• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    Display device for a hybrid vehicle with an internal combustion engine and a source of motive power for hybridization. The vehicle may be in a first mode of displacement via said hybridization source, with inactive combustion engine and hybridization source powered by an accumulator. In a second mode of displacement, the combustion engine intervenes. Next to the display of an acceleration control level (50A), the display interface (50) includes a space representative of the capacity of the accumulator (50M). The space is divided into a variable power area available in hybridization assistance (57A) and a variable charge reserve zone (57C). These two zones are respectively representative of the energy stored and consumed in the accumulator. The display of the acceleration control level (50N) varies with respect to these areas by indicating whether the vehicle is likely to operate in the first mode, the second mode or a charging mode.
    公开号:FR3013643A1
    申请号:FR1361716
    申请日:2013-11-27
    公开日:2015-05-29
    发明作者:Paulo Miranda；Etienne Pigot；Nicolas Desmoineaux；Roland Caubet；Julien Sabrie
    申请人:Technoboost SAS；
    IPC主号:
    专利说明:

    [0001] DISPLAY DEVICE FOR HYBRID VEHICLE COMPRISING AN INTERNAL COMBUSTION ENGINE AND AT LEAST ONE HYBRIDIZED MOTOR POWER SOURCE [0001] The present invention relates to a hybrid vehicle display device which comprises an internal combustion engine and at least one source of motive power of hybridization. More particularly, the invention relates to a display device for a hybrid vehicle which comprises an internal combustion engine and at least one source of motive power of hybridization and which is capable of operating at least in a first mode of displacement wherein the hybridization driving power source allows the vehicle to move, the internal combustion engine being inactive and said hybridization source being supplied with energy by a hybridization energy accumulator, and in a second mode of displacement wherein the internal combustion engine operates to allow the vehicle to move. The device comprises displaying in the same display interface an acceleration control level and indications on the hybridization. An example of this kind of device known from EP2070787 which discloses displays for seeing on the one hand the acceleration request setpoint and on the other hand, for indications on hybridization, the fluctuating limit of switching of operation between a mode of displacement with the thermal engine and the thermal engine activated and a mode of displacement with the electric motor activated and the engine deactivated. The displays proposed in the document EP2070787 may be satisfactory but they may also be incomplete so that the driver can finely manage the operation of the vehicle by limiting the starting of the vehicle, via its use of the accelerator. [0004] Furthermore, for complete information in hybrid vehicles, the display interfaces are often coupled to a separate indicator of battery charge status, generally in the matrix of an instrumentation handset or at a central screen. multifunction. As a result, the information on the hybrid drivetrain is scattered or difficult to discern clearly and quickly at a glance. In addition, generally, the power available for driving the energy alone of the hybridization engine is low before starting the engine and it is variable depending on the state of charge of the battery. As a result, it is difficult for a bijection to be made between the fact that the power demand indication is in a hybridization running zone without a heat engine and the fact that the engine is off or in action. Thus, the driver can be frustrated to see his engine start while he has voluntarily limited his power demand and this without any warning or explanation. Concerning the state of charge of the battery, the interfaces generally used require two separate screens or two separate pointer indicators. The problem of ergonomics for the display to allow good management of energy reserves with respect to the operation of the vehicle are even more complex when the hybrid vehicle comprises several hybridizations and / or several different reserves of hybridization energy. The present invention is intended in particular to improve existing solutions. For this purpose, the subject of the invention is a display device for a hybrid vehicle which comprises an internal combustion engine and at least one source of motive power for hybridization and which is capable of operating at least in a first a mode of travel in which the hybridization driving power source allows the vehicle to move, the internal combustion engine being inactive and said hybridization source being supplied with energy by a hybridization energy accumulator, and in a second mode of travel in which the internal combustion engine intervenes to allow the vehicle to move. The display device comprises displaying in the same display interface an acceleration control level and indications on the hybridization. Next to the display of the acceleration control level, the display interface comprises a space representative of the capacity of the accumulator which is divided on the one hand into a variable power zone available for assistance in the mode. of hybridization displacement and secondly in a variable area of recharge reserve. These two zones are directly representative respectively of the energy stored in the accumulator and the energy consumed in the accumulator. The display of the acceleration control level varying with respect to these zones makes it possible to indicate whether the vehicle is likely to operate in the first mode of travel, in the second mode of travel or in a recovery mode of recovery of energy in deceleration. In various embodiments of the device according to the invention, one can optionally also resort to one and / or the other of the following provisions: - the display of the acceleration control level to look one end of the variable power