JP7535812B2 - Display Control System - Google Patents

Description

The present invention relates to a display control system that controls the display of multiple values that change as the vehicle travels.

Conventionally, one example of this type of technology is described in Patent Document 1. The display device for a continuously variable transmission described in this document has a long hand that indicates the engine speed and a short hand that indicates the gear ratio, which are arranged coaxially at the center of the dial. When the vehicle accelerates from a stop, the long and short hands are rotated so that the engine speed and gear ratio change in the same direction, thereby displaying the engine speed and gear ratio in an analog manner.

Japanese Utility Model Application Publication No. 5-49451

However, in the display device of the above document, the long and short hands are arranged coaxially and are rotatable, which causes the long and short hands to move back and forth or to overlap. In particular, when the long and short hands overlap, the short hand is hidden behind the long hand, significantly reducing the visibility of the gear ratio indicated by the short hand.

In addition, in the display device of the above document, when the engine speed indicated by the long hand is constant, the smaller the gear ratio indicated by the short hand, the more fuel-efficient the driving (eco-driving) is, and the driver can judge the degree of fuel efficiency. However, when the long and short hands move back and forth or overlap as described above, this judgment cannot be made easily.

The present invention has been made to solve this problem, and aims to provide a display control system that can display multiple values that change as the vehicle travels on a display device with good visibility, and that can also easily grasp the degree of quality of the driving condition.

In a first aspect, the present invention provides a display control system that performs control to display, on a display means visible from inside the vehicle, a number of values that change as the vehicle travels, so that the driver can visually recognize the changes in each value and can visually recognize positions corresponding to the magnitude of each value, and that performs control to display the degree of good or bad status related to the travel in a manner that indicates the size of the interval between positions corresponding to the magnitude of each value.

In the display control system according to the first aspect, the driver can visually recognize the multiple values that change as the vehicle travels, and can visually recognize the changes in each value as positions corresponding to the magnitude of each value, and can easily grasp the degree of good or bad status related to the vehicle's travel from the size of the intervals between the positions that change as the vehicle travels. For example, when driving, the driver needs to always look at the situation in front of the vehicle and around it, and cannot stare at the display device. However, with this configuration, the driver can visually recognize the magnitudes of the multiple values and their changes by simply glancing at the display device, and can easily grasp the degree of good or bad status related to the travel as the size of the intervals between the positions that change as the vehicle travels.

In addition, compared to a display control system that evaluates values at different amounts per given time that change as the vehicle travels and displays the evaluation, this system can be realized at low cost because it does not require a configuration for such evaluation. The value may be, for example, a physical quantity. The display control system may be, for example, an in-vehicle device, and the in-vehicle device may be, for example, a display device for mounting on the vehicle. The display control system may also be configured with a server or the like outside the vehicle. The multiple values that change as the vehicle travels may be, for example, values based on values acquired by a sensor or the like.

The value based on the value acquired by a sensor or the like may be, for example, the sensor value itself, or a value obtained by processing the sensor value through a predetermined process. The value processed through a predetermined process may be, for example, a value obtained from the value of one sensor or the like, or a value obtained from the values of multiple sensors. The multiple values that change as the vehicle travels may be values obtained within the vehicle. The values within the vehicle may be, for example, values based on values obtained from sensors that the vehicle itself originally has, or values based on values obtained from sensors that are attached to the display control system and later installed within the vehicle. The sensors that are attached to the display control system and later installed within the vehicle may be, for example, stored in a single housing together with a portion having at least some of the components of the display control system.

In a second aspect, the present invention is characterized in that, in the display control system according to the first aspect, the display control system includes a plurality of values that change as the vehicle travels and that are recognized by the driver as values that indicate a real-time driving state.

In the display control system according to the second aspect, the value recognized by the driver as indicating a real-time driving state may be, for example, a value that is updated at intervals that the driver can recognize as reflecting the driver's driving operation in real time. The intervals at which the driver can recognize as reflecting the driver's driving operation in real time usually differ depending on the type of value. If this value is, for example, the accelerator opening, it needs to be updated at the time interval required for the change in the accelerator opening, and the update interval is, for example, on the order of several hundred ms or less. On the other hand, if the value is, for example, the temperature of the engine coolant, it is, for example, on the order of several minutes or less.

In a third aspect, the present invention is characterized in that, in the display control system according to the first or second aspect, the multiple values that change as the vehicle travels include values that are recognized by the driver as indicating a real-time driving state and values that are recognized as indicating a cumulative driving state.

In the display control system according to the third aspect, the driver can visually recognize the value that is recognized by the driver as indicating the real-time driving state that changes as the vehicle travels, and the value that is recognized as indicating the cumulative driving state that changes as the vehicle travels, as positions corresponding to the magnitude of these values, and can easily grasp the degree of the good or bad state of the vehicle's driving state from the size of the interval between the positions of these values. In other words, the driver can easily grasp the degree of the good or bad state of the vehicle's driving state based on both the value that is recognized by the driver as indicating the real-time driving state, and the value that indicates the cumulative driving state that changes as the vehicle travels, from the size of the interval between the positions of these values.

In a fourth aspect, the present invention is characterized in that, in a display control system according to any one of the first to third aspects, the display control system includes values that are evaluated at different predetermined times as the multiple values that change as the vehicle travels.

In the display control system according to the fourth aspect, the driver can visually recognize the values evaluated at different amounts per predetermined time that change as the vehicle travels, as positions corresponding to the magnitude of each value, and can easily grasp the degree of good or bad condition of the vehicle's traveling condition from the size of the interval between positions that change as the vehicle travels. For example, in a display control system that evaluates values evaluated at different amounts per predetermined time that change as the vehicle travels and displays the evaluation, it is necessary to consider what evaluation time interval to use, such as which different values of the evaluation time interval should be, and processing can become complicated when the predetermined time is not constant but varies, but this display control system does not require such consideration or complicated processing.

In a fifth aspect, the present invention provides a display control system according to the fourth aspect, characterized in that the display mode for a position corresponding to the magnitude of a value evaluated in a relatively short time is changed based on the degree of deviation of a value evaluated in a relatively short time from a value evaluated in a relatively long time, among the values evaluated in the different predetermined times.

In the display control system according to the fifth aspect, the value evaluated in a relatively short time period (e.g., instantaneous fuel consumption) can be displayed, for example, in a different color based on the degree of deviation between a value evaluated in a relatively long time period (e.g., average fuel consumption) and a value evaluated in a relatively short time period, making it easier for the driver to grasp the degree of eco-driving.

In a sixth aspect, the present invention provides a display control system according to the fourth or fifth aspect, characterized in that, among the values evaluated at the different predetermined times, the magnitude of a value evaluated at a relatively long time is displayed in comparison with the magnitude of a value evaluated at a relatively short time.

In the display control system according to the sixth aspect, for example, the magnitude of average fuel efficiency as a value evaluated over a relatively long time period and the magnitude of instantaneous fuel efficiency as a value evaluated over a relatively short time period can be displayed in a comparative manner, for example, by displaying a threshold line for the average fuel efficiency while displaying the instantaneous fuel efficiency. This allows the driver to grasp the degree of eco-driving even more easily.

In a seventh aspect, the present invention is characterized in that in the display control system according to any one of the first to sixth aspects, the display as a position according to the magnitude of each of the values is such that the directions of increase and decrease of each of the values are different.

In the display control system according to the seventh aspect, for example, the multiple values that change as the vehicle travels may include multiple values in which the larger the value, the better the driving condition, and the display of the position corresponding to the magnitude of each of the values may be such that the direction of increase or decrease of each of the values differs. Also, for example, the multiple values that change as the vehicle travels may include multiple values in which the larger the value, the worse the driving condition, and the display of the position corresponding to the magnitude of each of the values may be such that the direction of increase or decrease of each of the values differs.

For example, the multiple values that change as the vehicle travels may include values where the larger the value, the better the driving condition, and values where the larger the value, the worse the driving condition, and the display of the positions according to the magnitude of each of the values may be such that the directions of increase and decrease of each of the values are consistent. That is, in particular, in the case of values where the magnitude of each of the multiple values that change as the vehicle travels and the good/bad relationship are in the same correspondence, the display of the positions according to the magnitude of each of the values may be such that the directions of increase and decrease of each of the values are different, and in the case of values where the magnitude of each of the multiple values that change as the vehicle travels and the good/bad relationship are in the opposite correspondence, the display of the positions according to the magnitude of each of the values may be such that the directions of increase and decrease of each of the values are consistent.

