JP2013113720A - Display device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a display device for a vehicle capable of preventing a flicker of speed display during continuous traveling, enabling a driver to easily grasp the continuous traveling and preventing the driver from feeling discomfort resulting from a change in a traveling state to speed display during continuous traveling.SOLUTION: The display device for a vehicle used in a hybrid vehicle which can perform intermittent traveling that repeats acceleration traveling and inertia traveling within a vehicle speed range R includes an HVECU for setting an upper limit vehicle speed VH and a lower limit vehicle speed VL of the vehicle speed range R on the basis of a control vehicle speed VS by defining a vehicle speed at the establishment of an intermittent traveling condition as the control vehicle speed VS, a vehicle speed display part 302a for fixing the control vehicle speed VS during intermittent traveling to display the control vehicle speed, and a vehicle state display part 302b for displaying an actual vehicle speed V during intermittent traveling and an accelerating/decelerating state.

Description

  The present invention relates to a display device for a vehicle that is applied to a vehicle having at least an electric motor as a driving force source, and in particular, intermittent traveling that repeatedly performs acceleration traveling based on the driving force of the driving force source and inertial traveling based on the inertial force of the vehicle. The present invention relates to a vehicular display device used in a vehicle that can perform the above-described operation.

  Conventionally, this type of vehicle display device is applied to a hybrid vehicle that includes an internal combustion engine and a motor generator (hereinafter simply referred to as a motor) as a driving force source and can stop the operation of the internal combustion engine while the vehicle is running. Accelerated running in which driving force is generated by mechanical power from the power source, and so-called coast down (hereinafter referred to as coasting down) in which the vehicle is driven by inertia of the vehicle without outputting mechanical power to the driving power source. In some cases, intermittent traveling control is performed in which the vehicle is driven according to a preset target vehicle speed by alternately performing the inertia traveling) within a predetermined vehicle speed range determined by the upper limit vehicle speed and the lower limit vehicle speed. By carrying out such intermittent running, it is possible to realize a fuel-efficient driving with reduced fuel consumption compared to a case where the internal combustion engine is continuously driven and the vehicle is driven at a constant speed.

  By the way, in a hybrid vehicle that performs such intermittent travel, if the vehicle speed change due to repeated acceleration travel and inertia travel during intermittent travel is directly reflected in the vehicle speed indicator, the driver is caused by the vehicle speed change. The vehicle speed display that is visually recognized by the user flickers. In particular, in recent years, many vehicle speed indicators that digitally display the vehicle speed have been adopted, and in such a digital display vehicle speed indicator, the flicker of the vehicle speed display as described above can be recognized even more by the driver. . Therefore, there is a problem of how to display the vehicle speed during intermittent running.

  In relation to such a problem, for example, in an ATS speed check device that is an on-board facility in an automatic train stop device (ATS) for safe train operation, a technique for preventing flickering of the speed display of the train digital speedometer Is disclosed (for example, see Patent Document 1). This ATS speed check device is a speed calculation value generated by a frequency fluctuation of the speed generator caused by a misalignment between the center of the speed generator's rotating shaft and the train's axle even though the train is coasting at a constant speed. It was made to solve the problem that the speed display of the train digital speedometer flickers due to fluctuations in the speed.

  As a specific method for preventing flickering of the speed display, the ATS speed checking device determines that the train is coasting when the acceleration / deceleration is below a certain value. If it is below a certain value, the speed at the start of coasting operation is displayed as a fixed value on the train digital speedometer.

  Here, in the hybrid vehicle described above, it is also possible to fix the vehicle speed display during intermittent traveling to a predetermined vehicle speed by applying the technology in the ATS speed checking device regarding vehicle speed display during intermittent traveling.

JP-A-9-70107

  However, in the hybrid vehicle capable of intermittent traveling as described above, since the acceleration traveling and the inertia traveling are repeated within a relatively large vehicle speed range during intermittent traveling, the variation range of the vehicle speed becomes large. For this reason, when the vehicle speed display during intermittent driving is simply fixed at a predetermined vehicle speed as described above, the actual vehicle speed, acceleration / deceleration state, etc. due to intermittent driving, although the vehicle speed display visually recognized by the driver is fixed. Since the driving state of the vehicle changes, the driver may feel uncomfortable.

  The present invention has been made in view of the circumstances as described above, and while preventing flickering of the vehicle speed display during intermittent traveling, it is possible to easily grasp that the driver is traveling intermittently, and the vehicle speed during intermittent traveling It is an object of the present invention to provide a vehicle display device that can prevent a driver from feeling uncomfortable due to a change in a running state with respect to a display.

  In order to achieve the above object, the vehicle display device according to the present invention includes (1) at least an electric motor as a driving force source for generating a driving force of the vehicle, and an acceleration traveling and the driving force source that travel with the driving force The vehicle display device used for a vehicle capable of intermittent traveling that travels by repeatedly performing inertial traveling in which the vehicle travels inertially in a vehicle speed range determined according to the vehicle speed, during the intermittent traveling, The vehicle speed display means that fixes and displays the vehicle speed at a predetermined vehicle speed included in the vehicle speed range, and the vehicle state display means that displays the actual vehicle speed and the acceleration / deceleration state during the intermittent travel are provided.

  With this configuration, the vehicle display device according to the present invention can prevent the vehicle speed display from flickering during intermittent travel because the vehicle speed display means displays the vehicle speed at a predetermined vehicle speed during intermittent travel.

