JP5845930B2 - Electric traveling distance display device for a vehicle capable of traveling using at least an electric motor - Google Patents

Description

  The present invention relates to an electric travelable distance display device for a vehicle that can travel using at least an electric motor, such as an electric vehicle and a hybrid vehicle.

  A hybrid vehicle is equipped with an internal combustion engine and an electric motor as a driving source that generates a driving force for driving the vehicle. When the remaining capacity of the power storage device is large, the hybrid vehicle may stop the operation of the engine, supply power from the power storage device to the electric motor, and travel using only the output of the electric motor. The electric vehicle travels using only the output of the electric motor by supplying electric power from the power storage device to the electric motor. Hereinafter, traveling using only the output of the electric motor is referred to as “electric traveling”.

  In such an electrically travelable vehicle, the display device displays “distance that can be electrically traveled (hereinafter also referred to as“ EV travelable distance ”or“ electrically travelable distance ”)” to the user (driver). It is desirable to display on.

  One of the conventional devices that display the EV travelable distance (hereinafter referred to as “conventional device”) is the power consumption and the travel distance when the electric vehicle is traveled without operating the air conditioner. Based on the first power consumption rate and the remaining capacity (remaining power amount) of the power storage device, the “first travelable distance corresponding to the stopped state of the air conditioner” is calculated. calculate. Further, the conventional device calculates the second power consumption rate based on the power consumption and the travel distance when the electric vehicle is run while operating the air conditioner, and the second power consumption rate and the power storage device The “second travelable distance corresponding to the operating state of the air conditioner” is calculated based on the remaining capacity.

  The conventional device calculates the first travelable distance and the second travelable distance every time a predetermined time elapses regardless of whether the air conditioner is activated or deactivated. One possible travel distance is displayed, and when the air conditioner is operating, the second travelable distance is displayed (for example, refer to Patent Document 1).

JP 2010-226795 A

  The above-described conventional device calculates the second power consumption rate based on the travel distance of the vehicle in a predetermined period when the air conditioner is operating and the power consumption of the entire “motor and air conditioner”. Therefore, when the air conditioner has been stopped for a long period of time, the second power consumption rate is a value based on the past environment (for example, the air temperature, the indoor temperature, the indoor set temperature, etc.), and the air conditioner at the present time. May be significantly different from the second power consumption rate when the is activated. Furthermore, the power consumption of the air conditioner strongly depends on the power consumption of the air conditioner compressor. Therefore, for example, when the user greatly changes the indoor set temperature or when the user changes the indoor temperature by opening the vehicle window, the power consumption of the air conditioner compressor varies greatly. As a result, the conventional device estimates the second travelable distance (EV travelable distance when the air conditioner is activated) using the second power consumption rate that is significantly different from the current second power consumption rate. As a result, the second travel distance may not be accurately estimated.

  The electric travelable distance display device of the present invention (hereinafter referred to as “the device of the present invention”) has been made in order to address the above-described problems, and includes a power storage device and power supplied from the power storage device. It is applied to a vehicle that includes an electric motor driven by the electric power, an air conditioner that is operated by electric power from the power storage device, and a display, and that is capable of electric traveling using only the output of the electric motor.

The device of the present invention
A supplyable remaining capacity acquisition unit that acquires a supplyable remaining capacity that is an amount of power that can be supplied from the power storage device to the motor to perform the electric running;
A power consumption corresponding value acquisition means for acquiring a power consumption corresponding value corresponding to a distance that the vehicle can travel per unit amount of the remaining capacity of the power storage device in a state where the air conditioner is not operated;
A reference travelable distance calculation unit that calculates a reference travelable distance, which is a travelable distance when the air conditioner is not operated, based on the acquired remaining supply capacity and the acquired power consumption correspondence value; ,
When the air conditioner is not activated, a display control unit that displays the reference travelable distance on the display;
With
The display control unit
When the air conditioner is in operation, it corresponds to “a predetermined and stored specific relationship between the power consumption of the air conditioner and the correction coefficient” and “the actual power consumption of the air conditioner at the present time” The correction coefficient at the present time is calculated based on “the value to be performed” and the electric travelable distance for display is calculated by multiplying the calculated correction coefficient by the reference travelable distance, and the calculated electric travel for display The possible distance is displayed on the display unit.

The correction coefficient is set to a value corresponding to a ratio of the electricity cost corresponding value when the air conditioner is operated to the electricity cost corresponding value when the air conditioner is not operated.
The “specific relationship” is, for example, “the relationship between the power consumption of the air conditioner and the electric travel distance per unit remaining capacity (that is, power consumption)” when the air conditioner is operated, and the air conditioner. It is possible to obtain the power consumption when the is not operated by experiments or the like in advance and determine the power consumption based on the data.

  According to this, the correction coefficient is obtained based on the actual power consumption (actual power consumption) of the air conditioner at the present time, and from the correction coefficient and the reference travelable distance calculated based on the power consumption correspondence value, The electric travel distance when the air conditioner is activated (displayable electric travel distance) is calculated, and the display electric travel distance is displayed on the display. Therefore, the “higher precision electric travel distance” can be displayed on the display.

