CN105882414B - 车辆用显示装置 - Google Patents
车辆用显示装置 Download PDFInfo
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- CN105882414B CN105882414B CN201610087212.7A CN201610087212A CN105882414B CN 105882414 B CN105882414 B CN 105882414B CN 201610087212 A CN201610087212 A CN 201610087212A CN 105882414 B CN105882414 B CN 105882414B
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- energy
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- efficiency
- electric
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Classifications
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- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
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Abstract
本发明涉及车辆用显示装置。提供一种促使驾驶员进行提高能量效率的驾驶操作的车辆用显示装置。车辆用显示装置(11)用于具备摩擦制动器的电动车辆,具有:基于摩擦制动器的工作状态来计算从电动车辆放出的损失能量的损失能量计算部(62)、基于损失能量来计算电动车辆消耗的能量消耗量的消耗量计算部(63)、基于第一期间的行驶距离和能量消耗量来计算平均能量效率的平均效率计算部(67)、基于比第一期间短的第二期间的行驶距离和能量消耗量来计算瞬间能量效率的瞬间效率计算部(68)、基于平均能量效率和瞬间能量效率的效率差来控制车载显示器的显示内容的显示器控制部(70)。
Description
技术领域
本发明涉及一种用于具备摩擦制动器的电动车辆的车辆用显示装置。
背景技术
作为电动车辆,正在开发动力源具备电动机的电动汽车及燃料电池汽车。另外,作为电动车辆,正在开发动力源具备发动机及电动机的混合动力车辆。进一步,作为混合动力车辆,也正在开发可以通过外部电源充电的所谓***式的混合动力车辆。为了改善这些电动车辆的电费或油耗,驾驶员的驾驶操作至关重要。于是,提出了一种在仪表上显示当前的瞬间油耗和目前为止的平均油耗的油耗差,以便促使驾驶员进行适当的驾驶操作的车辆用显示装置(参照专利文献1)。
先行技术文献
专利文献
专利文献1:日本特开2014-118816号公报
然而,专利文献1中记载的车辆用显示装置,是显示瞬间油耗和平均油耗的油耗差的显示装置,因此在发动机停止的电动机行驶时或车辆制动时,持续显示良好的油耗。但是,为了改善电动车辆的电费或油耗等能量效率,在电动机行驶时或车辆制动时也促使驾驶员进行有助于能量效率的提高的驾驶操作是至关重要的。
发明内容
本发明的目的在于,促使驾驶员进行有助于能量效率的提高的驾驶操作。
用于解决课题的技术方案
本发明的车辆用显示装置是用于具备摩擦制动器的电动车辆的车辆用显示装置,具有:损失能量计算部,其基于所述摩擦制动器的工作状态,计算从所述电动车辆放出的损失能量;消耗量计算部,其基于所述损失能量,计算所述电动车辆消耗的能量消耗量;第一效率计算部,其基于第一期间的行驶距离和能量消耗量,计算第一能量效率;第二效率计算部,其基于比所述第一期间短的第二期间的行驶距离和能量消耗量,计算第二能量效率;以及显示器控制部,其基于所述第一能量效率和所述第二能量效率的效率差,控制车载显示器的显示内容。