  In the vehicle display device according to the present invention, the vehicle state display means displays the actual vehicle speed and acceleration / deceleration state during intermittent running. For this reason, the driver can check the actual vehicle speed and the acceleration / deceleration state at the time of intermittent travel, in addition to the vehicle speed fixedly displayed. Therefore, the vehicular display device according to the present invention can easily grasp that the driver is running intermittently, and the driver feels uncomfortable due to a change in the running state with respect to the vehicle speed display during intermittent running. Can be prevented.

  The vehicle display device according to the present invention is the vehicle display device according to (1), wherein (2) the vehicle is intermittently driven on condition that a predetermined intermittent driving condition is satisfied. Control means for controlling a driving force source, wherein the control means uses a vehicle speed when the intermittent traveling condition is satisfied as a control vehicle speed, and sets an upper limit vehicle speed and a lower limit of the vehicle speed range on a high speed side and a low speed side based on the control vehicle speed. The vehicle speed display means is configured to fix and display the control vehicle speed as the predetermined vehicle speed during the intermittent running.

  With this configuration, the vehicle display device according to the present invention displays the vehicle speed required by the driver because the vehicle speed display means fixes and displays the control vehicle speed when the intermittent travel condition is satisfied as the predetermined vehicle speed during intermittent travel. be able to. For this reason, the driver can continue driving without feeling uncomfortable even when shifting to intermittent driving by visually checking the control vehicle speed fixedly displayed and the actual vehicle speed and acceleration / deceleration state displayed on the vehicle state display means. can do.

  The vehicle display device according to the present invention is the vehicle display device according to (2), wherein (3) the control vehicle speed is set between the upper limit vehicle speed and the lower limit vehicle speed. .

  With this configuration, the vehicle display device according to the present invention has the control vehicle speed set between the upper limit vehicle speed and the lower limit vehicle speed, so that when the control vehicle speed is fixedly displayed during intermittent running, the upper limit vehicle speed, the lower limit vehicle speed, and the driver It is possible to minimize the fluctuation range between the vehicle speed visually recognized by the vehicle. Therefore, it is possible to prevent the vehicle speed displayed on the vehicle speed display means and the actual vehicle speed from being significantly different from each other.

  The vehicle display device according to the present invention is the vehicle display device according to any one of (1) to (3), wherein (4) the vehicle includes only the electric motor as the driving force source; It has the structure which is a hybrid vehicle provided with the said electric motor and an internal combustion engine as a driving force source.

  According to the present invention, it is possible to prevent the speed display from flickering during intermittent traveling and to easily grasp that the driver is traveling intermittently, and to drive due to a change in traveling state with respect to the speed display during intermittent traveling. It is possible to provide a vehicle display device that can prevent a person from feeling uncomfortable.

1 is a schematic configuration diagram of a hybrid vehicle to which a vehicle display device according to an embodiment of the present invention is applied. 1 is a schematic configuration diagram of an engine according to an embodiment of the present invention. It is a flowchart of the intermittent traveling control performed by HVECU which concerns on embodiment of this invention. It is a time chart of intermittent traveling control in an embodiment of the invention. It is a figure which shows the speedometer part which concerns on embodiment of this invention. It is a figure which shows the modification of the speedometer part which concerns on embodiment of this invention.

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

  In the embodiment of the present invention, an example will be described in which the display device for a vehicle is applied to a vehicle equipped with an internal combustion engine and an electric motor as a driving force source, that is, a so-called hybrid vehicle. In the following, an example in which the vehicle display device is applied to a hybrid vehicle will be described, but the present invention can also be applied to a so-called electric vehicle including only an electric motor as a driving force source.

  As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2 and motor generators (hereinafter simply referred to as motors) MG1 and MG2, which are electric motors capable of generating electric power, as driving force sources that generate the driving force of the hybrid vehicle 1. Prepare. The hybrid vehicle 1 includes a drive device 3 and a vehicle display device 4.

  The drive device 3 includes motors MG1 and MG2, a power split and integration mechanism 40, a speed reduction mechanism 70, and a differential mechanism 80, and constitutes a so-called hybrid transaxle. The drive device 3 is combined with the engine 2 to constitute a power output device (power plant).

  The engine 2 is configured as an internal combustion engine capable of outputting power using a hydrocarbon fuel such as gasoline or light oil.

  As shown in FIG. 2, the engine 2 sucks the air purified by the air cleaner 20 through the throttle valve 21 and the intake passage 22. Thereafter, the engine 2 injects gasoline from the fuel injection valve 23 and mixes the sucked air and gasoline, and sucks this mixture into the fuel chamber via the intake valve 24. Next, the engine 2 explodes and burns the sucked air-fuel mixture with electric sparks from the spark plug 25, and converts the reciprocating motion of the piston 26 pushed down by the energy into the rotational motion of the engine output shaft 12.

A purification device 29 having a three-way catalyst that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) is provided on the exhaust passage 28 of the engine 2. In the engine 2, in order to make the three-way catalyst function most effectively, the air-fuel ratio (actual air-fuel ratio) matches the stoichiometric air-fuel ratio based on output values of an A / F sensor 207 and an O ₂ sensor 208 described later. Thus, the air-fuel ratio feedback control is executed by the engine ECU 200.

  The engine 2 also includes a variable valve timing mechanism 90 that can continuously change the opening / closing timing VT of the intake valve 24. The variable valve timing mechanism 90 includes a vane type VVT controller (not shown) and an oil control valve, and continuously changes the angle of an intake camshaft (not shown) at the opening / closing timing VT of the intake valve 24.

  As shown in FIG. 1, a power split and integration mechanism 40 is coupled to the engine output shaft 12. The engine 2 outputs mechanical power (hereinafter referred to as engine output) from the engine output shaft 12 toward the drive wheels 6. This mechanical power can be controlled by the engine ECU 200.