(Preferred form)
Furthermore, in the device of the present invention,
The display control unit
If the air conditioner is activated,
A parameter that is updated at a predetermined update timing,
A value obtained by subtracting a certain amount from the actual power consumption when the actual power consumption of the air conditioner is increased and the magnitude of the difference between the actual power consumption and the value of the parameter before update is equal to or greater than a threshold width. When the actual power consumption of the air conditioner is increased and the increase amount of the actual power consumption is less than the threshold width, and when the actual power consumption of the air conditioner has not changed, The correction coefficient acquisition parameter that is the same value as the parameter value and that is the smaller value of the actual power consumption and the parameter value before update when the actual power consumption of the air conditioner decreases. Is obtained based on the actual power consumption,
The correction coefficient may be calculated by applying the correction coefficient acquisition parameter to the specific relationship.

  According to this, even if the power consumption of the air conditioner changes stepwise for each power width as a relatively large minimum unit, the correction coefficient acquisition parameter does not increase or decrease as frequently as the power consumption, The correction coefficient does not change as frequently as its power consumption. As a result, since it is possible to avoid frequent changes in the displayable electric travelable distance, it is possible to avoid annoying display for the user.

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

FIG. 1 is a schematic diagram of an electric travelable distance display device according to an embodiment of the present invention and a hybrid vehicle to which the device is applied. FIG. 2 is an electric circuit diagram of components constituting the hybrid vehicle shown in FIG. FIG. 3 is a diagram for explaining the relationship between the remaining capacity of the power storage device and the EV mode and the HV mode. FIG. 4 is a time chart for explaining the EV travelable distance displayed on the EV travelable distance display shown in FIG. FIG. 5 is a look-up table referred to by the CPU of the meter ECU shown in FIG. FIG. 6 is a time chart showing arguments (this argument, correction coefficient acquisition parameter) used by the CPU of the meter ECU shown in FIG. 1 to obtain the correction coefficient, and the power consumption of the air conditioner. FIG. 7 is a flowchart showing a routine executed by the CPU of the meter ECU shown in FIG. FIG. 8 is a flowchart showing a routine executed by the CPU of the meter ECU shown in FIG.

  An electric travelable distance display device (hereinafter simply referred to as “the present display device”) according to an embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the present display device is applied to a hybrid vehicle 10 equipped with an internal combustion engine 20 and an electric motor (MG2) as a drive source that generates a driving force for running the vehicle. However, this display device can be applied to any vehicle as long as it can drive the “motor and air conditioner” with the electric power supplied from the power storage device and can run only by the output of the motor. be able to. That is, this display device can be applied not only to a hybrid vehicle but also to an electric vehicle, for example. In the present specification and claims, the air conditioner is an abbreviation for “air conditioner” and is also expressed as “AC”.

(Constitution)
As shown in FIG. 1, the hybrid vehicle 10 includes a generator motor MG1, a generator motor MG2, an internal combustion engine 20, a power distribution mechanism 30, a power transmission mechanism 50, a first inverter 61, a second inverter 62, a boost converter 63, an electric storage The apparatus includes a battery 64, a combination meter 70, a power management ECU 80, a meter ECU 81, a battery ECU 82, a motor ECU 83, an engine ECU 84, an air conditioner ECU 85, an air conditioner inverter 111, an air conditioner compressor 113, and the like.

  The ECU is an abbreviation for an electric control unit, and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, a backup RAM (or nonvolatile memory), an interface, and the like as main components. The backup RAM can hold data regardless of whether an ignition key switch (not shown) of the vehicle 10 is on or off.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  The combination meter 70 includes a speed indicator 71, an EV travelable distance indicator 72, and the like. These are connected to the meter ECU 81 and display according to an instruction signal from the meter ECU 81.

The speed indicator 71 is a display device that displays the vehicle speed.
The EV travelable distance indicator 72 is a display device that displays the EV travelable distance (that is, the electric travelable distance). The EV travelable distance is “when the hybrid vehicle 10 travels (that is, electrically travels) using only the output of the second generator motor MG2 without operating the internal combustion engine 20” in the EV mode described in detail later. This is the distance that the hybrid vehicle 10 can travel. The EV travelable distance indicator 72 displays the display EV travelable distance (display electric travelable distance) Ddisp as “EV travelable distance” as will be described later.

  The power management ECU 80 (hereinafter referred to as “PM ECU 80”) is connected to the meter ECU 81, the battery ECU 82, the motor ECU 83, the engine ECU 84, the air conditioner ECU 85, and the like so as to exchange information.

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

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

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

The accelerator operation amount sensor 93 generates an output signal representing an operation amount (accelerator operation amount AP) of an accelerator pedal (not shown) provided so as to be operable by the driver.
The brake switch 94 is in a state where the brake pedal is operated (that is, the braking device of the hybrid vehicle 10 is operated) when a brake pedal (not shown) that can be operated by the driver is operated. Is output.
The vehicle speed sensor 95 generates an output signal indicating the vehicle speed SPD of the hybrid vehicle 10.
The EV switch 96 is a manual switch that can be operated by a driver who desires to select and cancel the EV mode.

