JP2024000427A - Engine operating state display device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine operating state display device that can display an engine operating state following a driver's intention.

SOLUTION: An engine operating state display device is configured to change display responsiveness of an operating state of an engine 12 (engine rotational speed Ne) according to a shift mode, thereby, for example, in the case of a shift mode that prioritizes shift responsiveness, such as a sports mode, the responsiveness of the display can be also increased so as to enable display of the operating state following a driver's intention to be achieved.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to an engine operating state display device.

2. Description of the Related Art An engine operating state display device that detects the operating state of an engine and displays it on a display device is known. For example, the driving state display device described in Patent Document 1 is one such example. Patent Document 1 describes that, for example, when changing gears by manual gear shifting operation or paddle shift operation, the responsiveness of the display is improved compared to when changing gears automatically.

JP2006-242760A

By the way, there are known vehicles that can be changed to a plurality of shift modes, such as a sports mode. In such vehicles, the shift characteristics of the transmission differ depending on the shift mode, but in the conventional technology, there is no description of the display on the display device depending on the difference in the shift characteristics, and the display device changes depending on the driver's intention. There was room for improvement regarding the display.

The present invention has been made against the background of the above circumstances, and its purpose is to provide an engine operating state display device that can display the engine operating state according to the driver's intention. .

The gist of the present invention is that (a) the present invention is applied to a vehicle that includes an engine and a transmission, and the transmission is configured to be able to switch a transmission mode according to a transmission mode selected by a driver. , an engine operating state display device comprising: an operating state detection unit that detects the operating state of the engine during shifting of the transmission; and a display control unit that displays a detection result of the operating state, b) The display control section is characterized in that it is configured to change the responsiveness of display of the detection results depending on the shift mode.

According to the present invention, the responsiveness of the display of the engine operating state is changed depending on the shift mode, so that, for example, in the case of a shift mode that prioritizes shift response, such as a sports mode, By increasing the responsiveness of the display, it is possible to display the driving status according to the driver's intention.

1 is a diagram schematically showing the overall structure of a vehicle to which the present invention is applied. FIG. 3 is a diagram showing a relationship between a change in engine rotational speed and a shift time during a shift for each shift range and shift mode. FIG. 3 is a diagram showing the relationship between gains for each shift range and each shift mode. FIG. 3 is a diagram showing the displayed engine rotation speed relative to the engine rotation speed during a shift transition period of the automatic transmission while driving in the M range. It is a flowchart for explaining control operation of an electronic control device.

Embodiments of the present invention will be described in detail below with reference to the drawings. Note that in the following examples, the figures are simplified or modified as appropriate, and the dimensional ratios, shapes, etc. of each part are not necessarily drawn accurately.

FIG. 1 is a diagram schematically showing the overall structure of a vehicle 10 to which the present invention is applied. The vehicle 10 includes a power transmission device 16 between an engine 12 serving as a power source and drive wheels 14 . The power transmission device 16 includes, in order from the engine 12 side toward the drive wheels 14, a torque converter 18 (T/C), an automatic transmission 20 (A/T), a differential device 22 (DIFF), etc. .

The engine 12 is comprised of a known internal combustion engine. Torque converter 18 is a well-known fluid transmission device that transmits power from engine 12 to drive wheels 14 via fluid. The automatic transmission 20 is a stepped automatic transmission that includes one or more sets of planetary gear devices and a plurality of hydraulic friction engagement devices (hereinafter referred to as engagement devices CB). be. The differential device 22 is a differential gear device configured to allow a difference in rotational speed between the left and right axles. The engine 12, the torque converter 18, the automatic transmission 20, and the differential device 22 are all known technologies, so their explanations will be omitted.

The vehicle 10 includes an electronic control device 40 that executes various controls including driving control of the vehicle 10. The electronic control device 40 includes, for example, a so-called microcomputer equipped with a CPU, RAM, ROM, input/output interface, etc., and the CPU uses the temporary storage function of the RAM and executes programs stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 40 is comprised of a plurality of control devices, such as one for engine control and one for speed change control, as necessary.