  The motors MG1 and MG2 are so-called motor generators having both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. The motor MG1 is mainly used as a generator, and the motor MG2 is mainly used as an electric motor. Motor MG2 in the present embodiment constitutes an electric motor according to the present invention.

  The motors MG1 and MG2 are composed of permanent magnet AC synchronous motors or the like. The motors MG1 and MG2 have stators 53 and 54 and rotors 51 and 52, respectively. The stators 53 and 54 are supplied with AC power from inverters 61 and 62 (described later) to form a rotating magnetic field. The rotors 51 and 52 are coupled to the power split and integration mechanism 40 and are rotated by being attracted to a rotating magnetic field. The motors MG1 and MG2 are provided with resolvers (not shown) that detect the rotation angle positions of the rotors 51 and 52, respectively. The resolver transmits a signal corresponding to the detected rotational angle position of the rotors 51 and 52 to the motor ECU 60.

  The motors MG1 and MG2 can operate as electric motors upon receiving power supplied from the secondary battery (storage battery) 105 (hereinafter, this operation state is referred to as power running). On the other hand, when a motor shaft (not shown) is rotated by an external force, it can operate as a generator that generates an electromotive force to charge the secondary battery 105 (hereinafter, this operation state is referred to as regeneration).

  In addition, the drive device 3 is provided with inverters 61 and 62 and a motor ECU 60. The inverters 61 and 62 are connected to the stators 53 and 54, respectively. The inverters 61 and 62 are configured to convert the DC power supplied from the secondary battery 105 into AC power and supply the AC power to the corresponding motors MG1 and MG2, respectively. Further, the inverters 61 and 62 are configured such that AC power from the motors MG1 and MG2 is converted into DC power and can be collected in the secondary battery 105. Power supply and power recovery of inverters 61 and 62 are controlled by motor ECU 60.

  The power split and integration mechanism 40 is a power transmission mechanism that transmits mechanical power output from the engine 2 and the motors MG1 and MG2 to the drive shaft 7. The power split and integration mechanism 40 includes a single pinion type power split planetary gear 40a and a reduction planetary gear 40c.

  Power split planetary gear 40a is configured to be able to split mechanical power output from engine 2 into mechanical power for driving motor MG1 and mechanical power for driving reduction mechanism 70. The power split planetary gear 40a includes a sun gear 42, a planetary pinion 43, a planetary carrier 44, and a ring gear 45a.

  Sun gear 42 is coupled to rotor 51 of motor MG1. The planetary pinion 43 is supported so as to be able to revolve and rotate with respect to the planetary carrier 44. The planetary carrier 44 is coupled to the engine output shaft 12. The power split planetary gear 40a configured as described above splits the engine output of the engine 2 into mechanical power transmitted to the sun gear 42 via the planetary pinion 43 and mechanical power transmitted to the ring gear 45a. ing. The mechanical power transmitted from the engine 2 to the sun gear 42 is transmitted to the rotor 51 of the motor MG1 and used for power generation.

  The reduction planetary gear 40c is configured to be able to transmit the mechanical power output from the motor MG2 to the reduction mechanism 70 by reducing the rotational speed and increasing the torque. The reduction planetary gear 40c includes a sun gear 46, a planetary carrier 47, a planetary pinion 48, and a ring gear 45c.

  Sun gear 46 is coupled to rotor 52 of motor MG2. The planetary carrier 47 is fixed to the housing of the driving device 3. The planetary pinion 48 is supported so as to be capable of rotating with respect to the planetary carrier 47. The reduction planetary gear 40c configured in this way is configured to transmit the mechanical power output from the motor MG2 to the ring gear 45c via the planetary pinion 48 by reducing the rotational speed and increasing the torque.

  The power split planetary gear 40a and the reduction planetary gear 40c are arranged concentrically, and the ring gear 45a and the ring gear 45c are integrally coupled. A counter drive gear 49 that meshes with the counter driven gear 74 of the speed reduction mechanism 70 is provided on the outer peripheral side of the ring gears 45a and 45c. The power split and integration mechanism 40 integrates the mechanical power transmitted from the motor MG2 to the ring gear 45c and the mechanical power transmitted from the engine 2 to the ring gear 45a and transmits them from the counter drive gear 49 to the speed reduction mechanism 70.

  The speed reduction mechanism 70 includes a counter driven gear 74 and a final drive gear 78. The counter driven gear 74 meshes with the counter drive gear 49, and the final drive gear 78 meshes with the ring gear 82 of the differential mechanism 80. The counter driven gear 74 and the final drive gear 78 are arranged concentrically and are integrally coupled. The speed reduction mechanism 70 transmits the mechanical power transmitted from the power split and integration mechanism 40 to the counter driven gear 74 from the final drive gear 78 to the differential mechanism 80 by reducing the rotational speed and increasing the torque.

  The differential mechanism 80 includes a ring gear 82 that meshes with the final drive gear 78. The differential mechanism 80 distributes and outputs the mechanical power transmitted from the speed reduction mechanism 70 to the ring gear 82 to the left and right drive wheels 6.

  As shown in FIGS. 1 and 2, the vehicle display device 4 includes a hybrid electronic control device (hereinafter simply referred to as HVECU) 100, an engine ECU 200, a motor ECU 60, a meter ECU 300, an accelerator pedal position sensor 101, and the like. Various sensors including the vehicle speed sensor 102 and an eco switch 104 are included.