zone available in assistance, this end being opposite to the variable reserve charging zone, is representative of an acceleration command likely to change the operation of the vehicle of the first mode moving to the second mode of displacement; the display interface comprises a mark of operation of the vehicle with intervention of the internal combustion engine opposite which is the display of the acceleration control level, indicating that the vehicle is operating in the second mode of displacement, this mark being away from the variable recharge area and close to the variable power zone available for assistance; the display interface comprises a zone of maximum acceleration hybridization availability, with respect to which the display of the acceleration control level comes when the driver requests maximum acceleration of the vehicle; the display interface comprises a representation location of the internal combustion engine and a driving wheel representation location which can be interconnected and with the space representing the capacity of the accumulator by the representation of the flow of circulation of energy according to the modes of movement of the vehicle; - The display interface comprises a linear mark relative to which moves on the one hand the display of the acceleration control level and on the other hand the space representative of the capacity of the accumulator which is divided according to the variable area of power available in assistance and the variable zone of recharge reserve, these zones being elongate parallel to the reference; the display interface comprises a circular arcuate reference with respect to which the display of the acceleration control level and the space representative of the capacity of the accumulator, on the other hand, is divided according to the variable area of power available in assistance and the variable area of the recharge reserve, these zones being angular sectors parallel to the reference point; the accumulator being a first reserve of hybridization energy, a second reserve gauge for a second hybridization is indicated in the display interface while being connected to the space representing the capacity of the first accumulator; hybridization energy; - The gauge moves with the space representative of the capacity of the accumulator and varies transversely to the linear direction or arc of the displacement mark of said space. Furthermore, the invention also relates to a hybrid motor vehicle which comprises an internal combustion engine and at least one source of motive power of hybridization and which is capable of operating at least in a first mode of displacement in which the hybridization driving power source allows the vehicle to move, the internal combustion engine being inactive and said hybridization source being supplied with energy by a hybridization energy accumulator, and in a second mode of displacement in which the internal combustion engine intervenes to allow the vehicle to move. The vehicle comprises a driver station provided with a display device comprising the display in the same display interface of an acceleration control level and indications on the hybridization. The display device is in accordance with the invention to inform a driver of the vehicle of the energy stored in the accumulator, the energy consumed in the accumulator and the level of acceleration control so that it can predict if the vehicle is likely to change operation between the first mode of travel, the second mode of travel and the mode of recharge with energy recovery in deceleration. Other objects, features and advantages of the invention will become apparent from the following description of several embodiments, given by way of non-limiting examples, with reference to the accompanying drawings, in which: FIG. an architecture diagram of a hybrid vehicle for implementing the display device according to the invention; FIG. 2, FIG. 3 and FIG. 4 are views in principle of the display device according to the invention showing different states of operating energy autonomies of the vehicle, in a first embodiment of the device; - Figure 5 to Figure 11 are more detailed views of the first embodiment of the display device according to the invention showing different operating states of the vehicle; FIG. 12, FIG. 13 and FIG. 14 are views in principle of the display device according to the invention showing different states of operating energy autonomies of the vehicle, in a second embodiment of the device; FIG. 15 and FIG. 16 are views in principle of the display device according to the invention showing two states of operating energy autonomies of the vehicle, in a third embodiment of the device; - Figure 17 is a basic view of the display device according to the invention showing a state of operating energy autonomy of the vehicle, in a fourth embodiment of the device. Referring to the figures, reference numeral 10 designates an example of hybrid vehicle according to the invention and reference numeral 50 designates a display device according to the invention for said vehicle. Figure 1 shows an example of architecture of the hybrid vehicle to which the invention can be applied. The other figures detail the display device. In the different figures, the same references designate identical or similar elements. Wheels 16 associated with front driveshafts 12A of a front axle 12 of the vehicle 10 are provided to be rotated by a forward powertrain 20. The forward powertrain 20 comprises a heat engine MTH linked to a BV gearbox via a clutch. The front drive shafts 12A are output of the gearbox BV. The heat engine MTH is fed with fuel stored in a tank RMTH, via feed means 62 symbolized by a line in Figure 1 for simplicity. In addition, the front power unit 20 comprises a front electric machine MELAV associated with the heat engine MTH can for example be used as a starter. The front electric machine MELAV can also act to move the vehicle auxiliary engine for example during specific acceleration in urban traffic.