根据本发明的车辆用显示装置,还可以具有基于所述电动车辆具备的蓄电设备的充放电电力来计算所述电动车辆消耗或发电的电能的电能计算部,所述消耗量计算部可以基于所述损失能量和所述电能,计算所述能量消耗量。
根据本发明的车辆用显示装置,还可以具有基于所述电动车辆具备的发动机的燃料喷射量来计算所述电动车辆消耗的燃料能的燃料能计算部,所述消耗量计算部可以基于所述损失能量、所述电能和所述燃料能,计算所述能量消耗量。
根据本发明的车辆用显示装置,其中,所述损失能量计算部可以将所述损失能量作为热量来计算,所述电能计算部可以将所述电能作为热量来计算。
根据本发明的车辆用显示装置,其中,所述损失能量计算部可以将所述损失能量作为热量来计算,所述电能计算部可以将所述电能作为热量来计算,所述燃料能计算部可以将所述燃料能作为热量来计算。
根据本发明的车辆用显示装置,还可以具有消耗量加算部,所述消耗量加算部可以将所述能量消耗量加上第一加算值而更新所述能量消耗量,将更新后的所述能量消耗量输出至所述第一效率计算部及所述第二效率计算部。
根据本发明的车辆用显示装置,还可以具有行驶距离加算部,所述行驶距离加算部可以将所述行驶距离加上第二加算值而更新所述行驶距离,将更新后的所述行驶距离输出至所述第一效率计算部及所述第二效率计算部。
根据本发明的车辆用显示装置,其中,所述第一加算值和所述第二加算值可以为彼此相等的值。
发明效果
根据本发明,由于是基于从电动车辆放出的损失能量,计算电动车辆的能量消耗量,所以能够促使驾驶员进行有助于能量效率的提高的驾驶操作。
附图说明
图1是显示混合动力车辆的结构的一个例子的概略图;
图2是显示车辆用显示装置的一个例子的概略图;
图3(a)~(d)是显示经济计量器(エコゲージ)的显示状况的说明图;
图4是显示仪表控制单元具备的功能的一个例子的方块图;
图5是显示经济计量器的显示动态的一个例子的图像图。
符号说明
10 混合动力车辆(电动车辆)
11 车辆用显示装置
12 发动机
24 电池(蓄电设备)
31 摩擦制动器
41 显示器(车载显示器)
60 燃料能计算部
61 电能计算部
62 损失能量计算部
63 消耗量计算部
65 能量偏差加算部(消耗量加算部)
66 距离偏差加算部(行驶距离加算部)
67 平均效率计算部(第一效率计算部)
68 瞬间效率计算部(第二效率计算部)
70 显示器控制部
CF 燃料消耗量
CEBat 充放电电力
CFkW 燃料能
CEkW 电能
CBkW 损失能量
CkW 能量消耗量
CkWO 能量消耗量
V 行驶距离
VO 行驶距离
KO 偏差值(第一加算值,第二加算值)
DTotal 行驶距离
CTotal 能量消耗量
EAve 平均能量效率(第一能量效率)
DIns 行驶距离
CIns 能量消耗量
EIns 瞬间能量效率(第二能量效率)
EECO 计量运算值(效率差)
具体实施方式
以下,基于附图详细地说明本发明的实施方式。图1是显示混合动力车辆(电动车辆)10的结构的一个例子的概略图。在图1所示的混合动力车辆10上,设置有作为本发明的一实施方式的车辆用显示装置11。
如图1所示,在混合动力车辆10上,搭载有具备作为动力源的发动机12及电动发电机13的动力单元14。在该动力单元14上设置有具备初级皮带轮15及次级皮带轮16的无级变速器17。在初级皮带轮15的一侧,经由离合器18连结有发动机12,在初级皮带轮15的另一侧,连结有电动发电机13。在次级皮带轮16上,经由输出轴19及差动机构20等连结有车轮21。另外,在电动发电机13的定子22上,经由变换器23连接有电池24。
在混合动力车辆10上,作为制动车轮21的制动***设置有再生制动器30及摩擦制动器31。再生制动器30具备与车轮21机械连接的电动发电机(电动机)13、和与电动发电机13电连接的电池(蓄电设备)24。在使再生制动器30工作时,电动发电机13被控制在发电状态。由此,能够使电动发电机13产生制动力,能够通过电动发电机13对车轮21进行制动。该再生制动器30通过使电动发电机13再生以对电池24充电,将混合动力车辆10的运动能转换成电能并回收。