  The HVECU 100 includes, for example, a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. It is like that. Various control constants and various maps are stored in advance in the ROM.

  HVECU 100 controls engine 2 and motors MG1, MG2 in a coordinated manner. Further, the HVECU 100 is configured to be able to execute intermittent traveling control, which will be described later, in cooperation with the engine ECU 200 and the motor ECU 60 in accordance with detection results of the accelerator pedal position sensor 101 and the vehicle speed sensor 102. HVECU 100 in the present embodiment constitutes a control means according to the present invention.

  Further, the HVECU 100 can switch between an operating state and a non-operating state of the engine 2 by starting or stopping the operation of the engine 2 while the vehicle is traveling. The non-operating state means a state where the engine output is zero and the engine rotational speed is zero, that is, the engine output shaft 12 is stationary and no engine brake torque is generated in the engine 2. On the other hand, the operating state means a state in which the engine 2 outputs mechanical power (engine output) from the engine output shaft 12.

  For example, when the engine 2 is deactivated during traveling at a constant vehicle speed, the HVECU 100 increases the motor output while maintaining the motor rotation speed of the motor MG2, and the engine output of the engine 2 is reduced to zero. Then, the rotor 51 of the motor MG1 is idled in the direction opposite to that of the ring gears 45a and 45c, so that the engine rotational speed becomes zero. In this way, the operation of the engine 2 can be stopped and put into a non-operating state.

  When the engine 2 is in an operating state while the vehicle is traveling at a constant vehicle speed, the HVECU 100 reduces the motor output while keeping the motor rotation speed of the motor MG2 unchanged, and causes the rotor 51 of the motor MG1 to move to the ring gears 45a and 45c. The engine 2 is cranked by increasing the engine rotational speed by powering in the same rotational direction. As a result, the engine 2 can be started and put into an operating state.

  The engine ECU 200 includes, for example, a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. To do. Various control constants and various maps are stored in advance in the ROM.

A crank position sensor 201, a water temperature sensor 202, a cam position sensor 203, a throttle valve position sensor 204, an air flow meter 205, a temperature sensor 206, an A / F sensor 207, and an O ₂ sensor 208 are connected to the engine ECU 200.

The crank position sensor 201 detects the rotational position of the engine output shaft 12, that is, the crank angle θcr and the engine speed Ne. The water temperature sensor 202 detects the temperature of the cooling water of the engine 2, that is, the cooling water temperature Tw. The cam position sensor 203 detects the rotational position of the exhaust camshaft that opens and closes the intake camshaft and the exhaust valve, that is, the cam angle θca. The throttle valve position sensor 204 detects the throttle opening TH of the throttle valve 21. The air flow meter 205 is attached to the intake pipe and detects the mass flow rate of the intake air, that is, the intake air amount Qa. The temperature sensor 206 is attached to the intake pipe and detects the intake air temperature Ta. The A / F sensor 207 has a linear characteristic with respect to the air-fuel ratio, and continuously detects the air-fuel ratio over a relatively wide range. The O ₂ sensor 208 has a characteristic (Z characteristic) in which the output value changes abruptly at the stoichiometric air-fuel ratio, changes the oxygen concentration in the exhaust gas into an electromotive force, and the air-fuel ratio is leaner or richer than the stoichiometric air-fuel ratio. To detect. Each of these sensors outputs a signal corresponding to the detection result to engine ECU 200.

  The engine ECU 200 performs various control signals for driving the engine 2, such as a drive signal to the fuel injection valve 23, a drive signal to the throttle motor 21a that adjusts the throttle opening TH, a control signal to the ignition coil 210, A control signal to the variable valve timing mechanism 90 is output.

  The engine ECU 200 is in communication with the HVECU 100, controls the operation of the engine 2 by a control signal from the HVECU 100, and outputs data related to the operating state of the engine 2 as necessary.

  Motor ECU 60 receives signals relating to the required torque and the required rotational speed from HVECU 100 and controls inverters 61 and 62. The motor ECU 60 controls the inverters 61 and 62 so that the rotational speeds of the rotors 51 and 52 (hereinafter referred to as motor rotational speeds) and the mechanical power output from the rotors 51 and 52 (for the motors MG1 and MG2). Hereinafter, the motor output) can be adjusted.

  The meter ECU 300 communicates with the HVECU 100 and transmits / receives necessary data to / from the HVECU 100. A meter display unit 301 is connected to the meter ECU 300. The meter display unit 301 is arranged in the vicinity of the driver's seat and configured as a liquid crystal panel. The meter display unit 301 is configured as a shift position display unit that displays the shift position SP, a speedometer unit 302 that displays the vehicle speed V, and a fuel consumption that displays information related to fuel consumption. A display unit and the like are provided. The meter display unit 301 is controlled by the meter ECU 300.

  The accelerator pedal position sensor 101 detects the amount of operation of the accelerator pedal 5 by the driver. The accelerator pedal position sensor 101 is connected to the HVECU 100 and transmits a signal corresponding to the detected operation amount of the accelerator pedal 5 (hereinafter referred to as accelerator operation amount Acc) to the HVECU 100.

  The vehicle speed sensor 102 detects the vehicle speed V of the hybrid vehicle 1. The vehicle speed sensor 102 is connected to the HVECU 100 and transmits a signal corresponding to the detected vehicle speed V to the HVECU 100.

  The eco switch 104 is a switch for instructing the HVECU 100 to perform fuel consumption travel so that the driver can select vehicle travel prior to the suppression of fuel consumption by the engine 2 (hereinafter referred to as fuel efficiency travel). The eco switch 104 is provided at a place where it can be operated by the driver, such as an instrument panel in the vehicle interior. The eco switch 104 is configured to be switchable between an ON state and an OFF state by a driver's operation. Further, the HVECU 100 detects the ON state and the OFF state of the eco switch 104.