The electronic control device 40 includes various sensors installed in the vehicle 10 (for example, an engine rotational speed sensor 42, an input shaft rotational speed sensor 44, an output shaft rotational speed sensor 46, an accelerator opening sensor 50, a brake switch 52, a shift position sensor, etc.). various signals based on the detected values by the sensor 54, sports mode selection switch 56, eco mode selection switch 58, snow mode selection switch 60, upshift switch 62, downshift switch 64, etc. The input shaft rotation speed Ni is the rotation speed of the input shaft of the automatic transmission 20, the output shaft rotation speed No is the rotation speed of the output shaft of the automatic transmission 20, and the accelerator opening corresponds to the amount of operation of the accelerator pedal 66 by the driver. degree θacc, a brake signal Bon indicating that the brake pedal 68 has been depressed by the driver, a shift position Psh that is the operating position of the shift lever 72 of the shift operating device 70, a signal indicating that the sport mode has been selected by the driver. Ssport, a signal Seco indicating that the eco mode has been selected by the driver, a signal Ssnow indicating that the snow mode has been selected by the driver, and an operation of the up paddle shift lever 76 provided on the steering wheel 74. , an upshift signal Sup indicating that the downshift paddle shift lever 78 provided on the steering wheel 74 has been operated, and a downshift signal Sdn indicating that the downshift paddle shift lever 78 provided on the steering wheel 74 has been operated. The electronic control device 40 calculates the vehicle speed V at any time based on the output shaft rotational speed No.

The electronic control device 40 sends various command signals (for example, an engine control command signal Se for controlling the engine 12, an automatic transmission 20, a display command signal Sindi for controlling the display on the display 82, etc.) are output. Note that the engine operating state display device of the present invention includes the electronic control device 40 and the display 82.

The display 82 includes a speedometer 82a, a tachometer 82b, and the like, and when a display command signal Sindi related to displaying, for example, vehicle speed V or engine rotational speed Ne is output, the display 82 outputs a display command signal Sindi according to the display command signal Sindi. The pointer of the speedometer 82a and the pointer of the tachometer 82b are driven. Note that the display 82 outputs not the actual vehicle speed V but a displayed vehicle speed Vindi for meter display, which is obtained by processing the actual vehicle speed V for display. Similarly, the display 82 outputs not the actual engine rotation speed Ne but a displayed engine rotation speed Neindi for meter display, which is obtained by processing the actual engine rotation speed Ne for display.

The electronic control device 40 includes an engine control section 90 for engine control, a shift control section 92 for controlling the automatic transmission 20, and an operating state detection section that detects the operating state of the engine 12 during shifting of the automatic transmission 20. 94, and a display control section 96 that causes the display 82 to display the detection result of the operating state.

The engine control unit 90 controls the engine control device 80 (electronic throttle valve, fuel injection device, ignition device, etc.) so that the engine output increases as the accelerator opening degree θacc corresponding to the required driving force increases. 12 output control is executed.

The shift control unit 92 mainly performs shift control of the automatic transmission 20, and calculates the actual vehicle speed V and accelerator opening θacc from a preset shift map consisting of, for example, the vehicle speed V and the accelerator opening θacc. By referring to this, the gear position to be changed is determined, and the gear change control to that gear position is executed. During shift control, the shift control unit 92 releases an engagement device CB (hereinafter referred to as a disengaged engagement device CB1) that is released during a shift, and also releases an engagement device CB (hereinafter referred to as a disengaged engagement device CB1) that is engaged during a shift. Hereinafter, a so-called clutch-to-clutch shift is performed in which the engagement side engagement device CB2) is engaged to transfer torque. At this time, the shift control unit 92 controls the disengagement side engagement pressure PRcb1 of the disengagement side engagement device CB1 during the shift transition period, and the engagement side engagement pressure PRcb2 of the engagement side engagement device CB2 during the shift transition period. By controlling the oil pressure to an appropriate level, it reduces shock while ensuring shift responsiveness.

Further, the shift control unit 92 controls the disengagement side engagement pressure PRcb1 (instruction pressure) of the disengagement side engagement device CB1 during the shift transition period and the engagement side engagement device CB2 in accordance with the shift range of the automatic transmission 20. The engagement side engagement pressure PRcb2 (instruction pressure) can be made different. The automatic transmission 20 has a forward shift range (hereinafter referred to as a D range) in which the gears are shifted automatically depending on the driving condition, and a manual gear shift range in which the gears are shifted in accordance with the operation of the shift lever 72. (hereinafter referred to as M range), and a paddle shift range (hereinafter referred to as D paddle range) which is changed in accordance with the operation of up paddle shift lever 76 and down paddle shift lever 78 of steering wheel 74. Note that the M range is also referred to as a sequential range (S range).

When shifting the automatic transmission 20, the shift control section 92 determines whether the current shift range is the D range, and if not the D range, whether it is the M range. Note that if the shift range in which forward travel is possible is not the D range or the M range, it is determined that the shift range is the D pad range.

The D range is a shift range that is selected during normal driving and in which the automatic transmission 20 automatically changes speed according to the driving state of the vehicle 10. The M range (or S range) and the D pad range are shift ranges that are changed according to the driver's shift operation. In the M range and D pad range, shift responsiveness is generally prioritized over shocks that occur during gear shifts. Therefore, in the M range and D pad range, the disengagement side engagement pressure PRcb1 (instruction pressure ) and the engagement side engagement pressure PRcb2 (instruction pressure) are set. Furthermore, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are set to be different between the M range and the D pad range so that the shift time tshift is different. For example, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are set so that the shift time tshift is shorter in the M range than in the D pad range.