  The PM ECU 80 is configured to input a “control remaining capacity SOCcont” representing the remaining capacity SOC (State Of Charge) of the battery 64 estimated and calculated by the battery ECU 82. The control remaining capacity SOCcont is calculated according to a known method based on the integrated value of the current flowing into and out of the battery 64, the voltage of the battery 64, and the like. The remaining capacity for control SOCcont is defined as 100% dischargeable power when the battery 64 is new and fully charged, and 0% dischargeable power when the battery 64 is completely discharged. The ratio of the current dischargeable power of the battery 64 to the dischargeable power when the battery 64 is fully charged is an amount expressed in “percentage (%)”. The control remaining capacity SOCcont may be represented by an absolute value of the remaining capacity (unit: “Wh (watt hour)”).

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

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

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

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

The meter ECU 81 acquires the control remaining capacity SOCcont estimated by the battery ECU 82 via the PMECU 80, and performs filter processing for removing (or reducing) the high-frequency component included in the control remaining capacity SOCcont in the control remaining capacity SOCcont. On the other hand, the display remaining capacity SOCdisp is obtained by applying it every time a predetermined time elapses. This filter processing is, for example, processing according to the following equation (1) (so-called annealing processing). The filter process may be, for example, a first-order lag filter process.

SOCdisp (n) = (1−γ) · SOCdisp (n−1) + γ · SOCcont (n) (1)

  In the above equation (1), SOCdisp (n) is a newly obtained display remaining capacity SOCdisp, SOCdisp (n−1) is a display remaining capacity SOCdisp obtained a certain time ago, and SOCcont (n ) Is the newly obtained remaining capacity for control SOCcont. The value γ is a constant larger than 0 and smaller than 1 (0 <γ <1). The remaining display capacity SOCdisp may be calculated by the battery ECU 82 and transmitted to the meter ECU 81 by communication.

  As described above, the meter ECU 81 sends an instruction signal to the speed indicator 71, the EV travelable distance indicator 72, and the like, and controls the display contents.

  The battery ECU 82 monitors the state of the battery 64 and calculates the remaining control capacity SOCcont as described above. Further, the battery ECU 82 estimates (calculates) the instantaneous output possible power Wout of the battery 64 according to a known method. The instantaneous output possible power Wout is a value that increases as the remaining control capacity SOCcont increases.

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

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

  The air conditioner ECU 85 is connected to an air conditioner inverter 111 and air conditioner sensors / switches 112. The air conditioner ECU 85 controls the air conditioner compressor 113 by sending an instruction signal to the air conditioner inverter 111 based on signals from the sensors / switches 112.

As shown in FIG. 2, the air conditioner inverter 111 is connected to a pair of power lines that connect the battery 64 and the boost converter 63, and is supplied with power from the battery 64.
The air conditioner sensors and switches 112 include an air conditioner switch for instructing operation (on) and non-operation (off) of the air conditioner, a target temperature setting dial switch, a vehicle interior temperature sensor, an outside air temperature sensor, and the like.
The air conditioner compressor 113 is driven by an air conditioner inverter 111.

(circuit)
FIG. 2 is a circuit diagram showing a part of the electric system of the hybrid vehicle 10. As shown in FIG. 2, an SMR (System Main Relay) not shown in FIG. 1 is provided between the battery 64 and the boost converter 63. The SMR is a relay for electrically connecting / disconnecting the battery 64 and the electric system, and is controlled by the PM ECU 80 so as to be in a short circuit state or an open state. That is, the SMR is short-circuited while the hybrid vehicle 10 is traveling and the battery 64 is charged by an external power source, and the battery 64 is electrically connected to the electrical system. On the other hand, when the system of the hybrid vehicle 10 is stopped, the SMR is opened, and the battery 64 is electrically disconnected from the electric system.

  Boost converter 63 includes a reactor, two npn transistors, and two diodes. The reactor has one end connected to the positive side of the battery 64 and the other end connected to a connection point of two npn transistors. Two npn-type transistors are connected in series. A diode is connected in antiparallel to each npn transistor (which may be an IGBT or a power MOSFET).

  Booster converter 63 boosts the power discharged from battery 64 to first generator motor MG1 or second generator motor MG2 when power is supplied from battery 64 to first generator motor MG1 or second generator motor MG2. Supply. Further, when charging the battery 64, the boost converter 63 steps down the power supplied from the first generator motor MG1 or the second generator motor MG2 and outputs it to the battery 64.

  First inverter 61 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm, and W-phase arm are connected in parallel to each other. Each phase arm includes two npn-type transistors connected in series, and a diode is connected in antiparallel to each npn-type transistor. The connection point of the two npn transistors in each phase arm is connected to a corresponding coil end in the first generator motor MG1 and an end different from the neutral point.

  The first inverter 61 converts the DC power supplied from the boost converter 63 into AC power and supplies the AC power to the first generator motor MG1. Further, the first inverter 61 converts AC power generated by the first generator motor MG1 into DC power and supplies the DC power to the boost converter 63.

  The second inverter 62 has the same configuration as the first inverter 61. The connection point of the two npn transistors in each phase arm of the second inverter 62 is connected to a corresponding coil end in the second generator motor MG2 and an end different from the neutral point.

  The second inverter 62 converts the DC power supplied from the boost converter 63 into AC power and supplies it to the second generator motor MG2. Further, the second inverter 62 converts the AC power generated by the second generator motor MG2 into a DC current and supplies it to the boost converter 63.