    [0002] The machine before MELAV includes an electric motor powered by a battery 37. This machine and this accumulator have sufficient power to rotate the wheels 16 of the front axle 12 of the hybrid vehicle 10 while the heat engine MTH is off. Wheels 16 of a rear axle 14 of the hybrid vehicle 10 may be driven by a rear MELAR machine comprising an electric motor connected to the rear transmission shafts 14A of the rear axle 14. The electric motor of the rear machine MELAR is electrically connected to an inverter 28, itself powered by a main battery 26, this assembly forming, with electric cables 26L a main network within the hybrid vehicle. This main battery 26 is for example rechargeable by connecting the vehicle 10 to the sector when the latter is parked in a parking equipped with a charging station. Furthermore, the machine before MELAV is connected to the battery 37 through a converter 39. Links 37L connect the accumulator 37, the converter 39 and the machine before MELAV. On the other hand, the accumulator 37 is itself connected to the main voltage network of the hybrid vehicle by some of the links 26L that can power said converter. The accumulator 37 is for example a supercapacitor accumulator, which can provide for a short period of time a large amount of electrical energy, for example so that the vehicle can quickly go from a stop to a red light at a speed of about forty kilometers per hour without the engine is started to bring power briefly. The battery 37 can receive, if necessary, via the converter 39, energy from the main battery 26 serving mainly for the MELAR rear electric machine. A monitoring system 42 of the traction chain coordinates the operation of the engine by the front power train 20 and the rear electric machine MELAR via control data links 42L. These links 42L are shown in phantom in FIG. 1. The supervision system 42 makes it possible to decide on the driving mode by distributing the power to be obtained according to the demands of the driver, in order to obtain optimization of the operating points which enables in particular to reduce energy consumption and emissions of gaseous pollutants. In the supervision system 42, only a control device 50R of the display device 50 is shown in dashed lines, with their link 50L of information exchanges. The control device 50R is for example a calculator. The supervision system 42 may include different computers for the operation of the MTH engine, the gearbox BV, electrical machines and their power supplies, possibly having separate boxes for the different computers. The control data transmission links 42L are symbolized by principle. In general, the supervision system 42 manages the operation of the vehicle in motion, in particular by managing the robotization of electrical machines. The hybrid vehicle example defined above comprises two sources of motive power of hybridization, each electrical machine constituting a source of hybridization. Such a vehicle is sometimes referred to as "tribrid". As can be seen in FIG. 1, the hybrid architecture of the vehicle 10 allows a total decoupling between the nose gear 12 and the rear axle 14. The hybrid vehicle 10 can thus operate in different driving modes. These modes of running include in particular an electric mode using the MELAR rear electric machine, the MTH heat engine being stopped and the gearbox BV being in neutral. These modes of driving include a hybrid mode using these two engines so that the four wheels are driving. In other driving modes, the MELAV front electric machine can also help the MTH heat engine or replace it for an electric four-wheel drive mode. In general, a hybrid vehicle according to the invention comprises a heat engine, also described as an internal combustion engine and at least one source of motive power of hybridization. This vehicle is capable of operating at least in a first mode of displacement in which the source of hybridization driving power allows the vehicle to move, the internal combustion engine being inactive and said hybridization source being supplied with energy by the hybridisation energy accumulator, and in a second mode of displacement in which the internal combustion engine intervenes to allow the vehicle to move. The display device 50 according to the invention is for example integrated to a dashboard 10P of a driving position also comprising a 10V flywheel which is with respect to a driver seat 10S of the vehicle. In Figure 1, an accelerator pedal 10A and its link 42A to the supervisory system 42 are shown schematically.
    [0003] Any other control interface may be provided instead and / or in addition to the pedal for the driver to give an acceleration instruction. The driver generally wishes to have information on the autonomy of the vehicle in each of its modes of operation. He also generally wants to be able to manage the dosage of the accelerator to avoid as much as possible that the engine starts when he does not want it. For example, the driver can use the accelerator to prevent the engine from starting when he knows he accelerates a very short distance and wants to limit fuel consumption. The display 50 allows him to have information to manage as much as possible driving as he wishes, without being surprised by certain starts of the engine. In a general manner, in the same display interface, the display device 50 comprises the display of an acceleration control level and indications on the hybridization. The interface is a display in which the display of an acceleration control level is symbolized by an arrow referenced 50A. This arrow 50A display moves up and down depending on whether the accelerator 10A is more or less stressed or depending on whether the vehicle is in recovery mode. In the display interface, a hybridization power indication mark 50H reveals the absolute maximum power that can be provided in hybridization. In the display interface, a recovery power indication mark 50C reveals the maximum absolute power that can be provided in recovery. The zero level of the marker serving on the one hand for the absolute maximum power indication by hybridization engine or on the other hand for the charging indication is indicated in the display device interface. In the examples shown, this zero level is indicated by a narrow rectangle referenced 50N in the reference. This zero level is fixed and the arrow 50A level of throttle control is neutral when the accelerator pedal 10A is not requested. In addition, on the fixed mark, it is indicated a mark 50T signaling a mode of operation of the vehicle in which the heat engine MTH is necessarily in action, even if energy is stored in the accumulator 37 and the main battery 26. This is for example a case of rolling with the accelerator depressed