摩擦制动器31具有与制动器踏板32连动而产生制动液压的主缸33、和通过来自主缸33的制动液压来制动各车轮21的盘形转子34的制动钳35。另外,摩擦制动器31具有由电动泵、储能器及电磁阀等构成的液压单元36。液压单元36设置于主缸33和制动钳35之间,向各制动钳35供给通过液压单元36控制的制动液压。通过驾驶员踏下制动器踏板32,而经由液压单元36向制动钳35供给制动液压。由此,制动钳35的未图示的衬垫被推压在盘形转子34上,能够通过衬垫和盘形转子34间的摩擦力来制动车轮21。这样,摩擦制动器31将混合动力车辆10的运动能转换成热能并放出。
图2是显示车辆用显示装置11的一个例子的概略图。如图2所示,车辆用显示装置11设置有向驾驶员显示各种信息的组合仪表40。组合仪表40具备液晶面板等的显示器(车载显示器)41、显示车速的车速表42、及显示发动机转速的转速计43等。如图2的放大部分所示,组合仪表40的显示器41显示有经济计量器44。该经济计量器44显示有关混合动力车辆10的能量效率的高低的信息。在此,所谓能量效率高、即能量效率好,意味着每单位行驶距离的消耗电力或消耗燃料少。另一方面,所谓能量效率低、即能量效率差,意味着每单位行驶距离的消耗电力或消耗燃料多。
图3(a)~(d)是显示经济计量器44的显示状况的说明图。如图3(a)及(b)所示,在进行了使能量效率提高的驾驶操作的情况下,显示条45向正侧(+侧)延伸来显示。另一方面,如图3(c)及(d)所示,在进行了使能量效率降低的驾驶操作的情况下,显示条45向负侧(-侧)延伸来显示。另外,如图3(b)所示,能量效率越高,显示条45越向正侧伸长来显示,另一方面,如图3(d)所示,能量效率越低,显示条45越向负侧伸长来显示。
接着,对混合动力车辆10的控制***进行说明。如图1所示,混合动力车辆10具有多个电子控制单元50~54。作为电子控制单元设置有:控制发动机12的发动机控制单元50、控制电动发电机13等的混合控制单元51、及控制电池24的电池控制单元52。另外,作为电子控制单元设置有:控制摩擦制动器31的制动器控制单元53、控制组合仪表40的仪表控制单元54等。这些电子控制单元50~54具有由CPU、ROM、RAM等构成的微型计算机、生成对各种促动器的控制电流的驱动电路等。另外,各电子控制单元50~54经由CAN等车载网络55互相连接。另外,从未图示的各种传感器向车载网络55发送车速、发动机转速、电动机转速、加速器操作量、及制动器操作量等显示车辆状态的信号。
以下,对构成车辆用显示装置11的仪表控制单元54进行说明。首先,简单地说明仪表控制单元54对经济计量器44的控制概要。仪表控制单元54基于混合动力车辆10的行驶距离和在该行驶距离中消耗的能量消耗量,计算混合动力车辆10的能量效率。仪表控制单元54计算作为能量效率的第一期间的平均能量效率和比第一期间短的第二期间的瞬间能量效率。然后,仪表控制单元54在经济计量器44中显示平均能量效率和瞬间能量效率的效率差,促使驾驶员进行用于提高能量效率的驾驶操作。即,在通过当前的驾驶操作而得到的瞬间能量效率超过平均能量效率的情况下,经济计量器44的显示条45向正侧延伸来显示。另一方面,在通过当前的驾驶操作而得到的瞬间能量效率低于平均能量效率的情况下,经济计量器44的显示条45向负侧延伸来显示。由此,能够使看经济计量器44的驾驶员认知有助于能量效率的提高的驾驶操作,从而,能够提高混合动力车辆10的能量效率。
接着,详细说明仪表控制单元54对经济计量器44的控制内容。图4是表示仪表控制单元54具备的功能的一个例子的块图。如图4所示,仪表控制单元54具有燃料能计算部60。燃料能计算部60计算发动机12消耗的每单位时间的燃料能CFkW。从发动机控制单元50向燃料能计算部60输入每单位时间的燃料消耗量CF。然后,燃料能计算部60如以下的公式(1)所示,对燃料消耗量CF乘上每单位容积的能量kc2j,计算每单位时间的热量即燃料能CFkW。这样,燃料能计算部60基于发动机12的燃料消耗量CF,计算混合动力车辆10消耗的燃料能CFkW。另外,所谓燃料消耗量CF,是指从发动机12的未图示的喷射器喷射的燃料喷射量。