  Charger 102 is connected between SMR and boost converter 63. When the connector CN of the power cable CB is connected to the inlet 101 and the battery 64 is charged by the external power source, the charger 102 converts the AC power supplied from the external power source supplied to the inlet 101 to a predetermined DC voltage. And is supplied to the battery 64.

  One of the pair of power lines of the air conditioner inverter 111 is connected between the reactor and the positive electrode of the battery 64 via the SMR, and the other one of the pair of power lines is connected to the negative electrode of the battery 64 via the SMR. Has been. As a result, the air conditioner inverter 111 is supplied with power from the battery 64. The air conditioner compressor 113 is electrically connected to the air conditioner inverter 111.

(Driving mode of hybrid vehicle)
Next, two traveling modes of the hybrid vehicle 10 will be described. One travel mode is the EV mode (first travel mode), and the other travel mode is the HV mode (second travel mode). These modes are well known and are described in, for example, Japanese Patent Application Laid-Open Nos. 2011-57115 and 2011-57116. Control of “the internal combustion engine 20, the first generator motor MG1 and the second generator motor MG2” corresponding to each mode is realized by the PM ECU 80 constituting the drive control unit.

  The EV mode is a mode in which the electric power stored in the battery 64 by external charging is positively used for traveling of the hybrid vehicle 10. In the EV mode, the operation of the internal combustion engine 20 is avoided as much as possible, and only the output of the second generator motor MG2 is used for traveling of the hybrid vehicle 10. The EV traveling mode is also referred to as “CD (Charge Depleting) mode”. In the EV mode, the internal combustion engine 20 is stopped and the hybrid vehicle 10 is the second vehicle unless a specific condition (EV mode engine operation condition) such as a large driving force is required, such as during rapid acceleration or climbing up. The vehicle travels (electric travel) only by the output torque generated by the generator motor MG2. However, even in the EV mode, the internal combustion engine 20 may be operated when the output and / or torque necessary for running the vehicle is insufficient.

  In the HV mode (second traveling mode), the output torque of the second generator motor MG2 generated by using the electric power of the battery 64 and the output torque of the engine 20 generated by operating the engine 20 are traveled by the vehicle 10. This mode is used for

  Further, in the HV mode, the internal combustion engine 20 and the first generator motor MG1 are controlled so that the remaining control capacity SOCcont approaches the target remaining capacity, and the battery 64 is charged by the energy generated by the internal combustion engine 20. In other words, since the HV mode is a mode for maintaining the energy (that is, the remaining capacity) of the power storage device, it is also referred to as a “CS (Charge Sustaining) mode”. However, even in the HV mode, when the engine 20 cannot be operated efficiently because the user request torque is small, and / or the remaining capacity SOC becomes larger than the target remaining capacity by a predetermined value or more, and the battery 64 is charged. When it is not necessary, the vehicle 10 temporarily stops the operation of the engine 20 and may travel only by the output torque generated by the second generator motor MG2.

  Note that the control contents in the HV mode are disclosed in, for example, Japanese Patent Application Laid-Open No. 2009-126450 (US Published Patent Number US2010 / 0241297) and Japanese Patent Application Laid-Open No. 9-308812 (US Patent on March 10, 1997). No. 6,131,680) and the like. These are incorporated herein by reference.

  When the battery 64 is externally charged and the control remaining capacity SOCcont is equal to or greater than the mode switching threshold SOCEVtoHV shown in FIG. 3 in the ready-on state after the external charging, the vehicle 10 indicates that “the control remaining capacity SOCcont is less than the mode switching threshold SOCEVtoHV. The vehicle is operated in the EV mode until “at the time point”.

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

  Thus, the EV mode is a mode that is executed when the remaining capacity is larger than the mode switching threshold (when the control remaining capacity SOCcont is larger than the mode switching threshold SOCEV to HV) or the like. The first operating state (that is, electric driving) in which the second generator motor MG2 is driven without generating all of the driving force of the vehicle 10 from the second generator motor MG2 is “the internal combustion engine 20 is operated and By driving the two-generator motor MG2, the vehicle 10 is driven in preference to the “second driving state in which the driving force of the vehicle 10 is generated from both the internal combustion engine 20 and the second generator-motor MG2 (ie, hybrid driving)”. Mode.

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

(Operation)
In the hybrid vehicle 10 configured as described above, the meter ECU 81 displays the EV travelable distance on the EV travelable distance indicator 72 when the hybrid vehicle 10 is traveling in the EV mode. The EV travelable distance is the remaining capacity SOC of the battery 64 (the remaining capacity for control SOCcont and the remaining capacity for display SOCdisp, in this example, the remaining capacity for display SOCdisp) until the mode switching threshold SOCEVtoHV decreases. This is the distance that the hybrid vehicle 10 can travel when the operation of the hybrid vehicle 10 is continued only with the electric power supplied from the battery 64 (that is, only the second generator motor MG2).