for example more than 40% of its stroke. This is the case for example when the vehicle rolls uphill on mountain road or at high cruising speed of the type regularly used on the highway on the coast, for example between 110 km / h and 130 km / h. An indication of driving mode in maximum power demand, often called "boost mode", can also be present. Next to the display 50A of the acceleration control level, in the single interface of the display device 50 is a space 50M representative of the capacity of the accumulator which is divided on the one hand into a variable power zone available in assistance 57A in the hybridization mode of travel and secondly in a variable reserve charge zone 57C in the hybridization mode of displacement. In real time, these two assistance areas 57A and charge 57C are respectively directly related to the energy that is stored in the accumulator 37 and the energy that has been consumed in the accumulator. The variable power zone available in assistance 57A is for example green. The variable charge reserve zone 57C is for example blue in color. The display of the level of throttle control with respect to one end of the variable power zone available in assistance, this end being opposite to the variable reserve charging zone, is representative of a acceleration control likely to change the operation of the vehicle from its mode of travel by the hybridization engine to its mode of travel by involving the engine. In addition, the mark 50T of operation of the vehicle with intervention of the combustion engine is remote from the variable charge reserve zone 57C and close to the variable power zone available in assistance 57A of the display. Furthermore, considering that the accumulator 37 constitutes a first hybridization energy reserve, a second reserve gauge 56 for the second hybridization via the MELAR rear machine is indicated in the display interface 50. The accumulator 37 constitutes a first reserve of hybridization energy, the second hybridization reserve is constituted by the main battery 26. This gauge 56 constitutes a region of second hybridization energy. Gauge 56 is attached to the 50M space dedicated to the display of first hybridization energy, which allows to visually associate the energies of the two reserves of hybridization energy, for the benefit of ergonomics. Advantageously, in parallel with the visualization of the power available in assistance by the hybridization machines and in rolling without polluting emission, as the energy reserve increases or decreases in the accumulator 37, the The driver can also view the main battery 26 which empties by display varying along the horizontal axis. In the first embodiment, for example by considering Figure 2, the interface is a rectangular display in which the arrow 50A display of the acceleration control level is horizontal when the accelerator pedal 10A n is not activated and the vehicle is not in energy recovery mode. Hybridization power indication area 50H is a rising y-axis arrow. The recovery power indication area 50C a down arrow of the ordinate axis. The space 50M representative of the capacity of the accumulator 37 is symbolized by a form of elongated electric battery or of elongated can, up and down according to the amount of energy stored at each instant in the accumulator 37. gauge 56 determining the display region representative of the amount of energy stored in the main battery 26 rises and falls vertically with the space 50M and its surface increases or decreases horizontally with said amount of energy of the main battery. In the rectangular display, a pictogram representing the MTH motor and a pictogram representing a driving wheel 16 are present, to be used so that the driver can control the energy flow according to the driving conditions. Figure 2 shows, for example at the ignition of the vehicle, the display in its first rectangular embodiment when the battery 37 is half of its energy capacity and when the main battery 26 is full. The driver acceleration control level arrow 50A is located in the 50N rectangle representing the zero of the marker, which indicates, on the one hand, the absolute power of the hybridization engines and, on the other hand, the absolute power in charge of the ignition. 37. The main battery 26 allows when it is full for example an average autonomy of 25 km running without polluting with the engine off. Figure 3 also shows the display 50 in its first embodiment but when the accumulator 37 is filled to full capacity in energy and when the main battery 26 is 70% of its capacity, the commissioning of the vehicle. The driver acceleration control level arrow 50A is located in the rectangle 50N representing the reference zero, the bottom of the energy storage symbolization space 50M of the accumulator 11 being at the level of this rectangle . The main battery 26, when it is 70%, allows for example an average autonomy of 20 kilometers in running without polluting with the engine off. Figure 4 shows the display 50 in its first rectangular embodiment, when the battery 37 is empty and when the main battery 26 is 40% of its capacity, the commissioning of the vehicle. The driver acceleration control level arrow 50A is still located in the rectangle 50N representing the reference zero, the top of the symbolization space 50M of the energy state of the accumulator 11 being at this level. rectangle. The main battery 26, when it is 40%, allows for example an average autonomy of 10 km in running without polluting emissions with the engine stopped. Figure 5 shows the display 50 in its first rectangular embodiment, when the vehicle rolls and the accumulator 37 is filled to full capacity energy while the main battery 26 is loaded to 100% of its capacity . The driver acceleration control level arrow 50A is located at half the height in the zone 57A of power available in hybridization assistance, the accelerator pedal being for example depressed at 25% of its stroke. The rectangle 50N representing the reference zero, is at the bottom of the space 50M symbolizing the energy state of the battery 11. The operation with a power flow 70 to the wheel 16 is indicated by display on the display. This stream 70 is symbolized by a dotted arrow of squares. The stream 70 is from the 50M space to symbolize the use of hybridization assistance which is also indicated by the acceleration arrow 50A pointing in this space. Given the space available in height between the acceleration arrow 50A and the top of the space 50M symbolization of the accumulator, the driver knows that he can still depress the accelerator pedal 10A without the engine MTH is started. The extinction of the engine is indicated on the corresponding pictogram of the display, by barring the pictogram. The