In an eighth aspect, the present invention is characterized in that, in the display control system according to any one of the first to seventh aspects, the display as a position according to the magnitude of each value is an indication to a position at a distance from each reference position, the indication is an indication to a position on a straight line connecting each of the reference positions, and the movement range of each indication is set so as not to overlap.

In the display control system according to the eighth aspect, the positions corresponding to the magnitude of each value are displayed so as not to overlap on a straight line, and the visibility of the magnitudes of the multiple values is further improved. This allows the driver to visually recognize the magnitudes of the multiple values by simply glancing at the display device without having to stare at it, and to easily grasp the degree of good or bad status regarding the vehicle's driving condition.

In a ninth aspect, the present invention is characterized in that in the display control system according to the seventh aspect, the indication display is performed by changing the display mode of indication parts provided at regular intervals on the straight line.

In the display control system according to the ninth aspect, the change in the display mode of the indicators arranged at regular intervals on a straight line makes it easy for the driver to understand how the magnitude of each value changes.

In a tenth aspect, the present invention is characterized in that, in the display control system according to the seventh aspect, the display mode of the indication parts existing between each of the reference positions and the position of the indication display is changed.

In the display control system according to the tenth aspect, the driver can easily understand how the magnitude of each value changes from each reference position to the position of the indication display. For example, it is preferable to configure the system so that the magnitude can be easily grasped from the number of indication parts whose display mode has changed.

In an eleventh aspect, the present invention provides a display control system according to the tenth aspect, characterized in that the display mode of the indication parts existing between each of the indication displays is the same display mode, and the same display mode is a display mode different from the display mode of the indication parts existing from each of the reference positions to the position of the indication display.

The display control system according to the eleventh aspect above allows the magnitude of each value to be easily grasped, and also allows the "degree of good or bad condition of the driving condition" to be easily grasped.

In a twelfth aspect, the present invention is characterized in that, in the display control system according to any one of the first to eleventh aspects, the display of the positions according to the magnitude of each of the values is in a form in which the magnitude of each of the values is shown by the animation movement of a different display object.

In the display control system according to the twelfth aspect, the magnitude of each value is shown by the animation of a different display object, so that it is easy to recognize from the animation of the display object what value the display indicates.

In a thirteenth aspect, the present invention is characterized in that in the display control system according to any one of the first to twelfth aspects, the position according to the magnitude of each of the values is determined by inputting each of the values into a predetermined function.

In the display control system according to the thirteenth aspect, the position may be proportional to the value itself (e.g., a linear function), or may be a position indicated by a value obtained by substituting the value into another specified function.

In a fourteenth aspect, the present invention is characterized in that, in a display control system according to any one of the first to thirteenth aspects, the multiple values that change as the vehicle travels include multiple values that are variable by automatic control of the vehicle based on a single driving operation by the driver, and it is difficult for the driver to recognize which value has changed due to the single driving operation.

In the display control system according to the fourteenth aspect, when the driver performs a driving operation, the degree of the quality of the driving condition can be easily known from the size of the interval between the values that are changed by the automatic control, and the size and change of the values that are changed by the automatic control can be known.

In a fifteenth aspect, the present invention is characterized in that in the display control system according to the fourteenth aspect, the plurality of values include a value related to a gear ratio of a continuously variable transmission and a value related to a control amount of a configuration for imparting rotation to the continuously variable transmission.

In the display control system according to the fifteenth aspect, particularly in a vehicle equipped with a continuously variable transmission, it is difficult for the driver to recognize whether a speed change that occurs when, for example, the accelerator is depressed as a driving operation 1 is a speed change caused by a change in the state of the continuously variable transmission or a speed change caused by a change in the number of revolutions given to the continuously variable transmission. However, with this configuration, it is easy to grasp which value is the change, and the degree of the good or bad state of the driving condition can be easily determined from the size of the displayed position interval. Note that values related to the control amount of the configuration for giving revolutions to the continuously variable transmission may be, for example, engine speed, fuel flow rate, intake manifold value, etc.

In a sixteenth aspect, the present invention is characterized in that, in a display control system according to any one of the first to fifteenth aspects, the degree of quality of the state of the driving is displayed in an animation corresponding to the magnitude of each of the values of parts that have movements related to each of the values, together with or in switching between displays indicating the size of the intervals between positions corresponding to the magnitude of each of the values.

In the display control system according to the sixteenth aspect, the driver can visually recognize a number of values that change as the vehicle travels, with each value changing visually as a position corresponding to the magnitude of each value, and can easily grasp the degree of the condition of the vehicle's travel from the size of the interval between positions that change as the vehicle travels, and can grasp the magnitude of each value through an animated display of parts that move in relation to each value.

In a seventeenth aspect, the present invention is characterized in that, in a display control system according to any one of the first to fifteenth aspects, the degree of quality of the driving condition is plotted on a graph with each value on a different axis, with the value being plotted on a graph in which the value is plotted on a different axis, and the change in the value is visible, together with or in switchable relation to the display of the degree of quality of the driving condition shown by the size of the interval between positions according to the size of each value.

In the display control system according to the seventeenth aspect, the driver can visually recognize the multiple values that change as the vehicle travels, as positions corresponding to the magnitude of each value, and can easily grasp the degree of the condition of the vehicle's travel from the size of the intervals between positions that change as the vehicle travels, and can grasp the change in each value from a graph with each value on a different axis.

In an eighteenth aspect, the present invention provides a display control system according to any one of the first to seventeenth aspects, characterized in that the driving-related state is an eco-driving-related state.

In the display control system according to the eighteenth aspect, the driver can visually recognize a number of values that change as the vehicle travels, with each value's change being visible as a position corresponding to the magnitude of each value, and can easily grasp the degree of good or bad eco-driving conditions from the size of the intervals between the positions that change as the vehicle travels.

In a nineteenth aspect, the present invention provides a program for causing a computer to execute the functions of a display control system according to any one of the first to eighteenth aspects.

The display device can display multiple values that change as the vehicle travels with good visibility, and it also makes it easy to understand the degree of quality of the vehicle's driving condition.

1 is a schematic diagram showing a state in which a display device for mounting on a vehicle according to a first embodiment is installed inside a vehicle; 1 is a block diagram showing an electrical configuration of a display device mounted on a vehicle according to a first embodiment; FIG. 4 is a screen display diagram showing a bar graph display mode according to the first embodiment. 4 is a flowchart showing a display control process of the display device according to the first embodiment. FIG. 11 is a screen display diagram showing an example of a bar graph display mode according to the second embodiment. 10 is a flowchart showing a display control process of the display device according to the second embodiment. FIG. 13 is a screen display diagram showing an example of a bar graph display mode according to the third embodiment. FIG. 8 is a partial enlarged view showing details of the bar graph display mode in FIG. 7 . 13 is a flowchart showing a display control process of the display device according to the third embodiment. FIG. 13 is a screen display diagram showing an example of an animation display mode according to the fourth embodiment. 13 is a flowchart showing a display control process of the display device according to the fourth embodiment. FIG. 13 is a screen display diagram showing an example of a needle meter display mode according to the fifth embodiment. FIG. 23 is a screen display diagram showing an example of a graph display image according to the sixth embodiment. 13 is a flowchart showing a display control process of the display device according to the sixth embodiment.

The present invention will be explained in more detail below with reference to the examples shown in the figures. Note that the present invention is not limited to these examples.

FIG. 1 is a schematic diagram showing an installation state of a display device for mounting on a vehicle according to a first embodiment of a display control system of the present invention in a vehicle.
1, a center console 11 is incorporated in a dashboard 10 inside a vehicle, and a connector 12 connected to a vehicle ECU is provided on the left side of the center console 11. A display device 20 for mounting on a vehicle, which is a feature of this embodiment, is provided on the upper side of the center console 11. An OBDII (orthogonal disk drive) adapter 13 is detachably connected to the connector 12, and an output side of the OBDII adapter 13 is connected to the display device 20 via a cable 14.