  Further, the hybrid vehicle 1 is provided with a secondary battery 105, a boost converter 106, and a battery ECU 107. The secondary battery 105 is electrically connected to the inverters 61 and 62 via the boost converter 106.

  The secondary battery 105 stores electric power supplied to the motors MG1 and MG2, and is configured to be able to charge and discharge between the motors MG1 and MG2. Boost converter 106 boosts the voltage of secondary battery 105 and converts it to the supply voltage of inverters 61 and 62. The battery ECU 107 monitors the temperature, voltage, charge / discharge current value, etc. of the secondary battery 105.

  Further, the battery ECU 107 calculates the state of charge (SOC) and charge / discharge power of the secondary battery 105 from information such as the temperature, voltage, and charge / discharge current value of the secondary battery 105. The battery ECU 107 is connected to the HVECU 100, and exchanges signals with the HVECU 100, such as transmitting a signal corresponding to the storage state of the secondary battery 105 and charge / discharge power to the HVECU 100, for example.

  In the hybrid vehicle 1 configured as described above, the user required power P is calculated based on the accelerator operation amount Acc and the vehicle speed V, and the required power corresponding to the user required power P is output to the counter drive gear 49. The engine 2 and the motors MG1, MG2 are controlled for operation. In addition, as the travel mode of the hybrid vehicle 1, for example, there are a hybrid travel mode, a motor travel mode, a regenerative travel mode, and the like.

  In the hybrid travel mode, the hybrid vehicle 1 is caused to travel using both the engine 2 and the motor MG2 as driving power sources while the motor MG1 generates power using the engine output of the engine 2. In the motor travel mode, the hybrid vehicle 1 is traveled using the motor MG2 as a driving force source while the engine 2 is stopped. The regenerative travel mode is a travel mode in which power is generated by the motor MG2 using energy input via the speed reduction mechanism 70 when a predetermined condition such as a deceleration request is established.

  Moreover, in the hybrid vehicle 1 according to the present embodiment, the HVECU 100 executes intermittent traveling control when a predetermined intermittent traveling condition is established during traveling. That is, the HVECU 100 controls the engine 2 and the motor MG2 so that the hybrid vehicle 1 is intermittently traveled on condition that the intermittent travel condition is satisfied.

  This intermittent travel control can be executed in a vehicle speed range where the vehicle speed V is greater than zero (V> 0). That is, while the hybrid vehicle 1 is traveling, intermittent traveling control can be executed in all vehicle speed ranges on condition that the intermittent traveling condition is satisfied. When the intermittent traveling control is executed, the hybrid vehicle 1 performs acceleration traveling that travels by obtaining the driving force generated by the engine 2 or the motor MG2, or both, and inertia that travels by inertia with the engine 2 and the motor MG2 stopped. Intermittent traveling that travels by repeatedly performing traveling within a vehicle speed range R determined according to the vehicle speed V is possible.

  Specifically, the HVECU 100, when the intermittent travel condition is established during the travel of the hybrid vehicle 1, the control vehicle speed VS, the upper limit vehicle speed VH that is the upper limit value of the vehicle speed range R, and the lower limit vehicle speed that is the lower limit value of the vehicle speed range R. VL is set. Here, the intermittent travel condition is that the eco switch 104 is turned ON and the user request power P is substantially constant. The user required power P is calculated by the HVECU 100 by referring to a map that is obtained by experimentally determining in advance the relationship between the vehicle speed V and the user required power P using the accelerator operation amount Acc as a parameter. An example in which the user request power P is substantially constant includes, for example, a case where the accelerator operation amount Acc by the driver is constant during traveling at a constant vehicle speed V. The case where the accelerator operation amount Acc is constant includes the case where the accelerator operation amount Acc is zero. Here, the user request power P being substantially constant means that the user request power is maintained within a predetermined range (for example, ± 3 km / h) within a predetermined time, although there is some variation. Means state.

  Further, the HVECU 100 sets the vehicle speed V when the user required power P becomes substantially constant during the travel after the eco switch is turned on, that is, when the intermittent travel condition is satisfied, as the control vehicle speed VS, and uses the control vehicle speed VS as a reference. An upper limit vehicle speed VH and a lower limit vehicle speed VL are set to a high vehicle speed side and a low vehicle speed side by a predetermined vehicle speed, respectively. The vehicle speed range R is determined by the set upper limit vehicle speed VH and lower limit vehicle speed VL. More specifically, it is determined whether the vehicle speed range R is expanded or reduced depending on how much the upper limit vehicle speed VH and the lower limit vehicle speed VL are set to the high vehicle speed side and the low vehicle speed side from the control vehicle speed VS. Here, the vehicle speed range R may be expanded as the vehicle speed V increases, for example. Thus, the vehicle speed range R is determined according to the vehicle speed V.

  Further, the HVECU 100 sets the upper limit vehicle speed VH and the lower limit vehicle speed VL so that the vehicle speed width between the upper limit vehicle speed VH and the control vehicle speed VS and the vehicle speed width between the control vehicle speed VS and the lower limit vehicle speed VL are the same. That is, the control vehicle speed VS is set between the upper limit vehicle speed VH and the lower limit vehicle speed VL.

