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CN101583526A - 车辆及其控制方法 - Google Patents

车辆及其控制方法 Download PDF

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Publication number
CN101583526A
CN101583526A CNA2007800499272A CN200780049927A CN101583526A CN 101583526 A CN101583526 A CN 101583526A CN A2007800499272 A CNA2007800499272 A CN A2007800499272A CN 200780049927 A CN200780049927 A CN 200780049927A CN 101583526 A CN101583526 A CN 101583526A
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CN
China
Prior art keywords
vehicle
determinating reference
motoring condition
speed
power
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Granted
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CNA2007800499272A
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English (en)
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CN101583526B (zh
Inventor
阵野国彦
中川正
前田昌彦
矢口英明
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • B60K6/445—Differential gearing distribution type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
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Abstract

在混合动力车20中，当ECO开关88接通时，用与ECO开关88断开时所使用的通常时行驶状态判定用图相比倾向于不视为行驶状态是经济行驶状态的ECO模式时行驶状态判定用图，来判定行驶状态是否是经济行驶状态(步骤S140)，其判定结果以ECO图标95点亮或熄灭这样的形式、以能够使得识别行驶状态是否是经济行驶状态的方式由仪表显示单元90显示(步骤S180)。

Description

车辆及其控制方法
技术领域
本发明涉及具有能够报知与行驶状态相关的车辆信息的报知装置的车辆及其控制方法。
背景技术
一直以来已知一种车辆，其具备：设置在由驾驶者能够视觉识别的位置的显示器；从经济行驶的观点评价目前的行驶状态的行驶状态评价装置；和显示控制装置，该显示控制装置基于该行驶状态评价装置的评价，在必要时使显示器显示用于接近经济行驶状态的辅助信息(例如，参照专利文献1)。在该车辆中，辅助信息包括与转速、加速器开度、车速、变速位置中的至少一种以上相关的信息。另外，一直以来也知道这样一种车辆，其中作为运行模式具有通常模式和节能模式，通过节能开关的操作能够任意地选择通常模式和节能模式中的任意一种(例如参照专利文献2)。在该车辆中，例如相对于加速器位置传感器的预定的同一输出，使在节能模式的选择期间对于内燃机的燃料供给量少于通常模式的选择期间，由此谋求节能模式的选择期间的燃料经济性的提高。
专利文献1：日本国特开平10-248106号公报
专利文献2：日本国特开2006-151309号公报
发明内容
根据上述专利文献1记载的技术，能够促使驾驶者实现经济行驶。因此，认为如果将该技术适用于专利文献2记载的车辆(专利文献2)，则能够进一步谋求燃料经济性的提高，但在这样能够任意选择通常模式和节能模式的车辆中，关于怎样促使希望谋求燃料经济性进一步提高的驾驶者实现经济行驶这一点，仍有研究的空间。