  Incidentally, as understood from FIGS. 1 and 2, the air conditioner compressor 113 is operated by the air conditioner inverter 111, and the air conditioner inverter 111 consumes the power of the battery 64. Therefore, the decrease rate of the remaining capacity SOC varies greatly according to the operation / non-operation of the air conditioner (on / off of the air conditioner) and the operating state of the air conditioner compressor 113. For this reason, the EV travelable distance varies greatly depending on the operation / non-operation of the air conditioner and the operating state of the air conditioner. Hereinafter, how to obtain the “EV travelable distance displayed on the EV travelable distance indicator 72 (hereinafter referred to as“ displayable EV travelable distance Ddisp ”)” in the present display device will be described.

The remaining capacity SOC of the battery 64 that can be used for the electric travel in the EV mode at “a certain time” during the EV mode travel is referred to as “EV travelable remaining capacity EVSOC” or “suppliable remaining capacity EVSOC”. The EV travelable remaining capacity EVSOC is obtained by subtracting the mode switching threshold SOCEVtoHV from the remaining capacity SOC at a certain time point as shown in the following equation (2).

EVSOC = SOC-SOCEVtoHV (2)

Here, each value is defined as described below.
Electricity cost (km /%): distance that the hybrid vehicle 10 can travel per unit amount 1% of the remaining capacity SOC.
-Electricity cost when the air conditioner is off Denpioff (km /%): Electricity cost when the air conditioner is inactive (when the air conditioner is off).
EV travelable distance Doff (km) when the air conditioner is off: EV travelable distance when the air conditioner is inactive.
-Electricity cost when the air conditioner is on Denpion (km /%): Electricity cost when the air conditioner is operated (when the air conditioner is on).
EV travelable distance Don (km) when the air conditioner is on: EV travelable distance when the air conditioner is activated.

The EV travelable distance Doff when the air conditioner is off is calculated according to the following equation (3).

Doff (km) = EVSOC · Denpioff (3)

  Assuming that the hybrid vehicle 10 is electrically driven in the EV mode, the EV travelable remaining capacity EVSOC decreases with time. Therefore, the EV travelable distance Doff at the time of turning off the air conditioner at each time decreases with the passage of time as shown by the broken line C1 in FIG.

  Now, it is assumed that the air conditioner is activated (the air conditioner is turned on) at time t1 in FIG. When the air conditioner is operated, the rate of decrease of the remaining capacity SOC is greater than when the air conditioner is inactive. Therefore, after time t1, EV travelable remaining capacity EVSOC decreases with time with a slope having a larger absolute value than when the air conditioner is not in operation.

  In this case, considering that there is a possibility that the air conditioner may be changed to non-operation at “a certain point” after time t1, the display EV travelable distance Ddisp at the “some point” is expressed by the above equation (3). Should be sought by. As a result, when the air conditioner is maintained in the operating state after time t1, the display EV travelable distance Ddisp is indicated by a one-dot chain line C2 due to the increase in the decrease rate of the remaining capacity SOC. As described above, the absolute value decreases with an inclination larger than the broken line C1.

  When the display EV travelable distance Ddisp is determined in this way, the display EV travelable distance Ddisp immediately after time t1 when the air conditioning apparatus is operated at time t1 is the air conditioning apparatus operated at time t1. If not, it is almost the same as the display EV travelable distance Ddisp immediately after time t1. Therefore, the user does not notice that the EV travelable distance is greatly reduced by changing the air conditioner to the operating state unless a certain amount of time has elapsed from time t1.

  Therefore, the present display device greatly reduces the display EV travelable distance Ddisp as indicated by the line C3 at the time (time t1) when the air conditioner is changed to the operating state. More specifically, the meter ECU 81 displays a value (Doff · Kac) obtained by multiplying the EV travelable distance Doff obtained by the above equation (3) by the correction coefficient Kac at each time point after the time t1. The EV travelable distance Ddisp is obtained and displayed on the EV travelable distance display 72.

  As a result, as shown by the solid line C3 in FIG. 4, the EV travelable distance Ddisp for display decreases stepwise at time t1. Therefore, the user selects whether or not to continue using the air conditioner after the EV travelable distance displayed on the EV travelable distance indicator 72 is rapidly decreased at time t1 ( Judgment).

By the way, the EV travelable distance Don when the air conditioner is on is calculated according to the following equation (4).

Don (km) = EVSOC · Denpion (4)

Therefore, when EVSOC is deleted from the above equations (3) and (4), the following equation (5) is obtained.

Don (km) = Doff · (Denpion / Denpioff) = Doff · Kac (5)

As is apparent from the above equation (5), the correction coefficient Kac is given by the following equation (6).

Kac = Denpion / Denpioff (6)

  That is, the correction coefficient Kac is a value corresponding to the ratio of the “electrical power consumption Denpion when the air conditioner is off” to the “electrical power consumption when the air conditioner is off”. The power consumption Denpioff (km /%) when the air conditioner is off is larger than the power consumption Denpiion (km /%) when the air conditioner is on, so the correction coefficient Kac is a value smaller than “1” and larger than “0”. .

  Thus, the EV travelable distance Don when the air conditioner is on is calculated by correcting the EV travelable distance Doff when the air conditioner is off by the correction coefficient Kac (= Denpion / Denpioff). , The EV travelable distance Doff when the air conditioner is off is also referred to as a reference travelable distance Dkijun.