  Here, during the execution of the above-described intermittent travel control, the vehicle speed V repeatedly fluctuates between the upper limit vehicle speed VH and the lower limit vehicle speed VL around the control vehicle speed VS, so that the vehicle speed of the speedometer unit 302 of the meter display unit 301 is increased. The display also varies according to acceleration traveling and inertial traveling. For this reason, there is a problem that the vehicle speed display of the speedometer unit 302 flickers during intermittent traveling of the hybrid vehicle 1. Therefore, in this embodiment, in order to prevent flickering of the vehicle speed display during intermittent traveling, the meter ECU 300 displays the vehicle speed V displayed on the speedometer unit 302 at a predetermined vehicle speed during intermittent traveling. . The predetermined vehicle speed that is fixedly displayed is a vehicle speed included in the vehicle speed range R. In the present embodiment, the meter ECU 300 controls the speedometer unit 302 so that the control vehicle speed VS is fixed and displayed as the predetermined vehicle speed. On the other hand, the meter ECU 300 controls the speedometer unit 302 to release the fixed display of the control vehicle speed VS and display the actual vehicle speed V when the intermittent travel is interrupted, that is, when the travel is shifted to the normal travel.

  Further, during intermittent travel, since the acceleration travel and the inertia travel are repeated within a relatively large vehicle speed range R, the range of change in the vehicle speed V also increases. For this reason, when the vehicle speed display during intermittent driving is simply fixed as described above, whether the vehicle speed display visually recognized by the driver is fixed or the vehicle speed V is accelerated by intermittent driving. Since the running state such as the acceleration / deceleration state such as inertia running changes, the driver may feel uncomfortable. Therefore, in the present embodiment, as shown in FIG. 5, the speedometer unit 302 is provided with a vehicle speed display unit 302a and a vehicle state display unit 302b. The vehicle speed display unit 302a displays the vehicle speed V of the hybrid vehicle 1, and fixes and displays the control vehicle speed VS particularly during intermittent running.

  Meter ECU 300 and vehicle speed display unit 302a in the present embodiment constitute vehicle speed display means according to the present invention.

  The vehicle state display unit 302b displays the actual vehicle speed V and the acceleration / deceleration state during intermittent running. Specifically, the vehicle state display unit 302b is arranged above and below the vehicle speed display unit 302a, and displays the actual vehicle speed V as a bar. Thus, during intermittent running, the vehicle speed display is fixed to suppress flickering, and the actual vehicle speed V that fluctuates can be visually recognized by the bar display. In addition, the vehicle state display unit 302b displays the bar display in a warm color during intermittent travel, for example, warm color, and the bar display in a cold color, for example, during inertial travel. And so on. As a result, the driver can easily determine the acceleration / deceleration state such as whether the hybrid vehicle 1 is accelerating or inertial during intermittent driving. As a bar display mode for discriminating between acceleration travel and inertia travel, various modes such as different shapes can be used in addition to the color display described above.

  Further, the vehicle state display unit 302b may be displayed only when the intermittent travel is executed, or may be displayed from the normal travel time and displayed as a bar when the intermittent travel is executed. Furthermore, the vehicle state display unit 302b is not limited to the upper and lower sides of the vehicle speed display unit 302a, and may be arranged in the region other than the left and right or the speedometer unit 302. Meter ECU 300 and vehicle state display unit 302b in the present embodiment constitute vehicle state display means according to the present invention.

  Next, the intermittent travel control according to the present embodiment will be described with reference to FIGS. 3 and 4.

  The process flow of the intermittent traveling control shown in FIG. 3 is executed at predetermined time intervals while the hybrid vehicle 1 is traveling. In particular, in the present embodiment, the intermittent travel control during the hybrid travel mode will be described. Note that the intermittent traveling control can also be executed during the motor traveling mode, and in this case, the acceleration traveling is performed only by the motor output of the motor MG2.

  As shown in FIG. 3, first, the HVECU 100 determines whether or not the vehicle speed V is greater than zero (V> 0) (step S1). When it is determined that V> 0 is not satisfied, the HVECU 100 ends the present process without executing the intermittent travel control.

  When it is determined that V> 0, the HVECU 100 determines whether or not the eco switch 104 is in the ON state (step S2). When it is determined that the eco switch 104 is not in the ON state, that is, the eco switch 104 is in the OFF state, the HVECU 100 determines that the fuel consumption travel is not selected by the driver and performs the intermittent travel control. This process ends.

  When it is determined that the eco switch 104 is in the ON state, the HVECU 100 determines whether the user request power P is substantially constant (step S3). When the user request power P is not substantially constant, the HVECU 100 interrupts the intermittent travel if the intermittent travel is executed in the previous cycle (step S11), and proceeds to step S12. In step S12, the HVECU 100 cancels the fixed display of the control vehicle speed VS in the vehicle speed display unit 302a of the speedometer unit 302 executed in step S5 described later. Thus, the actual vehicle speed V is displayed on the vehicle speed display unit 302a of the speedometer unit 302.

  Next, the HVECU 100 determines whether or not the hybrid vehicle 1 is accelerating (step S13). Whether or not the vehicle is accelerating is determined based on, for example, the amount of change in the vehicle speed V detected by the vehicle speed sensor 102.

  When it is determined that the hybrid vehicle 1 is accelerating, the HVECU 100 drives the engine 2 and the motor MG2 so that a desired driving force is generated based on the user request power P (step S14). On the other hand, when it is determined that the hybrid vehicle 1 is not accelerating, the HVECU 100 determines that the hybrid vehicle 1 is in a decelerating state and stops driving the engine 2 and the motor MG2 or uses power transmitted from the drive wheels 6. The motor MG2 is rotated to operate as a generator (regenerative operation) (step S15).