于是，本发明中的车辆及其控制方法，其目的在于在能够选择使燃料经济性优先的燃料经济性优先模式的车辆中，能够更为有效地促使驾驶者实现经济行驶、谋求燃料经济性进一步的提高。
本发明中的车辆及其控制方法，为了达成上述目的而采用下面的方案。
本发明中的车辆，具有能够报知与行驶状态相关的车辆信息的报知装置，该车辆包括：
用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关；
行驶状态判定装置，当所述燃料经济性优先模式选择开关断开时，用第一判定基准来判定所述行驶状态是否是经济行驶状态；当所述燃料经济性优先模式选择开关接通时，用第二判定基准来判定所述行驶状态是否是经济行驶状态，该第二判定基准比所述第一判定基准倾向于不视为所述行驶状态是经济行驶状态；和
控制所述报知装置使得所述行驶状态判定装置的判定结果被报知给驾驶者的报知控制装置。
该车辆具有判定行驶状态是否是经济行驶状态的行驶状态判定装置。该行驶状态判定装置，当燃料经济性优先模式选择开关断开时，执行用第一判定基准的判定；当燃料经济性优先模式选择开关接通时，执行用第二判定基准的判定，其中第二判定基准相比第一判定基准倾向于不视为行驶状态是经济行驶状态。而且，行驶状态判定装置的判定结果，以由驾驶者能识别的方式由报知装置报知。即，在该车辆中，当燃料经济性优先模式选择开关接通时，相比燃料经济性优先模式选择开关断开时，判定行驶状态是否是经济行驶状态时的判定基准变得更严格，更难以由报知装置报知行驶状态为经济行驶状态的意思。因此，在该车辆中，尤其是当燃料经济性优先模式选择开关接通时，能够更有效地促使驾驶者实现经济行驶，能够谋求燃料经济性进一步提高。
另外，上述车辆，还可以具备获得与驾驶者所要求的驱动力要求相关的物理量的驱动力相关物理量获取装置，所述第一以及第二判定基准，分别当所述获得到的物理量为预定的阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的阈值比所述第一判定基准中的阈值小。由此，当燃料经济性优先模式选择开关接通时，基本上当由驾驶者所要求的驱动力并不比较小时，不会由报知装置报知行驶状态是经济行驶状态的意思，所以能够促使驾驶者不超过必要地进行驱动力的要求增加而实现燃料经济性的进一步提高。另外，在与驾驶者所要求的驱动力要求相关的物理量中，除了例如加速踏板的操作量、与加速踏板的操作量相关的吸入空气量、燃料喷射量等以外，也包括由驾驶者所要求的要求驱动力本身。
而且，上述车辆还具备获取与车速相关的车速相关物理量的车速相关物理量获取装置，所述第一以及第二判定基准，分别当所述获取到的车速相关物理量为预定的车速相关阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的车速相关阈值比所述第一判定基准中的车速相关阈值小。由此，当燃料经济性优先模式选择开关接通时，基本上当车速相关物理量并不比较小时，不会由报知装置报知行驶状态是经济行驶状态的意思，所以能够促使驾驶者不超过必要地提高车速而实现燃料经济性的进一步提高。另外，在与车速相关的车速相关物理量中，包含车速本身或者作为车速的微分值的加速度等。
而且，上述车辆还可以具备能够输出行驶用的动力的电动机；和能够与所述电动机交换电力的蓄电装置。还有，上述车辆，还可以具有能够输出动力的内燃机和动力传递装置，该动力传递装置具有与预定的车轴相连接的车轴侧旋转元件、和与所述内燃机的内燃机轴相连接并且能够相对于所述车轴侧旋转元件进行差动旋转的内燃机侧旋转元件，并将来自所述内燃机轴的动力的至少一部分向所述车轴侧输出。所述动力传递装置，可以是与所述车轴和所述内燃机的内燃机轴相连接、伴随着电力和动力的输入输出而将所述内燃机的动力的至少一部分向所述车轴侧输出的电力动力输入输出装置。并且，所述电力动力输入输出装置，可以包括能够输入输出动力的发电机和三轴式动力输入输出装置，该三轴式动力输入输出装置与所述车轴、所述内燃机的所述内燃机轴、和所述发电机的旋转轴这三轴连接，并将基于相对于这三轴中的任意两轴所输入输出的动力的动力相对于剩余的轴输入输出。另外，所述动力传递装置可以是无级变速器。
本发明中的车辆的控制方法，该车辆具备能够报知与行驶状态相关的车辆信息的报知装置和用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关，该车辆的控制方法，包括：