The display device 20 is one aspect of a display control system that performs control to display multiple values that change as the vehicle travels on a display unit that is visible from inside the vehicle so that the driver can visually recognize the change in each value and can visually recognize the position of each value according to the magnitude of each value. In this embodiment, the multiple values that change as the vehicle travels include a value related to the gear ratio of the continuously variable transmission and a value related to the control amount of the configuration for imparting rotation to the continuously variable transmission. The value related to the control amount of the configuration for imparting rotation to the continuously variable transmission is, for example, the engine speed.

FIG. 2 is a block diagram showing an electrical configuration of the on-vehicle display device according to the first embodiment.
A display device 20 shown in FIG. 1 includes a control unit 21 for performing display control in this embodiment, a display drive circuit 31, and a display unit 32 such as an LCD having a dot matrix configuration.
The control unit 21 includes an input/output interface 21a, a CPU 21b, a ROM 21c, a RAM 21d, a graphics chip 21e, and a graphics memory 21f consisting of a non-volatile memory, and these modules are connected via a system bus.
The input interface 21a is a circuit that acquires a plurality of values that change as the vehicle travels, such as current values of engine speed and vehicle speed, from the vehicle ECU via the OBDII adapter 13 and outputs the acquired values to the system bus 21g. Although not shown, various sensors such as an engine speed sensor and a vehicle speed sensor are connected to the vehicle ECU, and the input interface 21a of the control unit 21 acquires the current values of the engine speed and vehicle speed detected by the engine speed sensor and the vehicle speed sensor via the OBDII adapter 13.

The CPU 21b executes a control program stored in the ROM 21c and controls the overall operation of the display device 20 of this embodiment, using the RAM 21d as a work area.
The graphic chip 21e sequentially generates display image signals in response to display commands from the CPU 21b, temporarily draws the signals in the graphic memory 21f, and sends the signals to the display drive circuit 31 at a predetermined display timing. The display drive circuit 31 displays an image on the display unit 32 based on the display image signals from the graphic chip 21e. Specifically, the graphic chip 21e outputs the display image signals converted into RGB color signals or the like to the X driver and Y driver in the display drive circuit 31. The display image signals are then sent to each pixel of the display unit 32 by the X driver and the Y driver in synchronization with the respective synchronization signals, and the pixels at the intersections of the X driver and the Y driver are brought into a display state. Furthermore, by scanning the X driver and the Y driver at a fixed time, one display image is displayed on the screen of the display unit 32, which has a dot matrix configuration.

Next, one aspect of a display image displayed on the display unit 32 of the display device 20 will be described with reference to Fig. 3. Fig. 3 is a screen display diagram showing an example of a bar graph display aspect according to the first embodiment.
In the display image in the form of a bar graph exemplified in FIG. 3, a plurality of indicators 41 (15 in the example of FIG. 3) of the same width (size in the horizontal direction of the screen) consisting of a substantially rectangular display area are arranged at regular intervals on a horizontal line in response to a display (called an "engine RPM bar display") as a position according to the magnitude of the engine RPM. Similarly, a plurality of indicators 42 (15 in the example of FIG. 3) of the same width as each indicator 41 are arranged at the same regular intervals as between the indicators 41 on a horizontal line in response to a display (called a "gear ratio bar display") as a position according to the magnitude of the gear ratio. The engine RPM bar display and the gear ratio bar display are arranged on a horizontal line facing each other with a predetermined interval. This interval is set wider than the interval between the indicators 41 and 42 in each bar display (about eight indicators 41 or 42 in the example of FIG. 3) and is also set wider than the height (size in the vertical direction of the screen) of the indicators 41 and 42 in each bar display. As a result, the bar display for the engine speed and the bar display for the gear ratio are arranged in a horizontal straight line without overlapping.

The engine RPM bar display and the gear ratio bar display have character strings indicating their names, such as "Engine RPM" and "Gear Ratio", at the top left of each display, and the unit "[rpm]" is located to the right of the "Engine RPM" character string. The engine RPM bar display has a character string indicating the scale, with "0" located at the top left of the indicator 41 and "7000" located at the top right of the indicator. The gear ratio bar display has a character string indicating the scale, with "L" indicating the lowest value located at the top right of the indicator 42 and "H" indicating the highest value located at the top left of the indicator.

The bar display for engine RPM indicates the distance from the reference position (0 rpm), and the bar display for gear ratio indicates the distance from the reference position (L). These indications are positioned on a straight line connecting each of the reference positions, and the movement ranges of each indication are set so that they do not overlap.

Specifically, in the screen display of FIG. 3, the reference position of the engine RPM bar display is the left end of the indicator 41, and the maximum extension position of the indicator in the engine RPM bar display is the right end of the indicator 41. That is, as the engine RPM increases, the indicator 41 sequentially lights up from the left end of the screen to the right, and the maximum extension position is the right end of the indicator 41. On the other hand, the reference position of the gear ratio bar display is the right end of the indicator 42, and the maximum extension position of the indicator in the gear ratio bar display is the left end of the indicator 42. That is, as the gear ratio increases, the indicator 42 sequentially lights up from the right end of the screen to the left, and the maximum extension position is the left end of the indicator 42.

In this way, the bar display for engine speed and the bar display for gear ratio are displayed so that their values increase and decrease in different directions. That is, as shown in FIG. 3, the engine speed is displayed from 0 [rpm] to 7000 [rpm], increasing from left to right in front of the display screen, and the gear ratio is displayed from right to left, increasing from "L" indicating a low value to "H" indicating a high value.

The above indication display is performed by changing the display mode of the indicators 41, 42 provided at regular intervals on the above straight line. That is, the display mode of the indicators 41, 42 that exist between the respective reference positions and the position of the indication display is changed. Here, the change in the display mode of the indicators 41, 42 is, in this example, the lighting/extinguishing of the indicators 41, 42, but is not limited to this, and may be a display of different brightness or a display of different colors. In the example of FIG. 3, in the bar display for engine speed, of the multiple indicators 41, the portion 41a is in a lighting state, and the remaining portion 41b is in a lighting state. Also, in the bar display for gear ratio, of the multiple indicators 42, the portion 42a is in a lighting state, and the remaining portion 42b is in a lighting state.

This makes it easier for the driver to understand how the magnitude of each value changes from each reference position to the position of the indication display. For example, the magnitude of each value of the engine speed and the gear ratio can be easily grasped from the number of indication parts 41, 42 whose display mode has changed.

Arrows 43 and 44, which indicate the direction in which fuel economy improves, are also located above the engine RPM bar display and the gear ratio bar display, respectively. The engine RPM and gear ratio values, which are multiple values that change as the vehicle travels, are displayed so that the higher the value, the worse the fuel economy, and the lower the value, the better the fuel economy. In this example, as shown in FIG. 3, the current values of the bars are displayed so that the more the value moves in the direction of the arrows 43 and 44, the better the fuel economy. Therefore, the degree of eco-driving can be easily grasped as the size of the gap between the off display areas 41b and 42b, as shown in the example of FIG. 3. Also, although the off display areas 41b and 42b are off, the rectangular frames of the indicators 41 and 42 are displayed, so the degree of eco-driving can be understood from the number of these rectangular frames.

Next, the display control process of the display device 20 of this embodiment for realizing the display mode described above will be described with reference to FIG. 4. In this example, the multiple values, for example, real-time fluctuations in engine speed and gear ratio, are represented by a display image in the form of a bar graph. FIG. 4 is a flowchart showing an example of the display control process of the display device of Example 1, and this display control process is realized by the CPU 21b executing a control program stored in the ROM 21c.

The state of the ignition switch is acquired from the vehicle ECU via the OBDII adapter 13. When the ignition switch is turned on (step S11), the CPU 21b starts processing and proceeds to step S12. In step S12, the CPU 21b acquires the current engine speed and vehicle speed values from the vehicle ECU via the OBDII adapter 13. Then, in step S13, the CPU 21b calculates the gear ratio from the acquired engine speed and vehicle speed values based on the final reduction ratio and the outer diameter of the tires. This calculation of the gear ratio is performed using the following equations (1) and (2).