various indications of the display 50 allow the driver to note that his desire for acceleration or power demand is lower than the power available for emission-free operation. Thus, the driver knows that the engine will still remain off if he does not press hard on the accelerator pedal. Figure 6 shows the display 50 in its first rectangular embodiment, when the vehicle rolls and the accumulator 37 is half of its energy capacity while the main battery 26 is 70% charged to its capacity. The driver acceleration control level arrow 50A is located at the top of the zone 57A of power available in hybridization assistance, the accelerator pedal being for example depressed at 25% of its stroke. The extinction at the present time of the engine is still indicated on the corresponding pictogram of the display. The energy flow 70 to the wheel 16 is still indicated in correspondence of the rolling thanks to the hybridization machines. This rolling is also indicated by the acceleration arrow 50A pointing in the space 50M. Given the little distance available in height between the acceleration arrow 50A and the top of the space 50M symbolization of the accumulator, the driver knows that if he pushes a little more accelerator pedal 10A, the engine MTH will be started at the initiative of the supervision system 42. Thus, the driver knows that the engine will still remain off if he does not press harder on the accelerator pedal or if he releases the pressure on this pedal. Figure 7 shows the display 50 in its first rectangular embodiment, when the vehicle rolls and the battery 37 is less than half of its energy capacity while the main battery 26 is loaded at 40 % of its capacity. Compared to the previous case in connection with FIG. 6, the driver maintained his power demand and the accumulator 37 continued to empty. The driver acceleration control level arrow 50A is located just above the top of the zone 57A of power available in hybridization assistance, the accelerator pedal being for example depressed at 25% of its stroke. The engine is running, his pictogram is then no longer barred. The hybridization energy flow 70 to the wheel 16 is still indicated in correspondence of the rolling thanks to the hybridization machines. A mechanical energy flow 72 from the MTH engine to the wheel 16 is also indicated. This running with input of the engine, controlling more power than the hybridization energy of the accumulator is also indicated by the acceleration arrow 50A pointing above the space 50M. The driver knows that if he depresses the accelerator pedal 10A a little less, the engine MTH will be stopped at the initiative of the supervision system 42. Thus, the driver also knows that the engine is going to still stay active if he presses harder on the accelerator pedal. Figure 8 still shows the display 50 in its first rectangular embodiment, when the vehicle rolls. In the case of operation of the vehicle as communicated to the driver by the display 50 as shown in Figure 8, the driver has released the pressure on the accelerator pedal 10A, for example because the vehicle 10 rolls downhill and that engine braking is necessary. The engine brake is activated for example at its default level or at a level controlled by the driver if the vehicle is equipped with a manual control system of the engine brake, for example by a lever that the driver manipulates. A charging energy flow 70C, starting from the wheel 16, is indicated by a display on the display 50. This charging flow 70C is symbolized by a dotted arrow of squares starting from the wheel and towards the space 50M allowing check the condition of the accumulator. The charging flow 70C symbolizes the charging of the accumulator 37 by energy recovery during braking. The stream 70C is signaled going towards the 50M space to symbolize the recharge of the hybridization assistance. This refill is also indicated by the acceleration arrow 50A pointing in this space, below the rectangle 50N representing the zero of the mark which indicates on the one hand the absolute power of the hybridization engines and on the other hand the absolute power in the case of the operating state of the vehicle as shown in FIG. 8, the driver is informed that the accumulator 37 is almost empty, the symbolization space 50M of the energy state of the accumulator 37 being in the low position on the display, as in the case explained in connection with Figure 4. As the rolling of the vehicle to the engine brake continues, the accumulator 37 is going to recharge and the 50M space will gradually go up. At least one of the hybridization engines serves as a hybridization energy generator. The main battery 26 will maintain its charge level. The MTH heat engine is stopped. Figure 9 still shows the display 50 in its first rectangular embodiment, when the vehicle rolls in engine braking condition ensured at least by one of the hybridization engines. The accumulator 37 is fully recharged and the force of the engine brake from the hybridization engine is then low. The display informs the driver by having the acceleration arrow 50A pointing just below the 50N rectangle representing the zero of the mark which indicates the absolute powers of hybridization and recharge. The space 50M of symbolization of the energy state of the accumulator 37 is in the up position on the display, as in the case explained with reference to FIG. 3. Moreover, the excess energy of regenerative braking serves to recharge the main battery 26, the driver being informed by the shift to the left of the gauge 56 constituting the region of second hybridization energy. Figure 10 shows the display 50 in its first rectangular embodiment, when the vehicle rolls while the battery 37 is empty and the main battery 26 is 72% of its capacity. The demand for power by the driver is average but it exceeds the possibility of supply of energy by the accumulator 37 and the heat engine MTH is en route. For example, the accelerator pedal is solicited at 50% of its stroke and the display 50 transcribes this power demand by displaying the arrow 50A of the acceleration control level in the mark 50T indicating a mode of operation of the vehicle in which the heat engine MTH is necessarily in action. The participation of the MELAR rear machine to move the vehicle is based on the laws of hybridization driving with this machine. The hybridization stream 70 derived from the energy of the main battery and the heat transfer stream 72 of the heat engine are indicated by the display. Figure 11 shows the display 50 in its first rectangular embodiment, when the vehicle rolls while the power demand by the driver is maximum. The display 50 indicates this particular request state which corresponds for example to a depression of the accelerator