步骤(a)，当所述燃料经济性优先模式选择开关断开时，用第一判定基准来判定所述行驶状态是否是经济行驶状态；当所述燃料经济性优先模式选择开关接通时，用第二判定基准来判定所述行驶状态是否是经济行驶状态，该第二判定基准相比所述第一判定基准倾向于不视为所述行驶状态是经济行驶状态；和
步骤(b)，控制所述报知装置使得在步骤(a)中的判定结果被报知给驾驶者。
在实施该方法的情况下，当燃料经济性优先模式选择开关接通时，与燃料经济性优先模式选择开关断开时相比，判定行驶状态是否是经济行驶状态时的判定基准变得严格，更难以由报知装置报知行驶状态为经济行驶状态的意思。因此，在该方法中，尤其是当燃料经济性优先模式选择开关接通时，能够更有效地促使驾驶者实现经济行驶，能够谋求燃料经济性进一步提高。
另外，在步骤(a)中所使用的所述第一以及第二判定基准，可以在与由驾驶者所要求的驱动力要求相关的物理量为预定的阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的阈值比所述第一判定基准中的阈值小。
而且，在步骤(a)中所使用的所述第一以及第二判定基准，可以在与车速相关的车速相关物理量为预定的车速相关阈值以下时视为所述行驶状态视是经济行驶状态，所述第二判定基准中的车速相关阈值比所述第一判定基准中的车速相关阈值小。
附图说明
图1是本发明的一个实施例中的混合动力车20的概略结构图。
图2是表示由实施例的仪表ECU99所执行的仪表显示控制程序的一例的流程图。
图3是例示通常时行驶状态判定用图(map)与ECO模式时行驶状态判定用图(map)的说明图。
图4是变形例中的混合动力车20A的概略结构图。
图5是其他变形例中的混合动力车20B的概略结构图。
图6是另外其他变形例中的混合动力车20C的概略结构图。
具体实施方式
以下，利用实施例对用于实施本发明的优选方式进行说明。
图1是本发明的一个实施例中的车辆即混合动力车20的概略结构图。该图所示的混合动力车辆20包括：发动机22、经由减震器28连接于作为发动机22的输出轴的曲轴26的三轴式的动力分配集成机构30、与动力分配集成机构30相连接的能够发电的电机MG1、安装在连接于动力分配集成机构30的作为车轴的齿圈轴32a上的减速齿轮35、经由该减速齿轮35连接于齿圈轴32a的电机MG2和控制混合动力车20的整体的混合动力用电子控制单元(以下称为“混合动力ECU”)70等。
发动机22是接受汽油、轻油等碳氢化合物类燃料的供给而输出动力的内燃机，通过发动机用电子控制单元(下面称为“发动机ECU”)24进行燃料喷射量、点火正时、吸入空气量等的控制。向发动机ECU24输入来自针对发动机22设置、检测该发动机22的运行状态的各种传感器的信号。而且，发动机ECU24与混合动力ECU70进行通信，基于来自混合动力ECU70的控制信号、来自上述传感器的信号等对发动机22进行运行控制，并且根据需要对混合动力ECU70输出与发动机22的运行状态相关的数据。
动力分配集成机构30，具备作为外齿轮的太阳轮31、与该太阳轮31在同心圆上配置的作为内齿轮的齿圈32、与太阳轮31啮合并与齿圈32啮合的多个小齿轮33和保持多个小齿轮33并使其自如自转且公转的行星齿轮架34，动力分配集成机构30被构成为将太阳轮31、齿圈32和行星齿轮架34作为旋转元件进行差动作用的行星齿轮机构。发动机22的曲轴26连接于作为内燃机侧旋转元件的行星齿轮架34，电机MG1连接于太阳轮31，减速齿轮35经由齿圈轴32a连接于作为车轴侧旋转元件的齿圈32，动力分配集成机构30，在电机MG1作为发电机发挥作用时将从行星齿轮架34输入的来自发动机22的动力按照其齿数比向太阳轮31侧和齿圈32侧分配；在电机MG1作为电动机发挥作用时将从行星齿轮架34输入的来自发动机22的动力和从太阳轮31输入的来自电机MG1的动力集成而向齿圈32侧输出。输出到齿圈32的动力，从齿圈轴32a经由齿轮机构37以及差速齿轮38最终输出到作为驱动轮的车轮39a、39b。