Further, the vehicle 10 is configured to be able to switch to a plurality of shift modes such as a sports mode in addition to a normal mode, which is a normal shift mode, and the shift time tshift is set to be different depending on the shift mode. For example, the vehicle 10 is configured to be able to switch to a sports mode using a sports mode selection switch 56. The sport mode selection switch 56 is configured to be able to select, in addition to the first sport mode SPORT, a second sport mode SPORT+, which prioritizes driving performance even more than the first sport mode SPORT. In the first sports mode SPORT, the release side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are set so that the shift time tshift is shorter than in the normal mode NORMAL in which the sport mode selection switch 56 is not selected. be done. Further, in the second sport mode SPORT+, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are set so that the shift time tshift is even shorter than in the first sport mode SPORT. As a result, the speed change mode of the automatic transmission 20 is switched according to the speed change mode.

FIG. 2 is a diagram showing the relationship between the change in the engine rotational speed Ne and the shift time tshift during the shift of the automatic transmission 20, depending on the shift range and shift mode. As an example, in FIG. ” mode), and the engine rotation speed Ne (DP_SP+) in the second sport mode (hereinafter referred to as “D pad_SPORT+” mode) in the D pad range indicated by the dashed line. In addition, the two-dot chain line written to the left of the engine rotation speed Ne in each mode indicates each displayed engine rotation speed corresponding to the respective engine rotation speed (Ne (D_NOL), Ne (DP_NOL), Ne (DP_SP+)). Corresponds to the speed (Neindi(D_NOL), Neindi(DP_NOL), Neindi(DP_SP+)).

Time t1 in FIG. 2 indicates the time when the shift instruction is output. The shift time tshift1 indicates the time required from the shift instruction time (time t1) to the end of the shift in the "D_NORMAL" mode. The shift time tshift2 indicates the time required from the shift instruction time (time t1) to the end of the shift in the "D pad_NORMAL" mode. The shift time tshift3 indicates the time required from the shift instruction time (time t1) to the end of the shift in the "D pad_SPORT+" mode.

As shown in FIG. 2, the shift time tshift1 in the "D_NORMAL" mode is the longest among these three modes. The shift time tshift2 in the "D pad_NORMAL" mode is shorter than the shift time tshift1 in the "D_NORMAL" mode. The shift time tshift3 in the "D pad_SPORT+" mode is the shortest among these three modes. In FIG. 2, when comparing the shift ranges, for example, the D pad range has a shorter shift time tshift than the D range. Furthermore, when comparing the shift modes, for example, the second sport mode SPORT+ has a shorter shift time tshift than the normal mode NORMAL. In this way, the shift time tshift is varied depending on the shift range and shift mode, and the shift time tshift is made shorter in the shift range and shift mode in which the driver prioritizes responsiveness. The responsiveness of shifting can be obtained accordingly.

The operating state detection unit 94 detects the engine rotation speed Ne as the operating state of the engine 12 while the automatic transmission 20 is changing gears. The engine rotation speed Ne is detected by the engine rotation speed sensor 42 at any time.

The display control unit 96 outputs a display command signal Sindi that causes the tachometer 82b of the display 82 to display the engine rotational speed Ne as the detection result of the operating state of the engine 12 detected by the operating state detection unit 94. For example, during gear shifting of the automatic transmission 20, the display control unit 96 performs known gain processing on the engine rotation speed Ne to convert the engine rotation speed Ne into a display engine rotation speed Neindi for meter display, and A display command signal Sindi for displaying the displayed engine rotational speed Neindi on the tachometer 82b is output.

By the way, as described above, the responsiveness of shifting differs depending on the shifting range and shifting mode, but accordingly, the responsiveness of the display of the displayed engine rotational speed Neindi with respect to the engine rotational speed Ne displayed on the tachometer 82b also changes. , is preferably changed depending on the shift range and shift mode. On the other hand, the display control unit 96 has a function of changing the responsiveness of the displayed engine rotational speed Neindi, which is the engine rotational speed Ne displayed on the tachometer 82b, in accordance with the gearshift range and gearshift mode. Specifically, the display control unit 96 changes the displayed engine rotation speed relative to the engine rotation speed Ne by changing the gain G used when performing gain processing on the engine rotation speed Ne according to the shift range and the shift mode. Change Neindi's responsiveness.

FIG. 3 is a diagram showing the relationship of gain G with respect to each shift range and each shift mode. In FIG. 3, the shift range is divided into three shift ranges: D range, D pad range, and M range (or S range). These ranges are all forward travel ranges in which the automatic transmission 20 changes gears while the vehicle is traveling. Further, each range (D range, D pad range, M range) is divided into three modes: normal mode NORMAL, first sport mode SPORT, and second sport mode SPORT+.