Axle rotation speed = vehicle speed / tire outer diameter (1)
Gear ratio = RPM / (Axle RPM * Final reduction ratio) (2)

To give an example of the calculation,
In the case of a speed of 60 km/h, an engine speed of 2000 rpm, a final reduction ratio of 5.0, and a tire outer diameter of 2.0 m, the calculation is as follows: Note that the tire outer diameter in this example is assumed to be a tire width of 195 mm, an aspect ratio of 65%, and a tire size of 15 inches.

Minute speed = 60*1000/60=1000 [m/min]
Axle speed/min=1000/2=500
Gear ratio = 2000 / (5 * 500) = 0.8

In the next step S14, the CPU 21b encodes the engine speed acquired in step S12 and the gear ratio calculated in step S13.
Specifically, the range of engine speed from 0 [rpm] to 7000 [rpm] is divided into 15 equal sections, for example, in accordance with the number of indicators 41 in Fig. 3, and code data is assigned to each section. Similarly, the range of gear ratio from "L" to "H" is divided into 15 equal sections, and code data is assigned to each section. Here, code data is data for identifying each section, and may be, for example, number data, symbol data, numeric data, or a combination of these.

To give a specific example, if the engine speed is divided into 15 equal sections from 0 [rpm] to 7000 [rpm], then 0 [rpm] to 466 [rpm] is the first section, 467 [rpm] to 933 [rpm] is the second section, and similarly, the third to fifteenth sections are divided into equal sections. However, the remainder is included in the fifteenth section. For example, the first section is assigned code data "A001", the second section is assigned code data "A002", and similarly, the third to fifteenth sections are assigned code data in ascending order. The gear ratio is also divided into 15 equal sections from the minimum value to the maximum value, and for example, the first section is assigned code data "B001", the second section is assigned code data "B002", and similarly, the third to fifteenth sections are assigned code data in ascending order.

The relationship between these classifications and code data is stored in advance in ROM 21c as a data table. CPU 21b fits the current engine speed obtained in step S12 into the data table and converts it into the corresponding code data. Similarly, the gear ratio calculated in step S13 is also converted into the corresponding code data. CPU 21b writes the code data obtained in this way, which corresponds to the current value, into RAM 21d and proceeds to step S15.

In step S15, the CPU 21b generates one piece of display image data in the form of a bar graph, which corresponds to the above-mentioned engine RPM bar display and gear ratio bar display, based on the code data corresponding to the current value obtained in step S14.
Specifically, the control program stored in the ROM 21c is programmed with a control process for the engine RPM bar display, such as how many indicators 41 from the "0" side are to be turned on in response to each code data. Specifically, if the current engine RPM value is within the range of the second division from 467 [rpm] to 933 [rpm], the code data "A002" is specified. As a result, the first and second indicators 41 on the left end are turned on, and the remaining indicators 41 from the third to the fifteenth on the right end are turned off. Similarly, for the gear ratio bar display, a control process for how many indicators 42 from the "L" side are to be turned on in response to each code data is programmed. Specifically, if the current gear ratio value is within the range of the fifth division, the code data "B005" is specified. As a result, the first to fifth indicators 42 on the right side are turned on, and the remaining indicators 42 from the sixth indicator to the fifteenth indicator on the left side are turned off.

In this way, the CPU 21b performs lighting control according to the control program so that the indicators 41 and 42 are turned on according to the code data corresponding to the current value, and the indicators 41 and 42 with values greater than the current value are turned off. This lighting control is performed by the CPU 21b issuing a display command to the graphics chip 21e.

In the next step S16, the graphic chip 21e performs a display process of the display image in the form of a bar graph based on the display command. That is, one piece of display image data in the form of a bar graph corresponding to the above-mentioned engine RPM bar display and gear ratio bar display is once drawn in the graphic memory 21f, and then is displayed on the display unit 32 via the display drive circuit 31 under the control of the graphic chip 21e.

The CPU 21b then repeatedly executes the above steps S12 to S16 until the ignition switch is turned off (step S17). Here, whether the ignition switch is turned off is determined by acquiring the state of the ignition switch from the vehicle ECU via the OBDII adapter 13. The above steps S12 to S16 are repeated at a predetermined time interval (e.g., about 200 ms) that allows the driver to recognize that the driving operation of the driver is being reflected in real time, and the display is updated sequentially.

As described above, the display device 20 of this embodiment performs control to display, on the display unit 32 visible from inside the vehicle, multiple values that change as the vehicle travels, such as engine speed and gear ratio, so that the driver can visually check the changes in each value and can visually check the positions according to the magnitude of each value. At that time, the display device 20 performs control to display the degree of eco-driving as a measure of the quality of the vehicle's travel condition, as indicated by the size of the interval between positions according to the magnitude of each value (the combined interval of the off display areas 41b and 42b in the example of FIG. 3).

By such display control, the display control system according to the first embodiment has the following advantages.
(1) The driver can visually recognize the change in each value, for example, engine speed and gear ratio, as a plurality of values that change with the running of the vehicle, as a position corresponding to the magnitude of each value, and can easily grasp the degree of eco-driving as a degree of the good or bad state of the running of the vehicle from the size of the interval between the positions that change with the running of the vehicle. For example, while driving, the driver needs to always look at the situation in front of the vehicle and the surroundings, and cannot stare at the display unit 32. However, with this configuration, the driver can visually recognize the magnitude of the engine speed and gear ratio and their changes by simply glancing at the display unit 32, and can easily grasp the degree of eco-driving as the size of the interval between the unlit display areas 41b and 42b, as shown in the example of FIG. 3.

(2) The positions corresponding to the magnitude of the engine speed and the gear ratio are displayed so as not to overlap on a straight line, which improves the visibility of the magnitude of the engine speed and the gear ratio values. This allows the driver to visually check the magnitude of the engine speed and the gear ratio values without staring at the display unit 32, and to easily grasp the degree of eco-driving.

(3) In a vehicle equipped with a continuously variable transmission, for example, it is difficult for the driver to recognize whether a speed change that occurs when stepping on the accelerator as a driving operation 1 is a speed change caused by a change in the gear shift state of the continuously variable transmission or a speed change caused by a change in the number of revolutions given to the continuously variable transmission. However, with a display configuration such as that of this embodiment, it is easy to grasp which value is causing the change, and the magnitude of the displayed position interval makes it easy to determine the degree of good or bad driving conditions, for example, the degree of eco-driving.

--Example 2--
In this embodiment, in addition to the bar graph display mode of the first embodiment, instantaneous fuel consumption and average fuel consumption can also be displayed as bar graphs in addition to the engine speed and gear ratio.
FIG. 5 is a screen display diagram showing an example of a bar graph display mode according to the second embodiment. Elements common to those in FIG. 3 are given the same reference numerals and their description will be omitted.
In this embodiment, instantaneous fuel efficiency and average fuel efficiency are used as values evaluated at different predetermined times. As multiple values that change with the traveling of the vehicle, the instantaneous fuel efficiency is a value recognized by the driver as a value indicating a real-time traveling state, and the average fuel efficiency is a value recognized as a value indicating a cumulative traveling state.

The display image in the form of a bar graph shown in FIG. 5 includes, in addition to the bar display for engine speed and the bar display for gear ratio shown in FIG. 3, a display showing a position corresponding to the magnitude of instantaneous fuel consumption (referred to as a "bar display for instantaneous fuel consumption") and a display showing a position corresponding to the magnitude of average fuel consumption (referred to as a "bar display for average fuel consumption").

The instantaneous fuel consumption bar display is a substantially rectangular display area with multiple indicators 51 (15 in the example of FIG. 5) of the same width (size in the vertical direction of the screen) arranged at regular intervals on a vertical line. Similarly, corresponding to the average fuel consumption bar display, multiple indicators 52 (15 in the example of FIG. 5) of the same width as each indicator 51 are arranged at regular intervals on a vertical line. These instantaneous fuel consumption bar displays and average fuel consumption bar displays are arranged on a vertical line facing each other with a specified interval. This empty space is set wider than the interval between the indicators 51 and 52 in each bar display (about 8 indicators 51 or 52 in the example of FIG. 5) and is also set wider than the height of the indicators 51 and 52 in each bar display (size in the horizontal direction of the screen). This allows the instantaneous fuel consumption bar display and the average fuel consumption bar display to be arranged on a vertical line without overlapping.