电机MG1以及MG2，都构成为能够作为发电机工作并且能够作为电动机工作的公知的同步电动发电机，经由变换器(inverter，逆变器)41、42与作为二次电池的蓄电池50进行电力交换。连接变换器41、42与蓄电池50的电力线54，作为各变换器41、42共用的正极母线以及负极母线而构成，由电机MG1、MG2中的任意一方进行发电所得的电力能够由另一方的电机消耗。因此，蓄电池50，由于从电机MG1、MG2中的任意一台所产生的电力、不足的电力而进行充放电，如果通过电机MG1、MG2可以获得电力收支的平衡，则蓄电池50不进行充放电。电机MG1、MG2，都受电机用电子控制单元(下面称为“电机ECU”)40驱动控制。向电机40输入用于驱动控制电机MG1、MG2所必需的信号，例如来自检测电机MG1、MG2的转子的旋转位置的旋转位置检测传感器43、44的信号、由没有图示的电流传感器所检测出的施加于电机MG1、MG2的相电流等，从电机ECU40输出对变换器41、42的开关控制信号等。电机ECU40，基于从旋转位置检测传感器43、44输入的信号执行没有图示的转速计算程序，计算出电机MG1、MG2的转子的转速Nm1、Nm2。另外，电机ECU40与混合动力ECU70进行通信，基于来自混合动力ECU70的控制信号等对电机MG1、MG2进行驱动控制，并且根据需要对混合动力ECU70输出与电机MG1、MG2的运行状态相关的数据。
蓄电池50受蓄电池用电子控制单元(下面称为“蓄电池ECU”)52管理。向蓄电池ECU52输入管理蓄电池50所必需要的信号，例如来自设置在蓄电池50的端子之间的没有图示的电压传感器的端子间电压、来自安装在连接于蓄电池50的输出端子的电力线54的没有图示的电流传感器的充放电电流、来自安装在蓄电池50上的温度传感器51的蓄电池温度Tb等。蓄电池ECU52，根据需要通过通信向混合动力ECU70、发动机ECU24输出与蓄电池50的状态相关的数据。并且，蓄电池ECU52为了管理蓄电池50还基于由电流传感器检测出的充放电电流的累计值，计算出剩余容量SOC。
混合动力ECU70作为以CPU72为中心的微处理器而构成，除CPU72以外还具备存储处理程序的ROM74、暂时存储数据的RAM76和没有图示的输入输出端口以及通信端口。向混合动力ECU70经由输入端口输入：来自点火开关(起动开关)80的点火信号、来自检测作为变速杆81的操作位置的变速位置SP的变速位置传感器82的变速位置SP、来自检测加速踏83的踩踏量的加速踏板位置传感器84的加速踏板开度Acc、来自检测制动踏板85的踩踏量的制动踏板行程传感器86的制动踏板行程BS、来自车速传感器87的车速V等。另外，在实施例的混合动力车20的驾驶席附近，设置有用于选择使车辆的燃料经济性优先的ECO模式(燃料经济性优先模式)作为运行控制模式的ECO开关(燃料经济性优先模式选择开关)88，该ECO开关88也连接于混合动力ECU70。当由驾驶者等接通ECO开关88时，将通常时(开关断开时)被设定为值0的预定的ECO标志(flag)Feco设定为值1，并且按照预先确定的燃料经济性优先时用的各种控制步骤来控制混合动力车20。而且，混合动力ECU70如上所述，经由通信端口连接于发动机ECU24、电机ECU40、蓄电池ECU52等，与发动机ECU24、电机ECU40、蓄电池ECU52等进行各种控制信号、数据的交换。
并且，在混合动力车20的驾驶座附近配置有作为图1所示那样的报知装置的仪表显示单元90。在实施例中，仪表显示单元90作为液晶显示面板而构成，包括：显示由变速位置传感器82检测出的变速位置SP的变速位置显示部91、显示由车速传感器87检测出的车速V的速度计部92、显示累计行驶距离的里程表部93、显示没有图示的燃料箱内的燃料剩余量的燃料表部94、在混合动力车20的行驶状态是能够良好地实现节省燃耗化的经济行驶状态的情况下点亮的ECO图标95的显示部、和在混合动力车20处于能够行驶的状态时点亮的READY图标96的显示部等。而且，仪表显示单元90受仪表用电子控制单元(下面称为“仪表ECU”)99控制，该仪表用电子控制单元99也与混合动力ECU70等进行通信，与混合动力ECU70等之间进行必要的数据的发送接收。
在上述那样构成的实施例的混合动力车20中，基于与由驾驶者操作的加速踏板83的踩踏量相对应的加速踏板开度Acc和车速V计算应该对作为车轴的齿圈轴32a输出的要求转矩，对发动机22、电机MG1和电机MG2进行控制，使得对齿圈轴32a输出与该要求转矩相对应的动力。作为发动机22、电机MG1和电机MG2的运行控制模式，包括转矩转换运行模式、充放电运行模式、电机运行模式等，在转矩转换运行模式中，对发动机22进行运行控制使得从发动机22输出与要求转矩相符的动力，并且对电机MG1和电机MG2进行驱动控制使得从发动机22输出的动力的全部通过动力分配统集成机构30、电机MG1、和电机MG2进行转矩转换并输出给齿圈轴32a；在充放电运行模式下，对发动机22进行运行控制使得从发动机22输出与要求动力和蓄电池50的充放电所必需的电力之和相符的动力，并且对电机MG1、电机MG2进行驱动控制，使得伴随蓄电池50的充放电从发动机22输出的动力的全部或一部分由动力分配集成机构30、电机MG1、和电机MG2进行转矩转换，随之要求动力被输出给齿圈轴32a；在电机运行模式下，以使发动机22的运行停止、将与要求动力相符的动力从电机MG2输出给齿圈轴32a的方式进行运行控制。