  On the other hand, the instantaneous power consumption of the air conditioner (actual power consumption that is consumed at a certain point in time) is the operating state of the air conditioner compressor 113 (for example, the rotation speed / load) even if the air conditioner is operating. Etc.). Therefore, the correction coefficient Kac is a constant value regardless of the operating state of the air conditioner compressor 113, or based on the power-on-time electricity cost Denpion obtained during the past operation of the air conditioner (as in the conventional device). If determined, the accuracy of the EV travelable distance (that is, the display EV travelable distance Ddisp) displayed on the EV travelable distance display 72 may be deteriorated. Therefore, it is desirable to change the correction coefficient Kac according to the instantaneous power consumption of the air conditioner.

  On the other hand, the instantaneous power consumption of the air conditioner changes stepwise with a relatively large power width (minimum change width ΔPac) as a minimum unit (see broken line C1: JPAC in FIG. 6). Therefore, when the correction coefficient Kac is obtained using the instantaneous power consumption of the air conditioner itself, the EV travelable distance Ddisp for display frequently increases and decreases, and annoying display for the user is made.

  From the above, the hybrid vehicle 10 is obtained by correcting the actual instantaneous power consumption of the air conditioner (power consumption of the air conditioner compressor 113) with a value provided with hysteresis on the side where the power consumption of the air conditioner increases, FIG. 6 is used to determine the correction coefficient Kac. The power for determining the correction coefficient Kac is hereinafter referred to as “this argument HPAC or correction coefficient acquisition parameter HPAC”. On the other hand, the actual instantaneous power consumption of the air conditioner is referred to as “temporary argument JPAC or actual power consumption JPAC”.

  More specifically, the meter ECU 81 stores the lookup table MapKac (HPAC) shown in FIG. 5 in the ROM in advance. The table MapKac (HPAC) defines a specific relationship between the actual power consumption JPAC (actually, the HPAC that is this argument) and the correction coefficient Kac. The table MapKac (HPAC) indicates that the air-conditioner-off power consumption Denpioff and “the air-conditioner-on-time power consumption Denpion when the hybrid vehicle 10 is electrically driven while maintaining the actual power consumption JPAC at an arbitrary constant value” are previously determined by experiments or the like. The data representing the relationship between “actual power consumption JPAC” and “Denpion / Denpioff” is tabulated.

  Then, the meter ECU 81 obtains the correction coefficient Kac by applying the argument HPAC obtained based on the method described later to the table MapKac (HPAC). According to the table MapKac (HPAC), the correction coefficient Kac is a value greater than “0” and equal to or less than “1”, and gradually decreases as the argument HPAC increases, and the argument HPAC decreases to the first predetermined value H1. When it exceeds, it is determined to be a constant value K1. In the table MapKac (HPAC), when the argument HPAC is smaller than “a second predetermined value H2 smaller than the first predetermined value H1,” the correction coefficient Kac becomes “a constant value K2 larger than the certain value K1”. It may be determined as follows.

  As shown in FIG. 6, the argument HPAC is obtained according to the method described below based on the actual power consumption JPAC of the actual air conditioner. The meter ECU 81 acquires the actual power consumption JPAC from the air conditioner ECU 85 via the PM ECU 80 by communication. The actual power consumption JPAC is updated every fixed time, and this argument HPAC is updated every time the actual power consumption JPAC is updated.

(1) When the actual power consumption JPAC increases by “the threshold width PACth larger than the minimum change width ΔPac of the actual power consumption JPAC” or more than the previous argument (before update) of the argument HPAC, A value obtained by subtracting a certain amount Hys (hysteresis amount Hys) from the power consumption JPAC is acquired as a new main argument HPAC (see times t5 and t8 in FIG. 6).

(2) Even if the actual power consumption JPAC increases, the meter ECU 81 newly sets the immediately preceding argument HPAC when the actual consumption power JPAC has not increased by the threshold width PACth or more compared to the immediately preceding argument HPAC. This argument is acquired as the argument HPAC (see times t1, t3, and t7 in FIG. 6).

(3) When the actual power consumption JPAC decreases, the meter ECU 81 acquires the smaller one of the actual power consumption JPAC and the immediately preceding main argument HPAC as a new main argument HPAC (see time t6 in FIG. 6).
(3) When the actual power consumption JPAC is constant, the meter ECU 81 acquires the previous main argument HPAC as a new main argument HPAC (see time t10 in FIG. 6).

  According to this method, when the actual power consumption JPAC changes stepwise as shown by the broken line C1 in FIG. 6, the argument HPAC changes as shown by the solid line C2. That is, the change frequency of the argument HPAC is smaller than the change frequency of the actual power consumption JPAC. Therefore, since the change frequency of the correction coefficient Kac is also reduced, it is possible to avoid the display EV travelable distance Ddisp from fluctuating more than necessary.

(Actual operation)
1. Display EV Travelable Distance Ddisp and Display Next, the actual operation of the meter ECU 81 will be described with reference to FIGS. The CPU of the meter ECU 81 (hereinafter simply referred to as “meter CPU”) executes the routines shown in FIGS. 7 and 8 every time a predetermined time (fixed time) elapses.