pedal more than 90%. In FIG. 11, the accumulator 37 is shown as being full and the main battery 26 as being at 72% of its capacity. Such a driving mode in maximum power demand is often called "boost mode". All available power resources are therefore solicited, so that the engine and the electric machines are active. The display 50 transcribes this power demand by displaying the acceleration control level arrow 50A in the mark 50T indicating an operating mode of the vehicle in which the MTH heat engine is necessarily in action. Hybridization stream 70C and heat engine feed flow 72 are indicated by the display in red color. This red display is symbolized in Figure 11 by the black in the dashed arrows. When operating in "maximum power" mode, the battery 37 is discharged quickly, and the main battery 26 is also requested. The display changes accordingly, moving the 50M space down and lowering the gauge 56 to the left. At the end of operation in "maximum power" mode, when the accumulator 37 is discharged, just like the main battery 26, only the heat engine provides power is only the flow 72 of the engine intake ends up being indicated by the display, eventually becoming green to indicate the end of surplus power available. In the second embodiment, for example by considering Figure 12, the interface is a circular display in which the arrow 50A display of the acceleration control level is horizontal when the accelerator pedal 10A n is not activated and the vehicle is not in energy recovery mode. The hybridization power indication zone 57A is an angular sector, for example of green color. The recovery power indication area 57C is a lower angular sector, below the hybridization power indication area 57A, for example blue. The hybridization power indication zone 57A is therefore symbolized by an angular sector whose angular extent can increase or decrease depending on the amount of energy stored at each instant in the accumulator 37. the same is true for the recovery power indication zone 57C when the vehicle is running with energy recovery under braking. As before, when the hybridization power indication area 57A decreases, the recovery power indication area 57C grows in a complementary manner. As the hybridization power indication area 57A increases, the recovery power indication area 57C decreases in a complementary manner. Diametrically opposite the hybridization power indication area 57A via the accumulator 37, the display 50 has a maximum acceleration hybridization availability area 70B, in which the control level arrow 50A Acceleration comes when the driver requests maximum acceleration of the vehicle. This maximum acceleration hybridization availability zone 70B is beyond the 100% graduation of the circular marker. The mark 50T signaling a mode of operation of the vehicle in which the heat engine MTH is necessarily in action is a large sector in a semicircle, with graduations 70G. This operating brand sector 50T with the engine running has a variable angular extent above or below the level of the first graduation and the level of the second graduation of the circular arcuate marker. The gauge 56 determining the display region representative of the amount of energy stored in the main battery 26 rises and falls angularly with said zones in angular sectors and especially, its surface increases or decreases radially with said amount of energy. of the main battery. Figure 12 shows, for example when the ignition of the vehicle, the display 50 in its second embodiment when the battery 37 is half of its energy capacity and when the main battery 26 is full. The driver acceleration control level arrow 50A is located in the rectangle 50N which remains fixed in the circular marker on which the variable sectors move which indicate on the one hand the absolute power of the hybridization engines and on the other hand, the absolute power in charge of the accumulator 37. Among these sectors, that corresponding to the zone 57A representing the power available for the hybridisation motors in the accumulator occupies in the case of FIG. 12 approximately 20% of the circular mark, exceeding the first graduation of the mark and being below the second graduation. Figure 13 shows the display 50 in its second rectangular embodiment, when the vehicle rolls while the power demand by the driver is maximum. The display 50 indicates this particular request state which corresponds for example to a depression of the accelerator pedal more than 90%.
    [0004] According to the illustration of FIG. 13, the display 50 informs that the accumulator 37 is full, having the zone 57A which protrudes upwards the second graduation of the circular marker. The capacity of the main battery 26 is represented as being at 10% of its capacity. The driver acceleration control level arrow 50A is located in the maximum acceleration hybridization availability zone 70B, beyond the 100% graduation of the circular marker. The driver sees particularly well that it requires the maximum power, well beyond the start of the operating zone without use of the engine. The driver therefore controls that the engine runs at full speed. Figure 14 shows the display 50 in its second rectangular embodiment, when the vehicle does not roll while the power demand by the driver is zero, the vehicle being stopped for example at a red light. According to the illustration of FIG. 14, the display 50 informs that the accumulator 37 is empty, in the absence of zone 57A and having a maximum of charge available for the accumulator 37, the corresponding zone 57C having its maximum angular extent , under the rectangle 50N of circular marker zero. The display 50 does not indicate a region 70B of maximum acceleration availability. The capacity of the main battery 26 is represented as being at 45% of its capacity. The driver sees particularly well that the restart of the vehicle, the engine will restart. In the third embodiment, for example, considering FIG. 15, the interface is a rectangular display, as a variant of the first embodiment. There is no indication gauge for the battery life of the main battery. There is also no way of indicating the operating mode of the vehicle with the MTH heat engine necessarily in action. The arrow 50A display of the acceleration control level rises and falls only opposite the space 50M representative of the state of the battery. Figure 15 shows the display 50 in its third embodiment, when the vehicle does not roll while the power demand by the driver is zero, the vehicle being stopped for example at a red light. The accelerator pedal 10A is not activated and the vehicle is not in energy recovery mode. The driver acceleration control level arrow 50A is located in the 50N rectangle representing the zero of the marker, which indicates, on the one hand, the absolute power of the hybridization engines and, on the other hand, the absolute power in charge of the ignition. 