接着，对于上述构成的混合动力车20所包含的仪表显示单元90的控制步骤进行说明。图2是表示混合动力车20的行驶期间由仪表ECU99每隔预定时间(例如每隔数msec)执行的仪表显示控制程序的一例的流程图。
在图2的仪表显示控制程序的开始时，仪表ECU99的没有图示的CPU，首先输入作为变速杆81的操作位置的变速位置SP、来自车速传感器87的车速V、作为加速踏板83的踩踏量的加速踏板开度Acc、燃料箱内的燃料剩余量Fr、累计行驶距离D、ECO标志Feco的值之类的控制所必需的数据(步骤S100)。在这种情况下，分别通过通信从混合动力ECU70输入由变速位置传感器82检测出的值作为变速位置SP、由加速踏板位置传感器84所检测出的值作为加速踏板开度Acc、由混合动力ECU72所设定的值作为ECO标志Feco的值。另外，燃料余量Fr，是读出基于来自没有图示的燃料表传感器(fuel sender gauge)的燃料剩余量信号与车速V等另行由仪表ECU99计算出而存储在预定的存储区域中的值。同样地，累计行驶距离D是读出基于车速V等另行由仪表ECU99计算出而存储在预定的存储区域中的值。然后，设定用于使仪表显示单元90的变速位置显示部91、速度计部92、里程表部93、燃料表部94显示步骤S100中输入的变速位置SP、车速V、燃料剩余量Fr、累计行驶距离D的显示指令(步骤S110)。
接下来，判定在步骤S100中输入的ECO标志Feco是否为值0、即ECO开关88是否断开(步骤S120)。在ECO标志Feco为值0、ECO开关断开的情况下，执行利用在步骤S100中输入的车速V、加速踏板开度Acc和图3所示的作为第一判定基准的通常时行驶状态判定用图(参照该图中的实线)的行驶状态判定处理(步骤S130)。另外，在ECO标志Feco为值1、ECO开关88接通的情况下，执行利用在步骤S100中输入的车速V、加速踏板开度Acc和图3所示的作为第二判定基准的ECO模式时行驶状态判定用图(参照该图中的虚线)的行驶状态判定处理(步骤S140)。
通常时行驶状态判定用图和ECO模式时行驶状态判定用图，分别规定混合动力车20的行驶状态是经济行驶状态时的车速V的上限、每个车速V的加速踏板开度Acc的上限，预先被存储在仪表ECU99的没有图示的ROM中。在实施例中，在ECO开关88的断开期间所使用的通常时行驶状态判定用图，是为了既确保对于由驾驶者所要求的驱动力要求的响应性、加速性能之类的行驶性能又尽可能改善燃料经济性而经过实验、解析制作的，在图3中将由实线所示的通常时边界、横轴(车速轴)和纵轴(加速踏板开度轴)所包围的区域规定为经济行驶区域。而且，步骤S130的行驶状态判定处理为判定与在步骤S100中输入的车速V、加速踏板开度Acc相对应的点是否在由通常时行驶状态判定用图所规定的经济行驶区域中的处理。相对于此，在ECO开关88的接通期间所使用的ECO模式时行驶状态判定用图，相比行驶性能而使燃料经济性的提高优先，经过实验、解析而制作，在图3中将由虚线所示的ECO模式时边界、横轴(车速轴)和纵轴(加速踏板开度轴)所包围的区域规定为经济行驶区域。而且，步骤S140的行驶状态判定处理为判定与在步骤S100中输入的车速V、加速踏板开度Acc相对应的点是否在由ECO模式时行驶状态判定用图所规定的经济行驶区域中的处理。这里，根据图3可知，ECO模式时行驶状态判定用图，以将车速V的上限、每个车速V的加速踏板开度Acc的上限相比通常时行驶状态判定用图分别规定得较小、并倾向于不视为行驶状态是经济行驶状态的方式而制作。即，由ECO模式时行驶状态判定用图所规定的经济行驶区域，比由通常时行驶状态判定用图所规定的经济行驶区域狭小，当ECO开关88接通时，与ECO开关88断开时相比，判定行驶状态是否是经济行驶状态时的判定基准变得更严格。