Then, the horizontally arranged bar graph consisting of the engine RPM bar display and the gear ratio bar display and the above-mentioned free space, and the vertically arranged bar graph consisting of the instantaneous fuel consumption bar display and the average fuel consumption bar display and the above-mentioned free space are arranged so that they intersect. In other words, if the central axis of the horizontally arranged bar graph and the vertically arranged bar graph is a straight line, they are arranged so that they intersect at right angles at positions that equally divide each line, that is, at each of the above-mentioned free spaces. This means that the engine RPM bar display, gear ratio bar display, instantaneous fuel consumption bar display, and average fuel consumption bar display are arranged so that they do not overlap each other.

The bar display for instantaneous fuel economy indicates the distance from a reference position (0 km/L), and the bar display for average fuel economy indicates the distance from a reference position (1 km/L or less). These indications are displayed on a straight line connecting each of the reference positions, and the movement ranges of each indication are set so that they do not overlap.

Specifically, in the screen display of FIG. 5, the reference position of the bar display for instantaneous fuel efficiency is the bottom end of the indicator section 51, and the maximum extension position of the indicator in the bar display for instantaneous fuel efficiency is the top end of the indicator section 51. In other words, as the instantaneous fuel efficiency increases, the bar display for instantaneous fuel efficiency extends from the bottom end of the screen to the top by the indicator section 51 lighting up in sequence, and the maximum extension position is the top end of the indicator section 51. On the other hand, the reference position of the bar display for average fuel efficiency is the top end of the indicator section 52, and the maximum extension position of the indicator in the bar display for average fuel efficiency is the bottom end of the indicator section 52. In other words, as the average fuel efficiency increases, the bar display for average fuel efficiency extends from the top end of the screen to the bottom by the indicator section 52 lighting up in sequence, and the maximum extension position is the bottom end of the indicator section 52.

The above indication is achieved by changing the display mode of the indicators 51, 52 provided at regular intervals on the above line. That is, the display mode of the indicators 51, 52 that exist between the respective reference positions and the position of the indication is changed. Here, the change in the display mode of the indicators 51, 52 is, in this example, the lighting/extinguishing of the indicators 51, 52, but is not limited to this and may be a display of different brightness or color. In the example of FIG. 5, in the instantaneous fuel consumption bar display, of the multiple indicators 51, the portion 51a is in a lighting state and the remaining portion 51b is in an extinguished state. Also, in the average fuel consumption bar display, of the multiple indicators 52, the portion 52a is in a lighting state and the remaining portion 52b is in an extinguished state.

This makes it easier for the driver to understand how the magnitude of each value changes from each reference position to the position of the indication display. For example, the magnitude of each value of the instantaneous fuel efficiency and the average fuel efficiency can be easily grasped from the number of indication parts whose display mode has changed.
Arrows 53 and 54 indicating the direction of improvement of the fuel efficiency are also arranged on the sides of the bar display for instantaneous fuel efficiency and the bar display for average fuel efficiency, respectively. The larger the instantaneous fuel efficiency and the average fuel efficiency are, the better the fuel efficiency is. In this example, as shown in Fig. 5, the fuel efficiency is displayed to improve when the current value of the bar graph display moves in the direction of the arrows 53 and 54. In addition, the display positions according to the magnitude of the instantaneous fuel efficiency and the average fuel efficiency are displayed so that the directions of increase and decrease are different. That is, as shown in Fig. 5, the instantaneous fuel efficiency is displayed from "1 or less" to "100 or more" increasing from the top to the bottom in front of the display screen, and the average fuel efficiency is displayed from "0" to "50" increasing from the bottom to the top.

Next, the display control process of the display device 20 of this embodiment for realizing the above display mode will be described with reference to FIG. 6. FIG. 6 is a flowchart showing the display control process of the display device 20 according to the second embodiment, and this display control process is realized by the CPU 21b executing a control program stored in the ROM 21c.

The state of the ignition switch is obtained from the vehicle ECU via the OBDII adapter 13. When the ignition switch is turned on (step S21), the CPU 21b starts processing and proceeds to step S22. In step S22, the CPU 21b obtains the current engine speed and vehicle speed values from the vehicle ECU via the OBDII adapter 13, and also obtains the values of the ignition cycle and fuel injection amount.

Subsequently, in step S23, the CPU 21b calculates the gear ratio from the engine speed and vehicle speed using the same calculation method as in step S13 of FIG.
In the next step S24, the CPU 21b may calculate the instantaneous fuel consumption based on the travel distance obtained from the vehicle speed acquired in step S22 and each value of the fuel injection amount during that travel distance, for example, for a period of 1 second or less (e.g., 0.2 seconds), which is extremely short compared to the average fuel consumption, and the fuel injection amount during that period, using a known calculation method. Furthermore, based on the obtained instantaneous fuel consumption, the average fuel consumption from, for example, the time when the ignition switch is turned on to the present time is calculated, and the process proceeds to step S25.

In step S25, the CPU 21b codes the engine speed acquired in step S22, the gear ratio calculated in step S23, and the instantaneous fuel consumption and average fuel consumption calculated in step S24. Specifically, the coding is performed in the same manner as described in step S14 of FIG. 4. The CPU 21b writes the code data obtained in this manner, which corresponds to the current values, into the RAM 21d, and proceeds to step S25.

In step S26, the CPU 21b generates display image data in the form of a bar graph corresponding to the above-mentioned engine speed bar display, gear ratio bar display, instantaneous fuel consumption bar display, and average fuel consumption bar display based on the code data obtained in step S25. Specifically, one sheet of display image data is generated using the same method as that described in step S15 of FIG. 4.

In the next step S27, the graphics chip 21e performs display processing of the display image in the form of a bar graph based on a display command from the CPU 21b. That is, one piece of display image data in the form of a bar graph corresponding to the above-mentioned bar display for engine speed, bar display for gear ratio, bar display for instantaneous fuel consumption, and bar display for average fuel consumption is drawn once in the graphics memory 21f, and then displayed on the display unit 32 via the display drive circuit 31 under the control of the graphics chip 21e.

Then, the CPU 21b repeatedly executes the above-mentioned processes from step S22 to step S27 until the ignition switch is turned off (step S28). That is, the above-mentioned processes from step S22 to step S27 are repeated at a predetermined time interval that the driver can recognize as reflecting the driver's driving operation in real time, and the display is updated sequentially.

According to the second embodiment, in addition to the advantages of the first embodiment, the following advantages are obtained.
The driver can visually recognize the instantaneous fuel efficiency and the average fuel efficiency as positions corresponding to the magnitude of these values so that the changes in these values can be visually recognized, and can easily grasp, for example, the degree of fuel efficiency as the degree of the quality of the vehicle's driving state from the size of the interval between the positions of these values (in the example of FIG. 5, the combined interval of the off display areas 51b and 52b). In other words, the driver can easily grasp the degree of the quality of the fuel efficiency based on both the instantaneous fuel efficiency, which the driver recognizes as a value indicating the real-time driving state, and the average fuel efficiency, which indicates the cumulative driving state that changes as the vehicle travels, from the size of the interval between the positions of these values.

--Example 3--
In this embodiment, the instantaneous fuel efficiency is displayed in a comparative manner with respect to the average fuel efficiency in the bar graph display mode of the second embodiment.
Fig. 7 is a screen display diagram showing an example of a bar graph display mode according to the third embodiment, and Figs. 8(a), (b), and (c) are partial enlarged views showing details of the bar graph display mode in Fig. 7. In these diagrams, elements common to Fig. 5 are given the same reference numerals, and their explanation will be omitted.
In this embodiment, in the display image in the form of a bar graph shown in FIG. 5, a threshold line 61 indicating the current value of the average fuel efficiency is displayed in parallel with the indicator 51 of the bar display for instantaneous fuel efficiency. Therefore, this threshold line 61 moves up and down according to the current value of the average fuel efficiency. If the current instantaneous fuel efficiency is the same as or smaller than the average fuel efficiency (the upper end of the lighted display area 51a coincides with or is lower than the threshold line 61), the lighted display area 51a of the bar display for instantaneous fuel efficiency is displayed in blue as shown in FIG. 8(a). If the current instantaneous fuel efficiency is slightly higher than the average fuel efficiency (the upper end of the lighted display area 51a exceeds the threshold line 61 by, for example, two indicators), the lighted display area 51a is displayed in yellow as shown in FIG. 8(b). If the current instantaneous fuel efficiency is significantly higher than the average fuel efficiency (the upper end of the lighted display area 51a exceeds the threshold line 61 by, for example, three indicators or more), the lighted display area 51a is displayed in red as shown in FIG. 8(c).