  Accordingly, at an appropriate timing, the meter CPU starts the process from step 700 in FIG. 7 and proceeds to step 710 to calculate the EV travelable remaining capacity EVSOC according to the above equation (2). Next, the meter CPU proceeds to step 720 and calculates the reference travelable distance Dkijun (that is, the EV travelable distance Doff when the air conditioner is off) according to the above equation (3). The electricity consumption Denpioff when the air conditioner is off may be a predetermined value determined in advance by experiments or the like, and the “travel distance of the hybrid vehicle 10 when the air conditioner is inactive during the electric running in the past EV mode. The integrated value X and the integrated value Y of the consumption amount of the remaining capacity SOC "are measured, and the value (X / Y) obtained based on them may be used.

  Next, the meter CPU proceeds to step 730 and determines whether or not the air conditioner switch is on (that is, whether or not the air conditioner is in operation). At this time, if the air conditioner switch is not on (if the air conditioner is not in operation), the meter CPU makes a “No” determination at step 730 to proceed to step 740, which is based on the display EV travelable distance Ddisp. The travelable distance Dkijun is stored. Next, the meter CPU proceeds to step 750, displays the value stored in the EV travelable distance Ddisp for display on the EV travelable distance indicator 72, proceeds to step 795, and once ends this routine.

  As a result, when the air conditioner is inactive, the EV travelable distance display 72 displays the reference travelable distance Dkijun.

  On the other hand, when the meter CPU executes the process of step 730, if the air conditioner switch is on (that is, the air conditioner is operating), the meter CPU determines “Yes” in step 730. Steps 760 to 780 described below are sequentially performed.

Step 760: The meter CPU calculates the argument HPAC based on the current actual power consumption JPAC of the air conditioner. A specific method for calculating the argument HPAC will be described later with reference to FIG.
Step 770: The meter CPU obtains the correction coefficient Kac by applying this argument HPAC to the “table MapKac (HPAC) stored in ROM” shown in FIG.
Step 780: The meter CPU calculates, as the display EV travelable distance Ddisp, a value obtained by multiplying the reference travelable distance Dkijun (that is, the EV travelable distance Doff when the air conditioner is off) by the correction coefficient Kac according to the above equation (5). .

  Thereafter, the meter CPU proceeds to step 750, displays the value stored in the EV travelable distance Ddisp for display on the EV travelable distance indicator 72, and then proceeds to step 795 to end this routine once.

  As a result, when the air conditioner is in operation, the EV travelable distance indicator 72 displays “a value equal to the product of the reference travelable distance Dkijun and the correction coefficient Kac”.

2. Acquisition of this argument HPAC When the meter CPU proceeds to step 760 in FIG. 7, the meter CPU starts the process from step 800 in FIG. 8, and proceeds to step 805 to determine the actual power consumption JPAC (current actual power consumption of this time). JPAC). Next, the meter CPU proceeds to step 810 and determines whether or not the acquired actual power consumption JPAC is larger than the previous actual power consumption JPACold, that is, whether or not the actual power consumption JPAC is increasing. The previous actual power consumption JPACold is the actual power consumption JPAC before the predetermined time (when this routine is executed last time), and is acquired in step 825 described later.

  If the actual power consumption JPAC has increased, the meter CPU makes a “Yes” determination at step 810 to proceed to step 815 where the difference between the current actual power consumption JPAC and the previous actual argument HPACold is greater than the threshold width PACth. It is determined whether or not it is larger. If the difference between the current actual power consumption JPAC and the previous main argument HPACold is larger than the threshold width PACth, the meter CPU determines “Yes” in step 815 and proceeds to step 820, from the current actual power consumption JPAC. The value obtained by subtracting the hysteresis amount Hys is stored as the current argument HPAC.

  Thereafter, the meter CPU proceeds to step 825 to store the current actual power consumption JPAC as the previous actual power consumption JPACold, proceeds to step 830 to store the current actual argument HPAC as the previous actual argument HPACold, and then The process proceeds to step 770 in FIG.

  On the other hand, when the meter CPU executes the processing of step 815, if the difference between the current actual power consumption JPAC and the previous main argument HPACold is equal to or smaller than the threshold width PACth, the meter CPU And proceeds to step 835 to store the previous main argument HPACold as the current main argument HPAC. That is, this argument HPAC does not change. Thereafter, the meter CPU proceeds to step 770 in FIG. 7 via step 895 and step 895 via step 825 and step 830.

  On the other hand, if the actual power consumption JPAC does not increase at the time when the meter CPU executes the process of step 810, the meter CPU makes a “No” determination at step 810 to proceed to step 840, and this actual consumption It is determined whether or not the power JPAC is smaller than the previous actual power consumption JPACold, that is, whether or not the actual power consumption JPAC is decreasing.

  If the actual power consumption JPAC is decreasing, the meter CPU makes a “Yes” determination at step 840 to proceed to step 845, and determines the smaller of the current actual power consumption JPAC and the previous main argument HPACold as the current one. Is stored as this argument HPAC. Thereafter, the meter CPU proceeds to step 770 in FIG. 7 via step 895 and step 895 via step 825 and step 830.

  On the other hand, when the meter CPU executes the process of step 840, if the actual power consumption JPAC has not decreased, that is, if the current actual power consumption JPAC has not changed from the previous actual power consumption JPACold, The meter CPU makes a “No” determination at step 840 to proceed to step 850 to store the previous main argument HPACold as the current main argument HPAC. Thereafter, the meter CPU proceeds to step 770 in FIG. 7 via step 895 and step 895 via step 825 and step 830.