CFkW[kW]=CF[cc/sec]×kc2j[kJ/cc]···(1)
仪表控制单元54具有电能计算部61。电能计算部61主要计算电动发电机13消耗、再生的每单位时间的电能CEkW。从电池控制单元52向电能计算部61输入每单位时间的电池24的充放电电力CEBat。然后,如以下的公式(2)所示,电能计算部61将充放电电力CEBat作为每单位时间的热量即电能CEkW来计算。在此,充放电电力CEBat在电池放电时以正的值检出,在电池充电时以负的值检出。即,在电池放电时,所消耗的电能CEkW计算为正的值。另一方面,在电池充电时,再生即发电的电能CEkW计算为负的值。这样,电能计算部61基于电池24的充放电电力CEBat,计算混合动力车辆10消耗或发电的电能CEkW。
CEkW[kW]=CEBat[kW]···(2)
仪表控制单元54具有损失能量计算部62。损失能量计算部62主要计算从摩擦制动器31放出的每单位时间的损失能量CBkW。从混合控制单元51向损失能量计算部62输入总制动转矩TTotal、再生转矩TBR及电动机转速N。然后,如以下的公式(3)所示,损失能量计算部62通过从总制动转矩TTotal减去再生转矩TBR,再对其乘上电动机转速N及转换系数kT2P,来计算每单位时间的热量即损失能量CBkW。这样,损失能量计算部62根据总制动转矩TTotal及再生转矩TBR推定摩擦制动器31的工作状态,基于该摩擦制动器31的工作状态而计算损失能量CBkW。即,损失能量计算部62基于摩擦制动器31的工作状态,计算从混合动力车辆10放出的损失能量CBkW。另外,总制动转矩TTotal是在车辆制动时,混合动力车辆10所要求的制动转矩,是基于车速或制动器踏板32的踏入量等而设定的制动转矩。另外,再生转矩TBR为再生制动时电动发电机13产生的再生转矩。另外,电动机转速N为电动发电机13的旋转速度,转换系数kT2P为将功转换为热量的系数。另外,总制动转矩TTotal或再生转矩TBR为作用在电动发电机13的转子轴25上的总制动转矩或再生转矩。
CBkW[kW]=(TTotal-TBR)[Nm]×N[rpm]×kT2P···(3)
仪表控制单元54具有消耗量计算部63。消耗量计算部63计算混合动力车辆10消耗的每单位时间的能量消耗量CkW。从各能量计算部60~62向消耗量计算部63输入燃料能CFkW、电能CEkW及损失能量CBkW。然后,如以下的式(4)所示,消耗量计算部63将燃料能CFkW、电能CEkW及损失能量CBkW合计,计算每单位时间的能量消耗量CkW。
CkW[kW]=CFkW[kW]+CEkW[kW]+CBkW[kW]···(4)
在此,能量消耗量CkW不仅是由发动机12或电动发电机13消耗的能量,而且是加上了回收量根据制动状况而变动的能量后的消耗量。换句话说,能量消耗量CkW是加上了根据制动状况而应该得到回收的损失能量CBkW(即不是再生制动器30作为电力而回收的损失能量,而是摩擦制动器31作为热放出的损失能量CBkW)之后的消耗量。
因此,在使混合动力车辆10减速时,制动器踏板32的踏入量少的情况、或制动器踏板32的踏入速度慢的情况下,由于摩擦制动器31相对于总制动转矩的比率变低,所以损失能量CBkW减少,能量消耗量CkW减少。换句话说,在轻踏制动器踏板32的情况下,由于再生制动器30相对于总制动转矩的比率变高,所以损失能量CBkW减少,能量消耗量CkW减少。另一方面,在使混合动力车辆10减速时,制动器踏板32的踏入量多的情况、或制动器踏板32的踏入速度快的情况下,摩擦制动器31相对于总制动转矩的比率变高,因此损失能量CBkW增加,能量消耗量CkW增加。换句话说,在用力踏下制动器踏板32的情况下,再生制动器30相对于总制动转矩的比率变低,因此损失能量CBkW增加,能量消耗量CkW增加。这样,能量消耗量CkW是考虑了混合动力车辆10的制动状况的消耗量。