  If it is determined in step S3 that the user request power P is substantially constant, the HVECU 100 shifts to intermittent travel control and the hybrid vehicle 1 is intermittently traveled (step S4). Specifically, the HVECU 100 sets the above-described control vehicle speed VS, upper limit vehicle speed VH, and lower limit vehicle speed VL, and repeatedly executes acceleration travel and inertial travel in a vehicle speed range R determined by the upper limit vehicle speed VH and the lower limit vehicle speed VL. 2 and the motor MG2 are controlled in cooperation.

  Next, the HVECU 100 fixes the vehicle speed V during intermittent running to the control vehicle speed VS and displays it on the vehicle speed display unit 302a of the speedometer unit 302 (step S5). At this time, the HVECU 100 displays the actual vehicle speed V and the acceleration / deceleration state on the vehicle state display unit 302b.

  Next, the HVECU 100 proceeds to each step after step S6, and as shown in FIG. 4, intermittent traveling that repeats acceleration traveling and inertial traveling within the vehicle speed range R is executed. In this intermittent traveling, the HVECU 100 uses the motor output Pm of the motor MG2 and the engine output Pe of the engine 2 as driving forces during acceleration traveling. On the other hand, during coasting, the motor output Pm and the engine output Pe are set to zero. Thereby, in intermittent traveling, acceleration traveling and inertial traveling are repeated between the upper limit vehicle speed VH and the lower limit vehicle speed VL.

  In step S6, the HVECU 100 determines whether or not the vehicle speed V has increased to the upper limit vehicle speed VH. If the HVECU 100 determines that the vehicle speed V has increased to the upper limit vehicle speed VH, the HVECU 100 stops driving the engine 2 and the motor MG2 (step S7) and ends this process. That is, the HVECU 100 shifts the hybrid vehicle 1 from the acceleration traveling to the inertia traveling on the condition that the vehicle speed V has reached the upper limit vehicle speed VH. At this time, the meter ECU 300 switches the bar display of the vehicle state display unit 302b from the warm color to the cold color, and makes the driver recognize that the hybrid vehicle 1 has been switched to inertial running.

  On the other hand, if it is determined in step S6 that the vehicle speed V has not increased to the upper limit vehicle speed VH, the HVECU 100 determines whether the vehicle speed V has decreased to the lower limit vehicle speed VL (step S8). When the HVECU 100 determines that the vehicle speed V has decreased to the lower limit vehicle speed VL, the motor MG2 and the engine 2 are driven by the motor output Pm and the engine output Pe, respectively (step S9), and this process is terminated. That is, the HVECU 100 shifts the hybrid vehicle 1 from coasting to acceleration traveling on the condition that the vehicle speed V has reached the lower limit vehicle speed VL. At this time, the meter ECU 300 switches the bar display of the vehicle state display unit 302b from the cold color to the warm color, and makes the driver recognize that the hybrid vehicle 1 has been switched to the acceleration travel.

  On the other hand, if the HVECU 100 determines in step S8 that the vehicle speed V has not decreased to the lower limit vehicle speed VL, the HVECU 100 maintains the drive state (motor state) of the motor MG2 and the drive state (engine state) of the engine 2 (step). S10) and the process is terminated. That is, if the hybrid vehicle 1 is traveling at an acceleration, the motor MG2 and the engine 2 are maintained driven by the motor output Pm and the engine output Pe. On the contrary, if the hybrid vehicle 1 is traveling inertia, the motor MG2 and The drive stop of the engine 2 is maintained.

  As described above, in the vehicle display device 4 according to the present embodiment, the meter ECU 300 fixes the vehicle speed V to the control vehicle speed VS during intermittent travel and displays it on the vehicle speed display unit 302a. Flickering can be prevented.

  Moreover, the display apparatus 4 for vehicles which concerns on this Embodiment displays the actual vehicle speed V and acceleration / deceleration state at the time of intermittent driving | running | working by meter ECU300 on the vehicle state display part 302b. For this reason, the driver can confirm the actual vehicle speed V and the acceleration / deceleration state during the intermittent running separately from the control vehicle speed VS displayed in a fixed manner. Therefore, the vehicle display device 4 according to the present embodiment can easily grasp that the driver is traveling intermittently, and the driver feels uncomfortable due to a change in the traveling state with respect to the vehicle speed display during intermittent traveling. It can be prevented from feeling.

  Further, the vehicle display device 4 according to the present embodiment displays the control vehicle speed VS at the time when the intermittent travel condition is satisfied fixedly displayed on the vehicle speed display unit 302a as the predetermined vehicle speed at the time of intermittent travel. The requested vehicle speed can be displayed. For this reason, the driver does not feel uncomfortable even when shifting to intermittent driving by visually checking the control vehicle speed VS fixedly displayed, the actual vehicle speed V displayed on the vehicle state display unit 302b, and the acceleration / deceleration state. Driving can be continued.

  Furthermore, since the vehicle display device 4 according to the present embodiment has the control vehicle speed VS set between the upper limit vehicle speed VH and the lower limit vehicle speed VL, the upper limit vehicle speed VH when the control vehicle speed VS is fixedly displayed during intermittent travel. Further, the fluctuation range between the lower limit vehicle speed VL and the control vehicle speed VS visually recognized by the driver can be minimized. Therefore, it is possible to prevent the control vehicle speed VS displayed on the vehicle speed display unit 302a from being significantly separated from the actual vehicle speed V.