'accumulator. The third embodiment of the display 50 is particularly well suited to the application in a hybrid vehicle with a unique hybridization energy in addition to the heat engine. Figure 16 shows, after switching on the vehicle, the display in its third embodiment when the battery 37 is empty. The driver requests the acceleration vehicle. The driver acceleration control level arrow 50A is located just above the 50N rectangle representing the zero of the marker, opposite an upper end pad of the 50M space representative of the state of the driver. 'accumulator. Since the latter is empty, the heat engine operates and its flow 72 of mechanical energy is indicated by the display. The fourth embodiment is illustrated in FIG. 17. The interface is a circular display, as a variant of the second embodiment. There is no indication gauge for the battery life of the main battery. As in the case of Figure 12, the display 50 the operation of the hybridization when the battery 37 is half of its energy capacity. The driver acceleration control level arrow 50A is located in the 50N rectangle which remains fixed in the circular marker. The driver is thus informed that when he is going to operate the accelerator, if his pressure on the pedal is measured, the engine will remain inactive. He also knows that if his pressure on the accelerator pedal is important, the engine will be active. The fourth embodiment of the display 50 is particularly well suited to the application in a hybrid vehicle with unique hybridization energy in addition to the heat engine. For some additional information on the operation of the vehicle as and when deceleration, the hydraulic accumulator or the super capacity accumulator is filled in priority. The main battery maintains its charge level. When the accumulator continues to fill up and becomes almost full, the level of energy recovery when braking decreases, to reach the level accessible in electric braking alone. We begin to recharge the main battery. The driver's indicator goes up to follow the recovery potential available, it is representative of the deceleration level felt by the driver. Moreover, it is possible to split power potential assistance and recharge: it is not necessarily necessary to couple them as in the example given. Advantageously, the display device according to the invention allows the driver of the vehicle 10 to have an interface providing him with complete information to manage his driving, particularly to try to ride in emission-free mode. The driver will no longer be restarted by the engine, but will be able to predict them reliably. Advantageously, the display device according to the invention makes it possible to optimize the ergonomics and the cost of the driving position by grouping together in a single interface the energy supplies of the hybrid system as well as its flows. The invention avoids having to design multiple displays to show the operation of the hybrid system, which limits the cost of developing new interface pages. The invention has been described in the context of its application to a vehicle with two electric hybridizations The invention may have its extended use for any type of hybrid, not only the "tribrid" two hybridizations to complete the engine thermal. For hybrid vehicles with single hybridization, the display device is in correspondence of the third and fourth embodiments. The invention can be applied to hydraulic hybrids in which the available hydraulic power varies greatly, and in short periods of time. In this case, the accumulator is the reserve of hydraulic energy and the front machine is a hydraulic motor that can be reversible pump for running energy recovery. A rear electric machine can be envisaged in parallel. The invention can also be adapted to non-hydraulic hybrids, for example with flywheel which have the same characteristics as hydraulic hybrids: large instantaneous power but highly variable with time and little energy stored in the accumulator. The invention is well suited to vehicles having a driving position having at least one screen having a color matrix, a color multifunctional central screen, or a digital handset: these three technologies tend to become widespread, including on low-cost vehicles. Advantageously, the variation of the gauge 56 moves with the space 50M representative of the capacity of the accumulator and varies transversely to the linear direction or the arc of the displacement mark of said space. The ergonomics are optimized and the readability of the display is good. The use of the same display for all the autonomy management of the hybridization energy sources is facilitated.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Hybrid vehicle display device which comprises an internal combustion engine and at least one hybridization driving power source and which is capable of operating at least in a first mode of displacement in which the hybridization driving power source enables to the vehicle moving, the internal combustion engine being inactive and said hybridization source being supplied with energy by a hybridization energy accumulator, and in a second mode of displacement in which the internal combustion engine intervenes to enable the vehicle, comprising displaying in the same display interface (50) an acceleration control level (50A) and indications on the hybridization characterized in that, opposite the display of the at the acceleration control level (50A), the display interface (50) comprises a space representative of the capacity of the accumulator (50M) which is divided on the one hand into a z one power variable available in assistance (57A) in the hybridisation mode of travel and secondly in a variable recharge reserve zone (57C), these two zones being directly representative respectively of the energy stored in the accumulator and the energy consumed in the accumulator and the display of the acceleration control level (50N) varying with respect to these areas (57A, 57C) for indicating whether the vehicle is likely to operate in the first mode in the second mode of travel or in a mode of recharging with energy recovery in deceleration.
    [0002]
    2. Device according to the preceding claim, characterized in that the display of the acceleration control level (50A) facing one end of the variable power zone available in assistance (57A), this end being at the opposite of the variable charge reserve zone (57C), is representative of an acceleration command capable of changing the operation of the vehicle from the first mode of displacement to the second mode of displacement.
