 31 ... Planetary gear apparatus, 37 ... Output gear, 50 ... Power transmission mechanism, 52 ... Differential gear, 53 ... Drive shaft, 64 ... Battery, 70 ... Combination Meter, 73 ... Driving status indicator, 73 ... Driving status indicator, 73d ... Display bar, 93 ... Accelerator operation amount sensor, 95 ... Vehicle speed sensor, 102 ... Charger.

Claims (2)

An electric motor as a drive source of the vehicle;
A power storage device capable of supplying electric power for driving the motor to the motor;
An internal combustion engine as a drive source of the vehicle;
Controlling the electric motor based on the accelerator operation amount without operating the internal combustion engine when a vehicle required output that changes according to an accelerator operation amount and a vehicle speed changed by a user is smaller than an engine start threshold value. The vehicle is driven while the output for driving the vehicle is made to match the vehicle request output, and the internal combustion engine is operated when the vehicle request output exceeds the engine start threshold. A drive control unit that causes the vehicle to travel while matching an output for causing the vehicle to travel by controlling the electric motor and the internal combustion engine based on the accelerator operation amount;
The engine starting threshold is equal to the output determined by the upper limit value of the output torque of the electric motor and the vehicle speed, and the maximum electric power that can be supplied by the power storage device is supplied to the electric motor. A driving condition display device for a hybrid vehicle, which is determined to be a smaller one of a power requirement output threshold value equal to an output determined by the output torque of the electric motor and the vehicle speed obtained,
An operation status indicator;
A display control unit for changing display information to be displayed on the driving status indicator based on a value corresponding to a ratio of the vehicle required output to the engine start threshold;
With
The display control unit
When the vehicle speed is less than or equal to a predetermined threshold vehicle speed, the correction coefficient is greater than 0 and less than or equal to 1 and approaches 1 as the vehicle required output approaches the engine start threshold, and 1 as the vehicle speed approaches the threshold vehicle speed. An operation status display device configured to change the display information based on a value corresponding to a corrected ratio equal to the product of the correction coefficient approaching and the ratio. The driving condition display device for a hybrid vehicle according to claim 1,
The threshold vehicle speed is a driving status display device that is a vehicle speed at a point where the torque requirement output threshold and the power requirement output threshold intersect.

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