这样一来，如果执行了步骤S130或S140的行驶状态判定处理，则调查该行驶状态判定处理的结果(步骤S150)，在混合动力车20的目前的行驶状态是经济行驶状态的情况下，设定表示使ECO图标95点亮的意思的ECO图标点亮指令(步骤S160)；在混合动力车20的目前的行驶状态不是经济行驶状态的情况下，设定表示使ECO图标95熄灭的意思的ECO图标熄灭指令(步骤S170)。接着，在步骤S110，为了显示变速位置SP、车速V、燃料剩余量Fr、累计行驶距离D并且使ECO图标95点亮或者熄灭显示，对仪表显示单元90发送表示步骤S160或者步骤S170中设定的显示指令的信号(步骤S180)，再次执行步骤S100以后的处理。
如上所述，在实施例的混合动力车20中，当在其行驶中作为燃料经济性优先模式选择开关的ECO开关88断开时，利用通常时行驶状态判定用图判定行驶状态是否是经济行驶状态(步骤S130)，当ECO开关88接通时，用与通常时行驶状态判定用图相比倾向于不视为行驶状态是经济行驶状态的ECO模式时行驶状态判定用图，判定行驶状态是否是经济行驶状态(步骤S140)。接着，步骤S130或S140中的判定结果，以ECO图标95的点亮、熄灭这样的形式、以使得能够识别行驶状态是否是经济行驶状态的方式，与变速位置SP、车速V、燃料剩余量Fr、累计行驶距离D这些车辆信息一起在仪表显示单元90的显示部显示。即，在混合动力车20中，当ECO开关88接通时，与ECO开关88断开时相比，判定行驶状态是否是经济行驶状态时的判定基准变得更严格，更难以在仪表显示单元90显示行驶状态为经济行驶状态的意思。因此，在该实施例的混合动力车20中，尤其是当ECO开关88接通时，能够更有效地促使驾驶者实现经济行驶，能够谋求燃料经济性进一步提高。
另外，在实施例的混合动力车20中，通常时行驶状态判定用图与ECO模式时行驶状态判定用图，分别以在与由驾驶者所要求的驱动力要求相关的物理量即加速踏板开度Acc在每个车速V的上限(阈值)以下时视为行驶状态是经济行驶状态的方式而制作，ECO模式时行驶状态判定用图，以与通常时行驶状态判定用图相比将每个车速V的加速踏板开度Acc的上限规定得较小的方式而制作(参照图3)。因此，在ECO开关88接通时，基本上当由驾驶者所要求的加速踏板开度Acc(由驾驶者所要求的要求转矩)并不比较小时，不会使ECO图标95进行点亮显示来表示行驶状态是经济行驶状态的意思。由此，在混合动力车20中，能够促使驾驶者不超过必要地踩踏加速踏板83(不进行驱动力的增加要求)，实现燃料经济性的进一步提高。并且，通常时行驶状态判定用图与ECO模式时行驶状态判定用图，可以说是分别以在车速V为每个加速踏板开度Vcc的上限(车速相关阈值)以下时视为行驶状态是经济行驶状态的方式而制作的，ECO模式时行驶状态判定用图，可以说是以与通常时行驶状态判定用图形相比将每个加速踏板开度Acc的车速V的上限规定得较低的方式而制作的(参照图3)。因此，在ECO开关88接通时，基本上当车速V并不低时不会使ECO图标95进行点亮显示来表示行驶状态是经济行驶状态的意思。由此，在混合动力车20中，能够促使驾驶者不超过必要地提高车速V，实现燃料经济性的进一步提高。
另外，在上述实施例中，规定用于判定行驶状态是否是经济行驶状态的判定基准的通常时行驶状态判定用图和ECO模式时行驶状态判定用图，分别规定车速V、加速踏板开度Acc与行驶状态的关系，但并不限定于此。即，可以代替加速踏板开度Acc，使用作为与由驾驶者所要求的驱动力要求相关的物理量的其他的参数，也可以使用由驾驶者所要求的要求转矩、要求功率。另外，可以代替车速V，使用作为与车速相关的车速相关物理量的加速度。并且，通常时行驶状态判定用图和ECO模式时行驶状态判定用图，可以规定加速踏板开度Acc等的与驱动力要求相关的物理量与行驶状态的关系，也可以规定车速V等的车速相关物理量与行驶状态的关系。而且，代替上述那样以视觉方式对驾驶者报知，可以使用声音等以听觉方式报知行驶状态是否是经济行驶状态的判定结果，也可以通过视觉、听觉以外的五官感觉向驾驶者报知。