为了使用该能量消耗量CkW计算能量效率,仪表控制单元54具有计算每单位时间的行驶距离V的行驶距离计算部64。从混合控制单元51向行驶距离计算部64输入车速信号,行驶距离计算部64基于车速信号而计算每单位时间的行驶距离V[km/sec]。另外,也可以不使用车速信号,而是例如基于从GPS(全球定位***)输出的位置信号计算行驶距离。
而且,仪表控制单元54用能量消耗量CkW除行驶距离V,如上所述,计算混合动力车辆10的能量效率。但是,能量消耗量CkW中包含在电池充电时变为负的值的电能CEkW、即再生能量,因此,假定能量消耗量CkW跨域“0”而变化。在此,在计算能量效率时,存在若作为分母的能量消耗量CkW通过“0”,则能量效率会发散这样的问题。
于是,仪表控制单元54具有将能量消耗量CkW增大并更新为能量消耗量CkWO的能量偏差加算部65。如以下的公式(5)所示,作为消耗量加算部的能量偏差加算部65将能量消耗量CkW加上作为第一加算值的偏差值kO,计算增大后的能量消耗量CkWO。即,偏差值kO设定为使得即使是燃料能CFkW及损失能量CBkW为“0”,电能CEkW通过再生制动而向负侧增大的情况,能量消耗量CkWO也维持正的值。
CkWO[kW]=CkW[kW]+kO···(5)
另外,假定在只增大了作为分母的能量消耗量CkW的情况下,能量效率的计算结果不同。即,在能量消耗量CkW和行驶距离V均接近于“0”的状况中,在未将作为分母的能量消耗量CkW增大的情况下,能量效率收敛为“1”。与此相反,在能量消耗量CkW和行驶距离V均接近于“0”的状况中,在只增大了作为分母的能量消耗量CkW的情况下,能量效率就会收敛为“0”。因此,仪表控制单元54具备将作为分子的行驶距离V增大而更新为行驶距离VO的距离偏差加算部66。如以下的式(6)所示,作为行驶距离加算部的距离偏差加算部66将行驶距离V加上作为第二加算值的偏差值kO,计算增大后的行驶距离VO。由此,在能量消耗量CkW和行驶距离V均接近于“0”的状况中,能够使能量效率收敛为“1”,能够正确地计算能量效率。
VO[km/sec]=V[km/sec]+kO···(6)
另外,在上述的说明中,将能量消耗量CkW和行驶距离V分别加上相同值的偏差值kO。即,将第一加算值和第二加算值设定为彼此相同的值,但不限于此,也可以将第一加算值和第二加算值设定为彼此不同的值。如上所述,在将能量消耗量CkW和行驶距离V加上相同的偏差值kO的情况下,在能量消耗量CkW和行驶距离V均接近于“0”的状况中,能够将能量效率收敛为“1”,可正确地计算能量效率,因此是优选的。但是,在后述的经济计量器44的显示内容未出现不自然的动作的范围内,也可以将第一加算值和第二加算值设定为彼此不同的值。在这种情况下,在能量消耗量CkW和行驶距离V均接近于“0”的状况中,能量效率不为“1”,而是收敛为例如“1.1”或“0.9”。
另外,如上述的公式(6)所示,由于将行驶距离V[km/sec]加上了偏差值kO[kW],因此行驶距离VO的单位系将崩溃。但是,如后述,经济计量器44所显示的值不是行驶距离VO,而是平均能量效率和瞬间能量效率的效率差。因此,经济计量器44的显示内容不会出现不自然的动作。
另外,仪表控制单元54具有作为第一效率计算部的平均效率计算部67。从能量偏差加算部65向平均效率计算部67输入能量消耗量CkWO,从距离偏差加算部66向平均效率计算部67输入行驶距离VO。而且,平均效率计算部67将经过第一期间的能量消耗量CkWO累计而计算能量消耗量CTotal,将经过第一期间的行驶距离VO累计而计算行驶距离DTotal。接着,如以下的公式(7)所示,平均效率计算部67用能量消耗量CTotal除行驶距离DTotal,计算作为第一能量效率的平均能量效率EAve。另外,第一期间例如也可以是将累计行驶距离的短距离里程表复位之后直到现在的期间,也可以是将点火开关向ON操作之后直到现在的期间。另外,第一期间例如也可以设定为眼前的10分钟、眼前的1小时、眼前的10小时等那样的眼前的规定时间。