  As described above, the electric travelable distance display device according to the embodiment of the present invention includes a power storage device (battery 64) and an electric motor (second generator motor MG2) driven by electric power supplied from the power storage device. And an air conditioner (such as an air conditioner inverter 111 and an air conditioner compressor 113) operated by electric power from the power storage device, and an indicator (EV travelable distance indicator 72), and the electric motor (second generator motor MG2). This is applied to the vehicle 10 capable of electric traveling using only the output of).

Furthermore, the electric travelable distance display device according to the embodiment of the present invention,
A supplyable remaining capacity acquisition unit (step 710 in FIG. 7) that acquires a supplyable remaining capacity EVSOC that is an amount of power that can be supplied from the power storage device to the electric motor to perform the electric running;
Electricity cost corresponding value acquisition means for acquiring an electric cost corresponding value (electric power consumption Denpioff when the air conditioner is off) corresponding to a distance that the vehicle can travel per unit amount of the remaining capacity of the power storage device in a state where the air conditioner is not operated. (See description of step 720 in FIG. 7)
A reference travelable distance that is a travelable distance when the air conditioner is not activated based on the acquired remaining supply capacity (EVSOC) and the acquired electricity cost corresponding value (electric cost Denpioff when the air conditioner is off). A reference travelable distance calculation unit for calculating (Dkijun) (see step 720 in FIG. 7);
A display control unit (see steps 730 to 750 in FIG. 7) for displaying the reference travelable distance on the display unit when the air conditioner is not activated;
Is provided.

Furthermore, the display control unit
When the air conditioner is in operation, “a predetermined and stored specific relationship between the power consumption of the air conditioner and the correction coefficient Kac (see the table in FIG. 5)” and “the above. The current correction coefficient Kac is calculated based on the value corresponding to the actual power consumption of the air conditioner at this time (this argument HPAC) (see step 770 in FIG. 7), and the calculated correction coefficient Kac is calculated. The display electric travelable distance (display EV travelable distance Ddisp) is calculated by multiplying the reference travelable distance (Dkijun) (see step 780 in FIG. 7), and the calculated display electric travelable. The distance is displayed on the display (see step 750 in FIG. 7).

  Therefore, the correction coefficient Kac is obtained based on the actual power consumption of the air conditioner at the present time, and “the electric travel distance when the air conditioner is activated (the electric travel distance for display)” is calculated from the correction coefficient and the reference travel distance. Is calculated, and the electric travelable distance for display is displayed on the EV travelable distance indicator 72. Therefore, the “higher precision electric travel distance” can be displayed on the display.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, the vehicle to which the above embodiment is applied is the hybrid vehicle 10, but may be an electric vehicle.

  Further, in the above embodiment, when calculating the reference travelable distance Dkijun (EV travelable distance Doff when the air conditioner is off), the power consumption Denpioff (km /%) when the air conditioner is off is used. The travel cost corresponding to the reciprocal of km /%) may be used. Further, the remaining capacity SOC may be expressed by an absolute amount (Wh). In this case, the unit of electricity cost is “km / Wh”, and the unit of travel cost is “Wh / km”. The electric cost, the running cost, and the learned values of these values are collectively referred to as “electric cost related value” or “electric cost equivalent value” in the present specification and claims.

  Furthermore, the correction coefficient Kac may be calculated by applying the actual power consumption JPAC instead of the argument HPAC to the table MapKac (HPAC) shown in FIG.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 20 ... Internal combustion engine, 30 ... Power distribution mechanism, 31 ... Planetary gear apparatus, 50 ... Power transmission mechanism, 52 ... Differential gear, 53 ... Drive shaft, 64 ... Battery, 70 ... Combination meter, 72 ... EV Travelable distance indicator, 102 ... charger, 111 ... air conditioner inverter, 113 ... air conditioner compressor.

Claims (1)

An electric storage device, an electric motor driven by electric power supplied from the electric storage device, an air conditioner operated by electric power from the electric storage device, and a display; electric driving using only the output of the electric motor Applies to vehicles that can
A supplyable remaining capacity acquisition unit that acquires a supplyable remaining capacity that is an amount of power that can be supplied from the power storage device to the motor to perform the electric running;
A power consumption corresponding value acquisition means for acquiring a power consumption corresponding value corresponding to a distance that the vehicle can travel per unit amount of the remaining capacity of the power storage device in a state where the air conditioner is not operated;
A reference travelable distance calculation unit that calculates a reference travelable distance, which is a travelable distance when the air conditioner is not operated, based on the acquired remaining supply capacity and the acquired power consumption correspondence value; ,
When the air conditioner is not activated, a display control unit that displays the reference travelable distance on the display;
In the electric travelable distance display device comprising:
The display control unit
When the air conditioner is activated, a predetermined and stored specific relationship between the power consumption of the air conditioner and the correction coefficient and a value corresponding to the current actual power consumption of the air conditioner; The current correction coefficient is calculated based on the current travel distance, the display electric travelable distance is calculated by multiplying the calculated correction coefficient by the reference travelable distance, and the calculated display electric travelable distance is An electric travelable distance display device configured to display on a display.

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