另外，本发明当然还可以适用于上述那样的混合动力车以外的、不具有电动机等的一般的汽车。在这样的情况下，作为与由驾驶者所要求的驱动力要求相关的物理量，除了加速踏板的操作量以外，还可以使用与加速踏板的操作量相关的吸入空气量、燃料喷射量等。并且，上述实施例的混合动力车20，将电机MG2的动力输出给与齿圈轴32a相连接的车轴，但本发明的适用对象并不限定于此。即，本发明可以适用于像图4所示的作为变形例的混合动力车20A那样的情况，将电机MG2的动力输出给不同于与齿圈轴32a相连接的车轴(连接有车轮39a、39b的车轴)的车轴(图4中连接于车轮39c、39d的车轴)。另外，上述实施例的混合动力车20，将发动机22的动力经由动力分配集成机构30输出给作为连接于车轮39a、39b的车轴的齿圈轴32a，但本发明的适用对象并不限定于此，即，本发明也可以适用于像图5所示的作为变形例的混合动力车20B那样的情况，该混合动力车20B具备双转子电动机230，该双转子电动机230具有连接于发动机22的曲轴的内转子232和连接于将动力输出给车轮39a、39b的车轴的外转子234，并将发动机22的动力的一部分传递给车轴并且将剩余的动力转换为电力。
并且，上述混合动力车20，包括具有作为车轴侧旋转元件的齿圈32以及作为内燃机侧旋转元件的行星齿轮架34的动力分配集成机构30，但是本发明也可以适用于代替动力分配集成机构30、作为将发动机22的动力传递至车轴侧的动力传递装置而具有无级变速器(下面称为“CVT”)的车辆。在图6中示出了作为这样的车辆的一例的混合动力车辆20C。该图所示的变形例的混合动力车辆20C包括：将来自发动机22的动力经由液力变矩器(torque converter)130、前进后退切换机构135、带式的CVT140、齿轮机构37、差速齿轮38等输出给例如作为前轮的车辆39a、39b的前轮驱动系统；将来自同步电动发电机即电机MG的动力经由齿轮机构37’、差速齿轮38’等输出至例如作为后轮的车轮39c、39d的后轮驱动系统；和控制车辆整体的混合动力ECU70。在这样的情况下，液力变矩器130作为具有锁止机构的液压式转矩变换器而构成。另外，前进后退切换机构135，例如包括双小齿轮(double-pinion)的行星齿轮机构、制动器和离合器，执行前进后退的切换、液力变矩器130与CVT140的连接/切断。CVT140具有：连接于作为内燃机侧旋转元件的输入轴141的、槽宽可变的主动轮143；槽宽同样可变、连接于作为车轴侧旋转元件的输出轴142的从动轮144；和卷挂在主动轮143和从动轮144的槽上的带145。而且，CVT140利用来自由CVT用电子控制单元146驱动控制的液压电路147的液压油改变主动轮143以及从动轮144的槽宽，从而将输入至输入轴141的动力无级地变速并输出至输出轴142。另外，CVT140可以作为环形CVT构成。而且，电机MG经由变换器45连接于由发动机22驱动的交流发电机29、输出端子连接于从该交流发电机29引出的电力线的蓄电池(高压蓄电池)50。由此，电机MG由来自交流发电机29、蓄电池50的电力驱动，或者进行再生发电并将所得的电力对蓄电池50进行充电。在这样构成的混合动力车20C中，当ECO开关88接通时，与ECO开关88断开时相比，判定行驶状态是否是经济行驶状态时的判定基准变得更严格，变得难以在仪表显示单元90显示行驶状态是经济行驶状态的意思。因此，在实施例的混合动力车20中，尤其是在ECO开关88接通时，能够更为有效地促使驾驶者实现经济行驶，谋求进一步的燃料经济性上升。
这里，对于上述实施例以及变形例的主要要素与发明内容部分记载的发明的主要要素的对应关系进行说明。即，仪表显示单元90与“报知装置”相当，用于选择使燃料经济性优先的ECO模式的ECO开关88与“燃料经济性优先模式选择开关”相当，执行图3的仪表显示控制程序的仪表ECU99与“行驶状态判定装置”以及“报知控制装置”相当，加速踏板位置传感器84与“驱动力相关物理量获取装置”相当，车速传感器V与“车速相关物理量获取装置”相当。另外，电机MG、MG2与“电动机”相当，蓄电池50与“蓄电装置”相当，具有作为车轴侧旋转元件的齿圈32和作为内燃机侧旋转元件的行星齿轮架34的动力分配集成机构30、具有作为车轴侧旋转元件的输入轴141和作为内燃机侧旋转元件的输出轴142的CVT140、具有连接于发动机22的内转子232和连接于对车轮39a、39b输出动力的车轴的外转子234的双转子电动机230与“动力传递装置”相当，电机MG1和动力分配集成机构30、双转子电动机230与“电力动力输入输出装置”相当，电机MG1、交流发电机29或者双转子电动机230与“发电用电动机”相当，动力分配集成机构30与“三轴式动力输入输出装置”相当。另外，这些实施例的主要要素与发明内容部分记载的发明的主要要素的对应关系，是实施例用于具体说明用于实施发明内容部分记载的发明的优选方式的一例，所以并没有限定发明内容部分记载的发明的要素。即，实施例只不过是发明内容部分记载的发明的一个具体例子，发明内容部分记载的发明的解释应该基于该部分的记载来进行。