EAve[km/kJ]=DTotal[km]÷CTotal[kJ]···(7)
仪表控制单元54具有作为第二效率计算部的瞬间效率计算部68。从能量偏差加算部65向瞬间效率计算部68输入能量消耗量CkWO,从距离偏差加算部66向瞬间效率计算部68输入行驶距离VO。然后,瞬间效率计算部68将经过比第一期间短的第二期间的能量消耗量CkWO累计而计算能量消耗量CIns,将经过第二期间的行驶距离VO累计而计算行驶距离DIns。接着,如以下的式(8)所示,瞬间效率计算部68用能量消耗量CIns除行驶距离DIns,计算作为第二能量效率的瞬间能量效率EIns。另外,作为第二期间,例如可列举出眼前的0.1秒钟、眼前的0.2秒钟、眼前的1秒钟等。这样,设定比计算平均能量效率EAve的第一期间短的期间,作为计算瞬间能量效率EIns的第二期间。
EIns[km/kJ]=DIns[km]÷CIns[kJ]···(8)
仪表控制单元54具有效率差计算部69及显示器控制部70。从平均效率计算部67向效率差计算部69输入平均能量效率EAve,从瞬间效率计算部68向效率差计算部69输入瞬间能量效率EIns。而且,如以下的式(9)所示,效率差计算部69从瞬间能量效率EIns减去平均能量效率EAve,计算效率差即计量运算值(ゲージ演算値)EECO。接着,显示器控制部70基于计量运算值EECO,控制经济计量器44的显示内容即显示条45的长度及方向。即,在通过当前的驾驶操作而得到的瞬间能量效率EIns较大、计量运算值EECO计算为正侧的情况下,经济计量器44的显示条45向正侧延伸来显示。另一方面,在通过当前的驾驶操作而得到的瞬间能量效率EIns较小、计量运算值EECO计算为负侧的情况下,经济计量器44的显示条45向负侧延伸来显示。由此,能够使看经济计量器44的驾驶员认知有助于能量效率的提高的驾驶操作,从而能够提高混合动力车辆10的能量效率。
EECO[km/kJ]=EIns[km/kJ]-EAve[km/kJ]···(9)
如上所述,所谓成为计算计量运算值EECO时的基础的能量消耗量CkW,为加上了从混合动力车辆10放出的损失能量CBkW的能量消耗量。通过使用这种能量消耗量CkW,能够使计量运算值EECO反映根据驾驶操作而变动的再生制动器30和摩擦制动器31的使用比率。由此,能够使看经济计量器44的驾驶员认知有助于能量效率的提高的驾驶操作,即有助于摩擦制动器31的使用比率的降低的驾驶操作,从而能够提高混合动力车辆10的能量效率。
在此,所谓再生制动器30相对于总制动转矩的使用比率,是指通过驾驶操作即制动器踏板32的踏进方式而大幅变动的比率。即,在车辆制动时保持余量而轻踏制动器踏板32的情况下,由于总制动转矩设定得较小,因此能够使摩擦制动器31相对于总制动转矩的比率降低。这样,通过在车辆制动时降低摩擦制动器31的使用比率,能够使从摩擦制动器31放出的损失能量CBkW减少,从而能够减少能量消耗量CkW而提高能量效率。在这种情况下,伴随能量消耗量CkW的减少,计量运算值EECO容易计算到正侧,因此能够使驾驶员认知能量效率的提高要因即轻的制动器操作。
另一方面,在车辆制动时猛踩制动器踏板32的情况下,由于总制动转矩设定得较大,因此使得摩擦制动器31相对于总制动转矩的比率提高。这样,在车辆制动时摩擦制动器31的使用比率提高的情况下,从摩擦制动器31放出的损失能量CBkW增加,因此使得能量消耗量CkW增加而能量效率下降。在这种情况下,伴随能量消耗量CkW的增加,计量运算值EECO容易计算到负侧,因此能够使驾驶员认知能量效率的恶化要因即猛踩制动器操作。