  In the present embodiment, the vehicle speed V at the time when the user required power P becomes substantially constant in the intermittent travel control is set as the control vehicle speed VS, and the vehicle speed side is increased by a predetermined vehicle speed based on the control vehicle speed VS. The upper limit vehicle speed VH and the lower limit vehicle speed VL are set on the low vehicle speed side, but the present invention is not limited to this. For example, the vehicle speed V when the user request power P becomes substantially constant is set as the upper limit vehicle speed VH. The lower limit vehicle speed VL, the vehicle speed range R, and the control vehicle speed VS may be set based on the above. Specifically, the HVECU 100 sets the lower limit vehicle speed VL by subtracting a predetermined vehicle speed from the upper limit vehicle speed VH simultaneously with or after the setting of the upper limit vehicle speed VH. Further, the HVECU 100 sets the control vehicle speed VS on the low vehicle speed side by a predetermined vehicle speed from the upper limit vehicle speed VH simultaneously with or after the setting of the upper limit vehicle speed VH and the lower limit vehicle speed VL. At this time, it is preferable that the control vehicle speed VS is set between the upper limit vehicle speed VH and the lower limit vehicle speed VL.

  Further, in the present embodiment, the speedometer unit 302 is configured as shown in FIG. 5, but is not limited thereto, and may be configured as shown in FIG. 6, for example. Specifically, as shown in FIG. 6, a vehicle state display unit 302b is provided so as to surround the vehicle speed display unit 302a, and the actual vehicle speed V during intermittent running is displayed on the bar. For example, in FIG. 6, a vehicle speed display indicating the upper limit vehicle speed VH and the lower limit vehicle speed VL is arranged in the lower left part, and the bar display is displayed so as to vary clockwise or counterclockwise according to acceleration traveling and inertia traveling. As a result, the actual vehicle speed V is continuously displayed, so that the driver can more easily recognize the actual vehicle speed V during intermittent traveling. Note that the vehicle state display unit 302b shown in FIG. 6 is an example, and is not limited to this. The bar display fluctuation direction may be reversed, and the vehicle speed indicating the upper limit vehicle speed VH and the lower limit vehicle speed VL. The display may be arranged at any position. Also, in the example shown in FIG. 6, the bar display indicating the actual vehicle speed V is changed in the display mode, for example, by changing the color between the acceleration traveling and the inertia traveling, as in the present embodiment. Also good.

  Further, in the present embodiment, the configuration in which the tachometer is not provided in addition to the speedometer unit 302 has been described. However, in the case of having the tachometer, in addition to the fixed display of the control vehicle speed VS, The rotation speed display may also be fixed at a fixed rotation speed. As the constant rotational speed, for example, the rotational speed when the intermittent travel condition is established can be used.

  Further, in the present embodiment, the segment format digital display is used as the display mode of the vehicle speed display unit 302a of the speedometer unit 302. However, the present invention is not limited to this. For example, a format for displaying the vehicle speed with a speed scale and a pointer or bar display. Various display modes such as those can be used. For example, in the case of a format in which the vehicle speed is displayed with a speed scale and a pointer or bar display, the vehicle state display unit 302b may be displayed on the speed scale or separately from the speed scale.

  As described above, the vehicular display device according to the present invention prevents flickering of the speed display during intermittent travel, and can easily grasp that the driver is traveling intermittently, and displays the speed during intermittent travel. It is possible to prevent the driver from feeling uncomfortable due to changes in the driving state with respect to the vehicle, and it is possible to perform intermittent driving that repeatedly performs acceleration driving based on the driving force of the driving force source and inertial driving based on the inertial force of the vehicle This is useful for a vehicle display device used in a simple vehicle.

1 Hybrid vehicle (vehicle)
2 Engine (drive power source, internal combustion engine)
4 Vehicle display device 60 Motor ECU
100 HVECU (control means)
101 Accelerator pedal position sensor 102 Vehicle speed sensor 104 Eco switch 200 Engine ECU
300 Meter ECU (vehicle speed display means, vehicle state display means)
301 Meter display unit 302 Speedometer unit 302a Vehicle speed display unit (vehicle speed display means)
302b Vehicle state display unit (vehicle state display means)
MG2 motor (drive power source, electric motor)

Claims (4)

A driving force source that generates a driving force of the vehicle is provided with at least an electric motor, and acceleration traveling that travels by obtaining the driving force and inertial traveling that travels by inertia with the driving force source stopped are determined according to the vehicle speed. A vehicle display device used for a vehicle capable of intermittent traveling that travels repeatedly in a vehicle speed range,
Vehicle speed display means for fixing and displaying the vehicle speed at a predetermined vehicle speed included in the vehicle speed range during the intermittent running;
A vehicle display device comprising: vehicle state display means for displaying an actual vehicle speed and acceleration / deceleration state during the intermittent traveling. Control means for controlling the driving force source so as to cause the vehicle to intermittently travel on condition that a predetermined intermittent traveling condition is satisfied;
The control means is configured to set a vehicle speed when the intermittent traveling condition is satisfied as a control vehicle speed, and to set an upper limit vehicle speed and a lower limit vehicle speed of the vehicle speed range on a high speed side and a low speed side based on the control vehicle speed,
2. The vehicle display device according to claim 1, wherein the vehicle speed display means displays the control vehicle speed as the predetermined vehicle speed during the intermittent travel.   The vehicle display device according to claim 2, wherein the control vehicle speed is set between the upper limit vehicle speed and the lower limit vehicle speed.   4. The vehicle according to claim 1, wherein the vehicle is an electric vehicle having only the electric motor as the driving force source or a hybrid vehicle having the electric motor and an internal combustion engine as the driving force source. The vehicle display device according to claim 1.

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