在上文中使用实施例对本发明的实施方式进行了说明，但是很明显本发明决不限定于上述实施例，在不脱离本发明的要旨的范围内能够进行各种各样的变更。
本发明能够应用于机动车的制造产业等。

Claims (11)

1.一种车辆，具有能够报知与行驶状态相关的车辆信息的报知装置，该车辆包括：
用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关；
行驶状态判定装置，当所述燃料经济性优先模式选择开关断开时，用第一判定基准来判定所述行驶状态是否是经济行驶状态；当所述燃料经济性优先模式选择开关接通时，用第二判定基准来判定所述行驶状态是否是经济行驶状态，该第二判定基准比所述第一判定基准倾向于不视为所述行驶状态是经济行驶状态；和
控制所述报知装置使得所述行驶状态判定装置的判定结果被报知给驾驶者的报知控制装置。
2.根据权利要求1所记载的车辆，其中，
还具备获得与驾驶者的驱动力要求相关的物理量的驱动力相关物理量获取装置，
所述第一以及第二判定基准，分别在所述获得到的物理量为预定的阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的阈值比所述第一判定基准中的阈值小。
3.根据权利要求1所记载的车辆，其中，
还具备获取与车速相关的车速相关物理量的车速相关物理量获取装置，
所述第一以及第二判定基准，分别在所述获取到的车速相关物理量为预定的车速相关阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的车速相关阈值比所述第一判定基准中的车速相关阈值小。
4.根据权利要求1所记载的车辆，其中，
还具备能够输出行驶用的动力的电动机；和
能够与所述电动机交换电力的蓄电装置。
5.根据权利要求1所记载的车辆，其中，还具有：
能够输出动力的内燃机；和
具有与预定的车轴相连接的车轴侧旋转元件、和与所述内燃机的内燃机轴相连接并且能够相对于所述车轴侧旋转元件进行差动旋转的内燃机侧旋转元件，能够将来自所述内燃机轴的动力的至少一部分向所述车轴侧输出的动力传递装置。
6.根据权利要求5所记载的车辆，其中，
所述动力传递装置，是与所述车轴和所述内燃机的内燃机轴相连接、伴随着电力和动力的输入输出而将所述内燃机的动力的至少一部分向所述车轴侧输出的电力动力输入输出装置。
7.根据权利要求6所记载的车辆，其中，
所述电力动力输入输出装置，包括能够输入输出动力的发电机和三轴式动力输入输出装置，该三轴式动力输入输出装置与所述车轴、所述内燃机的所述内燃机轴、和所述发电机的旋转轴这三轴相连接，将基于相对于这三轴中的任意两轴所输入输出的动力的动力相对于剩余的轴输入输出。
8.根据权利要求5所记载的车辆，其中，
所述动力传递装置是无级变速器。
9.一种车辆的控制方法，该车辆具备能够报知与行驶状态相关的车辆信息的报知装置和用于选择使燃料经济性优先的燃料经济性优先模式的燃料经济性优先模式选择开关，该车辆的控制方法包括：
步骤(a)，当所述燃料经济性优先模式选择开关断开时，用第一判定基准来判定所述行驶状态是否是经济行驶状态；当所述燃料经济性优先模式选择开关接通时，用第二判定基准来判定所述行驶状态是否是经济行驶状态，该第二判定基准比所述第一判定基准倾向于不视为所述行驶状态是经济行驶状态；和
步骤(b)，控制所述报知装置，使得在步骤(a)中的判定结果被报知给驾驶者。
10.根据权利要求9所记载的车辆的控制方法，其中，
在步骤(a)中所使用的所述第一以及第二判定基准，在与驾驶者的驱动力要求相关的物理量为预定的阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的阈值比所述第一判定基准中的阈值小。
11.根据权利要求9所记载的车辆的控制方法，其中，
在步骤(a)中所使用的所述第一以及第二判定基准，在与车速相关的车速相关物理量为预定的车速相关阈值以下时视为所述行驶状态是经济行驶状态，所述第二判定基准中的车速相关阈值比所述第一判定基准中的车速相关阈值小。
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