以下,对从车辆起动到车辆停止的经济计量器44的显示动态进行说明。图5是表示经济计量器44的显示动态的一个例子的图像图。如图5所示,起动后,行驶距离伴随车速的增加而延长,因此,瞬间能量效率EIns逐渐上升(符号X1)。之后,若增大加速器踏板的踏入量(符号A1),则能量消耗量增加,瞬间能量效率EIns降低(符号X2)。另外,若增加加速器踏板的踏入量(符号A2),则由于发动机12被起动(符号E1),能量消耗量增加,瞬间能量效率EIns降低(符号X3)。
接着,若释放加速器踏板(符号A3),则混合动力车辆10以缓慢地减速的滑行状态行驶。在该滑行行驶中,发动机12停止(符号E2),再生制动器30工作(符号Ba1)。由此,再生的电能(以下记载为再生能量。)增加,因此能量消耗量减少,瞬间能量效率EIns上升(符号X4)。另外,若滑行行驶中踏下加速器踏板(符号A4),发动机12则被再起动(符号E3),再生制动器30停止(符号Ba2)。由此,能量消耗量增加,瞬间能量效率EIns降低(符号X5)。
而且,由于为了车辆停止而减速,因此释放加速器踏板(符号A5),轻踩制动器踏板32(符号B1)。这样,在轻踩制动器踏板32的情况下,在发动机12停止(符号E4)并且将摩擦制动器31的制动力保持在“0“的状态之下(符号Bb1),再生制动器30的制动力提升(符号Ba3)。在这种情况下,损失能量被抑制在”0“不变,再生能量增加,因此能量消耗量大幅降低,瞬间能量效率EIns显著上升(符号X6)。
另外,若为了使混合动力车辆10停止而增大制动器踏板32的踏入量(符号B2),则混合动力车辆10的总制动转矩提升。为了得到该目标值即总制动转矩,再生制动器30的制动力增大(符号Ba4),但由于再生制动器30的制动力被电池24的受入电流等限制,因此为了补充不足的制动力而提升摩擦制动器31的制动力(符号Bb2)。在这种情况下,伴随摩擦制动器31的工作,损失能量增加,因此,能量消耗量增加,瞬间能量效率EIns降低(符号X7)。另外,在图示的例子中,在停车之前放松制动器踏板32的踏入(符号B3)。因此,混合动力车辆10的总制动转矩降低,补充不足的制动力的摩擦制动器31的制动力下降(符号Bb3)。由此,伴随摩擦制动器31的制动力的下降,损失能量降低,因此能量消耗量减少,瞬间能量效率EIns上升(符号X8)。
这样,瞬间能量效率EIns根据加速器踏板或制动器踏板32的操作状况而大幅变动。而且,在通过当前的驾驶操作而得到的瞬间能量效率EIns较高、计量运算值EECO计算为正侧的情况下,相当于计量运算值EECO的显示条45相对于经济计量器44向正侧延伸来显示。另一方面,在通过当前的驾驶操作而得到的瞬间能量效率EIns较低、计量运算值EECO计算为负侧的情况下,相当于计量运算值EECO的显示条45相对于经济计量器44向负侧延伸来显示。由此,能够使看经济计量器44的驾驶员认知有助于能量效率的提高的驾驶操作,从而能够提高混合动力车辆10的能量效率。另外,在经济计量器44中,设定正侧的极限值L1和负侧的极限值L2,在这些极限值的范围内显示计量运算值EECO。
本发明不限定于上述实施方式,不用说,在不脱离其宗旨的范围可以进行各种各样的变更。在上述的说明中,将车辆用显示装置11搭载于并联式的混合动力车辆10上,但不限于此。例如,也可以将车辆用显示装置11搭载在串联式或混联式的混合动力车辆上。在串联式或混联式的混合动力车辆中,不仅再生制动时电动机被发电驱动,而且电动机也通过发动机被发电驱动。
在上述的说明中,将车辆用显示装置11搭载在混合动力车辆10上,但不限于此,也可以将车辆用显示装置11搭载在不具有发动机12的电动汽车或燃料电池汽车等电动车辆上。在这种情况下,从仪表控制单元54省掉燃料能计算部60。而且,仪表控制单元54的消耗量计算部63将电能CEkW和损失能量CBkW合计,计算每单位时间的能量消耗量CkW。
在上述的说明中,在计算损失能量CBkW时,从总制动转矩TTotal减去再生转矩TBR,再乘上电动机转速N及转换系数kT2P,但不限于此。例如,也可以检测供给制动钳35的制动液压,基于该制动液压的数值而计算损失能量CBkW。即,基于直接检测的摩擦制动器31的工作状态,计算损失能量CBkW。