Next, the display control process of the display device 20 of this embodiment for realizing the above display mode will be described with reference to Figures 6 and 9. Figure 9 is a flowchart showing the instantaneous fuel consumption color-based display process in the display control process of the display device 20 of Example 3, and this instantaneous fuel consumption color-based display process is realized by the CPU 21b executing a control program stored in the ROM 21c.

After performing the same processes as those in steps S21 to S25 in FIG. 6, in step S26, the CPU 21b generates display image data in the form of bar graphs corresponding to the above-mentioned engine RPM bar display, gear ratio bar display, instantaneous fuel consumption bar display, and average fuel consumption bar display based on the code data obtained in step S25. This generation is performed in the same manner as described in step S15 in FIG. 4. In addition, display image data of a threshold line 61 indicating the current value of average fuel consumption, which is displayed in parallel with the indicator 51 of the instantaneous fuel consumption bar display, is also generated. Then, in generating the display image data of the instantaneous fuel consumption bar display, an instantaneous fuel consumption color display process is performed to display the instantaneous fuel consumption in a color corresponding to the threshold line 61.

This instantaneous fuel consumption color display process is performed according to the process flow shown in FIG. 9, for example. That is, first, in step S41, the CPU 21b compares the current instantaneous fuel consumption with the average fuel consumption to determine whether the instantaneous fuel consumption is equal to or lower than the average fuel consumption. If it is equal to or lower than the average fuel consumption, the process proceeds to step S42, where the lit display area 51a of the instantaneous fuel consumption bar display is displayed in blue as shown in FIG. 8(a), and the process ends. If the instantaneous fuel consumption exceeds the average fuel consumption, the process proceeds to step S43, where it is determined whether the instantaneous fuel consumption significantly exceeds the average fuel consumption. If it does not significantly exceed the average fuel consumption, the process proceeds to step S44, where the lit display area 51a is displayed in yellow as shown in FIG. 8(b), and the process ends. If it significantly exceeds the average fuel consumption, the process proceeds to step S45, where the lit display area 51a is displayed in red as shown in FIG. 8(c), and the process ends.

When the process of generating display image data for one page, including the process of displaying the instantaneous fuel consumption by color, is completed, the CPU 21b advances the process to step S27.
In step S27, the graphic chip 21e performs display processing of a display image in the form of a bar graph based on a display command from the CPU 21b. That is, one sheet of display image data in the form of a bar graph corresponding to the above-mentioned engine RPM bar display, gear ratio bar display, color-coded instantaneous fuel economy bar display, and average fuel economy bar display, plus the threshold line 61 display, is drawn once in the graphic memory 21f and then displayed on the display unit 32 via the display drive circuit 31 under the control of the graphic chip 21e.

Then, the CPU 21b repeatedly executes the above-mentioned processes from step S22 to step S27 until the ignition switch is turned off (step S28). That is, the above-mentioned processes from step S22 to step S27 are repeated at a predetermined time interval that the driver can recognize as reflecting the driver's driving operation in real time, and the display is updated sequentially.

According to this embodiment 3, in addition to the advantages of the embodiment 2 described above, the instantaneous fuel consumption can be displayed, for example, in different colors based on the degree of deviation of the instantaneous fuel consumption, which is a value evaluated over a relatively short time, from the average fuel consumption, which is a value evaluated over a relatively long time, so that the driver can more easily grasp the degree of eco-driving.

- Example 4 - In this example, multiple values that change as the vehicle travels, for example the magnitude of the value of the gear ratio, are displayed by changes in the shape of the continuously variable transmission, and multiple values such as the engine speed and axle speed are displayed by animation.
10A and 10B are screen display diagrams showing an example of an animation display mode according to the fourth embodiment.
10A and 10B show an animation display mode display image including a top view display area 70 that simulates the change in the gear ratio of the continuously variable transmission by changing the state of a gear unit 71 of the continuously variable transmission. Furthermore, a side view display area 80 is arranged in parallel to the top view display area 70. The side view display area 80 is an animation display area that simulates the change in the value of the engine speed by the rotation speed of a rotation area 73 that indicates the gear joined to the engine drive shaft 72, and further simulates the change in the value of the axle speed by the rotation speed of a rotation area 75 that indicates the gear joined to the axle 74.

In the top view display area 70 and the side view display area 80, as the value of the gear ratio changes, the display shape changes continuously from a shape representing a high gear ratio (close to first gear) as shown in FIG. 10(a) to a shape representing a low gear ratio (far from first gear) as shown in FIG. 10(b), or from the shape shown in FIG. 10(b) to the shape shown in FIG. 10(a).
This embodiment includes a screen for displaying an animation operation in addition to the configuration of the above-mentioned embodiment 3. The screen of embodiment 3 (FIGS. 5 and 7) and the screen for displaying an animation operation (FIG. 10) are simultaneously displayed at different positions on the same screen.

Next, the display control process of the display device 20 of this embodiment for realizing the above-mentioned display mode will be described with reference to FIG.
FIG. 11 is a flowchart showing a display control process of the display device 20 according to the fourth embodiment. This display control process is realized by the CPU 21b executing a control program stored in the ROM 21c.

When the ignition switch is turned on (step S51), the CPU 21b starts processing and proceeds to step S52. In step S52, the CPU 21b acquires the current engine speed and vehicle speed values, similar to step S12 in FIG. 4, and then in step S53, the CPU 21b calculates the axle speed and gear ratio in a manner similar to step S13 in FIG. 4.

In the next step S54, the CPU 21b codes the acquired engine speed and the calculated axle speed and gear ratio. Specifically, for the engine speed, for example, a range from 0 [rpm] to 7000 [rpm] is divided according to the number of patterns (described later) used to display the rotation range 73 shown in FIG. 10, and code data is assigned to each division. Code data is similarly assigned to the axle speed. For the gear ratio, a range from a low value "L" to a high value "H" is divided according to the number of patterns (described later) used to display the top view display area 70, and code data is assigned to each division. These are stored in advance in the ROM 21c as a data table.

The CPU 21b converts the acquired current engine speed into the corresponding code data by applying it to the data table. Similarly, the calculated axle speed and gear ratio are also converted into corresponding code data. The CPU 21b writes the code data obtained in this way, which corresponds to the current values, into the RAM 21d, and proceeds to step S55.
In step S55, the CPU 21b generates one sheet of display image data in the display form shown in FIG. 10, based on the code data corresponding to the current value obtained in step S54.

To be more specific, in the top view display area 70 and the side view display area 80, as the value of the gear ratio changes, a continuous display shape is changed, for example from the shape shown in FIG. 10(a) to the shape shown in FIG. 10(b). Of the continuous image patterns displayed in association with this continuous shape change, multiple patterns are selected in stages and stored in advance. Also, in the rotation areas 73 and 75 of the side view display area 80, as the values of the engine speed and axle speed change, a continuous display change is made in which the paired sector patterns move in the direction of rotation. Of the continuous image patterns displayed in association with this continuous display change, multiple patterns are selected in stages and stored in advance.

The control program stored in ROM 21c is programmed with control processing such as which of multiple patterns to use in response to the individual code data corresponding to the fluctuations in the gear ratio value for the top view display area 70 and the side view display area 80. For the animation display area of rotation areas 73 and 75, multiple patterns are displayed in a frame-by-frame fashion, and processing is programmed to control the degree of frame-by-frame advancement (pattern shift amount) of the multiple patterns in response to the individual code data corresponding to the fluctuations in the engine speed and axle speed values.

The CPU 21b performs lighting control in accordance with such a control program by issuing a display command to the graphic chip 21e.
In the next step S56, the graphic chip 21e performs display processing of the display image as shown in Fig. 10 based on the display command. That is, the display image data for one page in the above-mentioned form is once drawn in the graphic memory 21f, and then displayed on the display unit 32 via the display drive circuit 31 under the control of the graphic chip 21e.