    [0003]
    3. Device according to any one of the preceding claims, characterized in that the display interface (50) comprises a mark (50T) of operation of the vehicle with intervention of the internal combustion engine opposite which is the display of the acceleration control level (50A), signaling that the vehicle is operating in the second mode of travel, this mark (50T) being away from the variable charge reserve zone (57C) and close to the variable zone of power available in assistance (57A).
    [0004]
    4. Device according to any one of the preceding claims, characterized in that the display interface (50) comprises a region of maximum acceleration hybridization availability (70B), in front of which the display of the level of Acceleration control (50A) comes when the driver requests maximum acceleration of the vehicle.
    [0005]
    5. Device according to any one of the preceding claims, characterized in that the display interface (50) comprises a representation location of the internal combustion engine and a driving wheel representation location which can be interconnected and with the space representing the capacity of the accumulator (50M) by the representation of the energy flow (70, 72, 70C) according to the modes of movement of the vehicle.
    [0006]
    6. Device according to any one of claims 1 to 5, characterized in that the display interface (50) comprises a linear mark (50H, 50C) relative to which moves on the one hand the level display of the acceleration control (50A) and secondly the space representing the capacity of the accumulator (50M) which is divided according to the variable area of power available in assistance (57A) and the variable area of charge reserve (57C), these areas being elongate parallel to the mark.
    [0007]
    7. Device according to any one of claims 1 to 5, characterized in that the display interface (50) comprises a circular arched reference relative to which moves on the one hand the display of the control level of acceleration (50A) and secondly the space representing the capacity of the accumulator (50M) which is divided according to the variable area of power available in assistance (57A) and the variable area of charge reserve (57C) ), these areas being angular sectors parallel to the marker.
    [0008]
    8. Device according to any one of the preceding claims, characterized in that the accumulator being a first reserve of hybridization energy, a gauge (56) of second reserve for a second hybridization is indicated in the interface of display being attached to the space representative of the capacity of the accumulator (50M) of first hybridization energy.
    [0009]
    9. Device according to claim 8 combined with any one of claims 6 to 7, characterized in that the gauge (56) moves with the space representative of the capacitance of the accumulator (50M) and varies transversely to the linear or arc direction of the displacement mark of said space.
    [0010]
    10. Hybrid motor vehicle which comprises an internal combustion engine (MTH) and at least one hybrid driving power source (MELAV) and which is capable of operating at least in a first mode of displacement in which the source of motive power of hybridization allows the vehicle to move, the internal combustion engine being inactive and said hybridization source being supplied with energy by a hybridisation energy accumulator, and in a second mode of displacement in which the internal combustion engine intervenes to allow the vehicle to move, the vehicle comprising a driving station provided with a display device comprising displaying in the same display interface (50) an acceleration control level (50A) and indications on the hybridization, characterized in that the display device is according to any one of the preceding claims to inform a driver of the vehicle. cule energy stored in the accumulator, energy consumed in the accumulator and the level of throttle control so that it can predict whether the vehicle is likely to change operation among the first mode of displacement, the second mode of travel and the mode of recharging with energy recovery in deceleration.
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    同族专利:
    公开号 | 公开日
    FR3013643B1|2017-03-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20050128065A1|2003-12-16|2005-06-16|Kolpasky Kevin G.|Hybrid vehicle display apparatus and method|
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    FR2936480A1|2008-09-26|2010-04-02|Peugeot Citroen Automobiles Sa|Man-machine interface for displaying image of schematic representation of e.g. diesel engine, in passenger car, has indicator elements that are formed between electric engine and battery are attached to representation of vehicle|EP3403866A1|2017-05-18|2018-11-21|Mitsubishi Jidosha Kogyo Kabushiki Kaisha|Display device for hybrid vehicle|
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    法律状态:
    2015-10-23| PLFP| Fee payment|Year of fee payment: 3 |
    2016-10-24| PLFP| Fee payment|Year of fee payment: 4 |
    2017-10-20| PLFP| Fee payment|Year of fee payment: 5 |
    2018-10-24| PLFP| Fee payment|Year of fee payment: 6 |
    2019-10-11| TP| Transmission of property|Owner name: PSA AUTOMOBILES, FR Effective date: 20190827 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 7 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 8 |
    2021-10-20| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1361716A|FR3013643B1|2013-11-27|2013-11-27|DISPLAY DEVICE FOR A HYBRID VEHICLE COMPRISING AN INTERNAL COMBUSTION ENGINE AND AT LEAST ONE HYBRIDIZING MOTOR POWER SOURCE|FR1361716A| FR3013643B1|2013-11-27|2013-11-27|DISPLAY DEVICE FOR A HYBRID VEHICLE COMPRISING AN INTERNAL COMBUSTION ENGINE AND AT LEAST ONE HYBRIDIZING MOTOR POWER SOURCE|
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