在上述的说明中,将燃料能CFkW、电能CEkW及损失能量CBkW换算成“kW”即每单位时间的热量“kJ”而计算,但不限于此。例如,也可以将燃料能CFkW、电能CEkW及损失能量CBkW划算成卡路里等其他的热量而计算。
在上述的说明中,将能量消耗量CkW加上偏差值kO,并且将行驶距离V加上偏差值kO,但不限于此。例如,在未增大能量消耗量CkW或行驶距离V的情况下,在特定的行驶状况中,经济计量器44可能产生不自然的动作,但在该动作可容许的情况或通过其他方法被抑制的情况下,也可以不增大能量消耗量CkW或行驶距离V,而计算瞬间能量效率EIns或平均能量效率EAve。
在上述的说明中,从瞬间能量效率EIns减去平均能量效率EAve而计算效率差即计量运算值EECO,但不限于此,也可以从平均能量效率EAve减去瞬间能量效率EIns而计算效率差即计量运算值EECO。
在上述的说明中,在计算能量效率时,用能量消耗量除行驶距离,但不限于此,也可以用行驶距离除能量消耗量而计算能量效率。在这种情况下,能量效率的数值越增大,意味着能量效率越差,能量效率的数值越减小,意味着能量效率越好。
在上述的说明中,作为车载显示器列举出了显示经济计量器44的显示器41,但不限于此。例如,作为车载显示器,也可以是基于计量运算值EECO使指针动作的模拟式或数字式的仪表,也可以是基于计量运算值EECO而切换颜色或闪烁图案等的发光体。
在上述的说明中,采用盘式制动器作为摩擦制动器31,但不限于此,也可以采用鼓式制动器。另外,采用通过制动液压控制制动钳35的液压式的摩擦制动器作为摩擦制动器31,但不限于此,也可以采用通过电动促动器控制制动钳35的电动式的摩擦制动器作为摩擦制动器31。
Claims (8)
1.一种车辆用显示装置,其设置于具备再生制动器和摩擦制动器、所述再生制动器和所述摩擦制动器的使用比率根据驾驶操作而变化的电动车辆,所述车辆用显示装置具有:
损失能量计算部,其基于所述摩擦制动器的工作状态,计算从所述电动车辆放出的损失能量;
消耗量计算部,其基于所述损失能量,计算所述电动车辆消耗的能量消耗量;
第一效率计算部,其基于第一期间的行驶距离和能量消耗量,计算第一能量效率;
第二效率计算部,其基于比所述第一期间短的第二期间的行驶距离和能量消耗量,计算第二能量效率;以及
显示器控制部,其基于所述第一能量效率和所述第二能量效率的效率差,控制车载显示器的显示内容。
2.根据权利要求1所述的车辆用显示装置,其中,
具有基于所述电动车辆具备的蓄电设备的充放电电力来计算所述电动车辆消耗或发电的电能的电能计算部,
所述消耗量计算部基于所述损失能量和所述电能,计算所述能量消耗量。
3.根据权利要求2所述的车辆用显示装置,其中,
具有基于所述电动车辆具备的发动机的燃料喷射量来计算所述电动车辆消耗的燃料能的燃料能计算部,
所述消耗量计算部基于所述损失能量、所述电能和所述燃料能,计算所述能量消耗量。
4.根据权利要求2所述的车辆用显示装置,其中,
所述损失能量计算部将所述损失能量作为热量来计算,
所述电能计算部将所述电能作为热量来计算。
5.根据权利要求3所述的车辆用显示装置,其中,
所述损失能量计算部将所述损失能量作为热量来计算,
所述电能计算部将所述电能作为热量来计算,
所述燃料能计算部将所述燃料能作为热量来计算。
6.根据权利要求1~5中任一项所述的车辆用显示装置,其中,
具有消耗量加算部,所述消耗量加算部将所述能量消耗量加上第一加算值而更新所述能量消耗量,将更新后的所述能量消耗量输出至所述第一效率计算部及所述第二效率计算部。
7.根据权利要求6所述的车辆用显示装置,其中,
具有行驶距离加算部,所述行驶距离加算部将所述行驶距离加上第二加算值而更新所述行驶距离,将更新后的所述行驶距离输出至所述第一效率计算部及所述第二效率计算部。
8.根据权利要求7所述的车辆用显示装置,其中,
所述第一加算值和所述第二加算值为彼此相等的值。
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