Then, the CPU 21b repeatedly executes the above-mentioned processes from step S52 to step S56 until the ignition switch is turned off (step S57). That is, the above-mentioned processes from step S52 to step S56 are repeated at a predetermined time interval that the driver can recognize as reflecting the driver's driving operation in real time, and the display is updated sequentially. In particular, for the animation display area of rotation ranges 73 and 75, the fluctuations in the values of the engine rotation speed and the axle rotation speed can be represented by the rotation speed of the rotation ranges 73 and 75.

According to this embodiment, the driver can easily visually recognize the magnitude of the gear ratio value as multiple values change as the vehicle travels, and can also grasp the magnitude of the engine speed and axle speed values through animation displays of parts with movements related to each of these values.
In the above explanation, the screen of Example 3 (FIGS. 5 and 7) and the screen displayed in animation (FIG. 10) are displayed simultaneously in different positions on the same screen, but they may be displayed by switching between them rather than simultaneously.

--Example 5--
12A and 12B are screen display diagrams showing an example of a needle meter display mode according to the fifth embodiment.
12(a) and 12(b), the display image of the needle meter display mode shows a variation in the value of the gear ratio of the continuously variable transmission as a change in shape of a circular area 81, and a variation in the value of the engine speed as a rotation state of an arrow area 82. The arrow area 82 is disposed within the circular area 81.
When the gear ratio is high and the engine speed is low, the circular area 81 is lit up like a full moon, and the arrow in the arrow area 82 is lit up so that it points straight up, as shown in Fig. 12(a). When the gear ratio is low and the engine speed is high, the circular area 81 is lit up like a crescent, and the arrow in the arrow area 82 is lit up so that it points significantly clockwise, as shown in Fig. 12(b).

In the circular area 81, the display shape changes continuously from the shape shown in FIG. 12(a) to the shape shown in FIG. 12(b) as the gear ratio value changes, and in the arrow area 82, the display shape changes continuously from the shape shown in FIG. 12(b) to the shape shown in FIG. 12(a) as the engine speed changes.
This embodiment includes a screen in a needle meter display mode in addition to the configuration of the above-mentioned embodiment 3. The screens of embodiment 3 (FIGS. 5 and 7) and the screen in the needle meter display mode (FIG. 12) are simultaneously displayed at different positions on the same screen.

Next, the display control process of the display device 20 of this embodiment to realize the above display mode is similar to the display control method related to the continuous change in display shape of the top view display area 70 and the side view display area 80 described using FIG. 11 in Example 4, for example, from the shape shown in FIG. 10(a) to the shape shown in FIG. 10(b). In other words, the only difference is that the display object changes to a circular area 81 and an arrow area 82, and the other display controls are the same.

According to this embodiment, in addition to the advantages of the third embodiment, the driver can easily visually recognize the magnitude of the values of the gear ratio and the engine speed as a plurality of values that change as the vehicle travels.
In the above description, the screen of Example 3 (FIGS. 5 and 7) and the screen of the needle meter display mode (FIG. 12) are displayed simultaneously at different positions on the same screen, but they may be displayed by switching between them rather than simultaneously.

--Example 6--
In this embodiment, a graph of a vehicle travel log (hereinafter referred to as a gear ratio log) showing changes in gear ratio is displayed with multiple values, such as engine revolutions and vehicle speed, as graph axes.
FIG. 13 is a screen display diagram showing an example of a graph display image according to the sixth embodiment.
As shown in FIG. 13, the magnitude of the engine revolutions is displayed on the vertical axis, and the magnitude of the vehicle speed is displayed on the horizontal axis. Lines L1 and L2 in the figure indicate the maximum and minimum gear ratios calculated from the vehicle specifications table. A curve CL on the left side of line L1 indicates the change in gear ratio corresponding to the slippage of the torque converter (corresponding to the slippage of the clutch of a manual vehicle) when the vehicle starts moving. If there is no slippage of the torque converter, the gear ratio basically changes within the range inside these lines L1 and L2 (WO in FIG. 13). The example in FIG. 13 shows the case where the outer diameter of the tire is 724 mm (225/65 R17), the gear ratio is 2.396 to 0.428, and the final reduction ratio is 5.470.
This embodiment includes a screen for displaying a graph of the gear ratio log in addition to the configuration of the above-described embodiment 3. The screens of embodiment 3 (FIGS. 5 and 7) and the screen for displaying the graph of the gear ratio log (FIG. 13) are simultaneously displayed in different positions on the same screen.

Next, the display control process of the display device 20 of the present embodiment will be described with reference to Fig. 14. Fig. 14 is a flowchart showing the display control process of the display device 20 according to the sixth embodiment, and this display control process is realized by the CPU 21b executing a control program stored in the ROM 21c.
As shown in Fig. 14, the processes from step S61 to step S63 are similar to the processes from step S11 to step S13 in Fig. 4. In step S64, a gear ratio log is obtained based on the calculated gear ratio, and in step S65, a graph such as that shown in Fig. 13 is displayed using the values of the engine speed, vehicle speed, and gear ratio log.

Specifically, the graphics chip 21e displays a graph while keeping track of the progress of the gear ratio log in accordance with a display command from the CPU 21b for displaying a graph such as that shown in Figure 13. Then, one piece of display image data in the form of the graph described above is once drawn in the graphics memory 21f, and then displayed on the display unit 32 via the display drive circuit 31 under the control of the graphics chip 21e.

Then, the CPU 21b repeatedly executes the processes from step S62 to step S65 until the ignition switch is turned off (step S66). That is, the processes from step S62 to step S65 are repeated at a predetermined time interval that the driver can recognize as reflecting the driver's driving operation in real time, and the display is updated sequentially.

According to this embodiment 5, the graph of the gear ratio log, which has the engine speed and vehicle speed values on different axes, allows the user to grasp the changes in each of these values and the gear shift state. In the above explanation, the screen of embodiment 3 (FIGS. 5 and 7) and the screen displaying the gear ratio log graph (FIG. 13) are displayed simultaneously in different positions on the same screen, but they may be displayed by switching between them instead of simultaneously.

--Modifications--
The present invention is not limited to the illustrated embodiment, and various modifications are possible. For example, the following modifications may be made.

(1) In the above embodiments, the display control system is a display device mounted on the vehicle, but it may also be configured with a server or the like located outside the vehicle.

(2) In the above embodiments, the engine RPM and vehicle speed data were obtained by using the sensor values connected to the vehicle ECU. However, the sensor values may be processed and used as processed values. The processed values may be values obtained from a single sensor or values from multiple sensors. The processed values may be values based on values obtained from a sensor or other sensor that is attached to the display control system and retrofitted to the vehicle. The sensor or other sensor that is attached to the display control system and retrofitted to the vehicle may be stored in a single housing together with a portion having at least some of the components of the display control system.

(3) In the above embodiment, engine speed, vehicle speed, gear ratio, instantaneous fuel consumption, and gear ratio log were used as multiple values that change as the vehicle travels, but other values that the driver recognizes as indicating a real-time driving state may be used. A value that the driver recognizes as indicating a real-time driving state may be, for example, a value that is updated at an interval that the driver recognizes as reflecting the driver's driving operation in real time. The interval that the driver recognizes as reflecting the driver's driving operation in real time usually differs depending on the type of value. If this value is, for example, the accelerator opening, it needs to be updated at a time interval required for the accelerator opening to change, and the update interval is, for example, on the order of several hundred ms or less. On the other hand, if the value is, for example, the temperature of the engine coolant, it is, for example, on the order of several minutes or less.

(4) In the above Examples 1, 2, and 3, the value recognized by the driver as indicating the real-time driving state was the engine speed, the gear ratio, or the instantaneous fuel consumption, and the value recognized as indicating the cumulative driving state that changes as the vehicle travels was the average fuel consumption, but these values are not limited to those mentioned above.

(5) In the above-mentioned Examples 1, 2, and 3, the wider the interval between the positions corresponding to the magnitudes (current values) of the engine speed and the gear ratio, or the instantaneous fuel consumption and the average fuel consumption, the better the fuel consumption. In contrast, the narrower the interval between the positions corresponding to the magnitudes of these respective values, the better the fuel consumption. Specifically, in the screen displays of FIG. 3, FIG. 5, and FIG. 7, the engine speed is displayed from 0 [rpm] to 7000 [rpm] increasing from right to left in front of the display screen, and the gear ratio is displayed from "L" to "H" increasing from left to right. In addition, the instantaneous fuel consumption is displayed from "0" to "50 or more" increasing from top to bottom in front of the display screen, and the average fuel consumption is displayed from "1 or less" to "100 or more" increasing from bottom to top.

(6) In the above embodiments 1, 2, and 3, the fuel economy is improved when the current value of the bar graph display moves in the direction of the arrows 43, 44, 53, and 54. However, in the screen displays of Figs. 3, 5, and 7, the direction of these arrows may be reversed, and the fuel economy may be worsened when the current value of the bar graph display moves in the direction of the arrow. With such a display, it is easy to understand that the fuel economy worsens as the intervals between the positions corresponding to the magnitude of each value (current value) become narrower.

(7) The display of the positions according to the magnitude of each value may be in a form in which the magnitude of each value is shown by the animation movement of a different display object. In this way, the magnitude of each value is shown by the animation movement of a different display object, so that it is easy to recognize what value the display indicates by looking at the animation of the display object. For example, in the screen display of FIG. 3, for each indicator of the bar that is lit, the gear ratio side is shown as a gear mark, and the engine speed side is shown as a piston mark. In this way, the magnitude of the gear ratio can be easily understood from the number of lit gear marks, the magnitude of the engine speed can be easily understood from the number of lit piston marks, and the level of eco-driving can be easily understood from the distance between both ends of the unlit part between the two.

(8) The position according to the magnitude of each value may be obtained by inputting each value into a specified function. For example, it may be a position proportional to the value itself (such as a linear function), or it may be a position indicated by a value obtained by substituting the value into another specified function.

(9) The multiple values that change as the vehicle travels may include multiple values that are varied by automatic vehicle control based on a single driving operation by the driver, and that make it difficult for the driver to recognize which value has changed due to that single driving operation. This allows the driver to easily know the degree of quality of the driving condition from the size of the interval between the values that are varied by automatic control when the driver performs a single driving operation, and also allows the driver to know the size and change of the values that are varied by the automatic control.

(10) In the above embodiments, the value related to the control amount of the configuration for imparting rotation to the continuously variable transmission is the engine speed, but this is not limited to this and may be the fuel flow rate, the intake manifold value, etc.

(11) The animation display of Example 4 may be performed together with or in place of the bar graph display of Example 1. This allows the driver to visually recognize the engine speed and gear ratio values as multiple values that change as the vehicle travels, and to visually recognize the changes in each of these values as positions corresponding to the magnitude of each value. The driver can also easily grasp the degree of fuel economy as a measure of the quality of the vehicle's traveling condition from the size of the intervals between positions that change as the vehicle travels, and can grasp the magnitude of each value through the animation display of parts with movements related to each value.

(12) The log graph display of Example 6 may be performed together with or in place of the bar graph display of Example 1. This allows the driver to visually recognize the changes in each value, such as the engine speed and gear ratio, as multiple values that change as the vehicle travels, and to visually recognize the positions corresponding to the magnitude of each value. The driver can easily grasp the degree of the condition of the vehicle's travel from the size of the intervals between positions that change as the vehicle travels, and can grasp the changes in each value from a graph with each value on a different axis.

(13) The display mode of the indicators present between each of the indication displays may be the same, and the same display mode may be different from the display mode of the indicators present between each of the reference positions and the position of the indication display. For example, in the screen display of FIG. 3, the unlit display areas 41b and 42b may be lit display areas displayed in the same color (e.g., blue). Furthermore, the lit display areas 41a and 42a may be displayed in a different color (e.g., yellow and red). This allows the magnitude of each value to be easily grasped, as well as the "degree of good or bad of the condition related to the driving."

(14) At least one of the data of the engine speed and gear ratio used for display, or the history of the magnitude of the instantaneous fuel consumption and average fuel consumption, or the history of the content actually displayed may be recorded on a storage medium such as an SD card, and this stored data may be sequentially reproduced and displayed on a personal computer or mobile terminal, etc., in the same manner as the data obtained from the vehicle described in each embodiment. In this way, it is easy to check the degree of the vehicle's driving condition on a personal computer, etc. after driving.

(15) The combination of data to be displayed may be selected from the following data, for example. For example, a function for selection using a touch panel and display, etc. may be provided. The data may be "speed", "average speed", "maximum speed", "5-second speed", "average 5-second speed", "maximum 5-second speed", "rpm", "average rpm", "maximum rpm", "engine load", "average load", "maximum load", "throttle opening", "average throttle opening", "maximum throttle opening", "ignition timing", "fuel level", "intake manifold pressure", "MAF", "INJ", "coolant temperature", "intake temperature", "outside air temperature", "remaining fuel", "fuel flow rate", "fuel consumed", "lifetime fuel consumed", "instantaneous fuel consumption", "current fuel consumption", "lifetime fuel consumption", "average fuel consumption", "average fuel consumption on general roads", "average fuel consumption on expressways", "driving time", "driving time", "idling time", "idling ratio", "driving ... "Distance traveled", "Lifetime mileage", "Acceleration time from 0-20km/h", "Average acceleration from 0-20km/h", "Shortest acceleration from 0-20km/h", "Acceleration time from 0-40km/h", "Average acceleration from 0-40km/h", "Shortest acceleration from 0-40km/h", "Acceleration time from 0-60km/h", "Average acceleration from 0-60km/h", "Shortest acceleration from 0-60km/h", "Acceleration time from 0-80km/h", "Average acceleration from 0-80km/h", "Shortest acceleration from 0-80km/h", "Riding time from 0-20km/h", "Riding time from 20-40km/h", "Riding time from 40-60km/h", "Riding time from 60-80km/h", "Riding time over 80km/h", etc. would be good examples.

(16) For example, in the display configuration of Figure 3, if the right-side indicator 42 is changed from "gear ratio" to "coolant temperature," and the left side is the side with a lower coolant temperature, and the right side is the side with a higher coolant temperature, the coolant temperature will rise as the vehicle travels from a low coolant temperature state at the start of travel. When the coolant temperature is low, the engine speed may increase without depressing the accelerator in order to raise the coolant temperature due to the operation of the air conditioner, etc., but whether or not this state is present can be easily determined by the amount of displacement from the reference positions of the engine speed and coolant temperature to the indicated positions and the distance between the indicated positions of both.
3, if the indicator 42 on the right side is replaced with "motor speed" in a hybrid vehicle instead of "gear ratio," and the side with low motor speed is on the right side and the side with high motor speed is on the left side, the engine and motor speeds can be grasped from the amount of displacement from their respective reference positions to the indicated positions, and the overall energy usage state can be easily grasped from the interval between the two indicated positions. It can be seen at a glance that the wider this interval is, the lower the overall energy usage, and the narrower this interval is, the higher the overall energy usage.

(17) Although the shape of each of the indicators 41, 42 is the same rectangular shape, they may be different shapes. In particular, it is preferable to make the shapes of the indicators 41, 42 gradually larger from the center toward the periphery. For example, the height from top to bottom may be the same, and the width from left to right may be gradually increased. In this way, even a small deterioration will cause the display to move significantly from the reference position. This will encourage the driver to be careful when driving so as not to cause even the slightest deterioration. Conversely, it is also possible to make the shapes of the indicators 41, 42 gradually smaller from the center toward the periphery. In this way, even a small deterioration will not cause a large movement from the reference position, but driving that causes a significant deterioration will cause a large movement from the reference position. This is useful for preventing driving that causes a significant deterioration.

20 Display device 21b CPU
21c ROM
21d RAM
21e Graphic chip 21f Graphic memory 31 Display drive circuit 32 Display unit

Claims (2)

A function of displaying a first value and a second value that change with the traveling of a vehicle using a predetermined display image,
displaying the variation in the first value as a change in the shape of an image resembling a circle;
a function of displaying the variation in the second value in a rotating state of an image resembling an arrow ;
The change in the shape of the image resembling a circle includes changing the shape of the image resembling a crescent moon;
placing the image representing an arrow within the image representing a circle in a shape representing a crescent moon. A program for causing a computer to execute the functions of the system according to claim 1 .

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