In the D range, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are set to the same value regardless of the shift mode. In relation to this, in the D range, the responsiveness of the shift is the same regardless of the shift mode, so the gain A1 is applied when calculating the displayed engine rotation speed Neindi by performing gain processing on the engine rotation speed Ne. is the same value in any shift mode.

In the D pad range, the release side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period differ for each of the normal mode NOMAL, the first sport mode SPORT, and the second sport mode SPORT+, so that the shift during the shift transition period is different. Different characteristics. Specifically, the shift time tshift of the second sport mode SPORT+ is set to be the shortest, then the shift time tshift of the first sport mode SPORT is set to be the shortest, and the shift time tshift of the normal mode NOMAL is set to be the longest. has been done.

Here, the sports modes (first sports mode SPORT, second sports mode SPORT+) have a higher responsiveness of the displayed engine rotation speed Neindi to the engine rotation speed Ne than the normal mode NORMAL, considering the effect of the shift transition period, etc. The higher the value, the better. Furthermore, since the second sport mode SPORT+ is more sport-oriented than the first sport mode SPORT, it is desirable that the responsiveness of the displayed engine rotation speed Neindi to the engine rotation speed Ne is higher than that of the first sport mode SPORT. Accordingly, the gain B3 of the second sport mode SPORT+ is set to a higher value than the gain B2 of the first sport mode SPORT and the gain B1 of the normal mode NORMAL, and the gain B2 of the first sport mode SPORT is set to a higher value than the gain B2 of the first sport mode SPORT The gain is set higher than the gain B1.

As a result, the displayed engine rotation speed Neindi in the second sports mode SPORT+ has higher responsiveness to changes in the engine rotation speed Ne than in the other two modes. As a result, the displayed engine rotational speed Neindi displayed on the tachometer 82b changes quickly during gear shifting, and the meter display corresponds to the driver's intention. Furthermore, the displayed engine rotation speed Neindi in the first sports mode SPORT also has higher responsiveness to changes in the engine rotation speed Ne than in the normal mode NORMAL. As a result, similarly to the second sport mode SPORT+, the displayed engine rotational speed Neindi during the shift transition period changes quickly, and the meter display can be realized in accordance with the driver's intention.

Regarding the M range, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition period are different for the normal mode NORMAL, the first sport mode SPORT, and the second sport mode SPORT+. The shifting characteristics are different. The specific shift characteristics for each shift mode are the same as those for the D pad range described above, so a description thereof will be omitted.

Also, regarding the gains G (C1, C2, C3) for each transmission mode in the M range, the gain C3 of the second sport mode SPORT+ is higher than the gain C2 of the first sport mode SPORT and the gain C1 of the normal mode NORMAL. The gain C2 of the first sport mode SPORT is set higher than the gain C1 of the normal mode NORMAL. As a result, like the D pad range, in the second sport mode SPORT+ and the first sport mode SPORT, the displayed engine rotation speed Neindi changes quickly in response to changes in the engine rotation speed Ne during the shift transition period, making it easier for the driver to It is possible to realize a meter display according to the intention.

FIG. 4 shows the displayed engine rotation speed Neindi with respect to the engine rotation speed Ne during a shift transition period of the automatic transmission 20 while the vehicle is running in the M range. In FIG. 2, a solid line that changes smoothly corresponds to the actual engine rotational speed Ne, and a solid line that changes linearly corresponds to the target rotational speed Netgt during the shift transition period. The target rotational speed Netgt changes stepwise to the target rotational speed Netgt after the shift at time t1 when the shift command is output. Furthermore, the dashed line, one-dot chain line, and two-dot chain line are the displayed engine rotational speeds Neindi for each mode. Specifically, the dashed line is the displayed engine rotational speed Neindi (NORMAL) in the normal mode NORMAL, the dashed line is the displayed engine rotational speed Neindi (SPORT) in the first sport mode SPORT, and the two-dot chain line is the displayed engine rotational speed Neindi (SPORT) in the second sport mode SPORT+. The displayed engine rotational speed Neindi (SPORT+) is shown respectively.

As shown in FIG. 4, the higher the sports-oriented mode (second sports mode SPORT+, first sports mode SPORT), the higher the gain G is set, so that the more sports-oriented the mode is, the more the display is displayed. The gradient of change in engine speed Neindi is steep. As a result, the more sports-oriented the mode is, the higher the responsiveness of the meter display during the shift transition period. In this way, the responsiveness of the displayed engine speed Neindi to the engine speed Ne during the shift transition period of the automatic transmission 20 is changed not only by the shift range but also by the shift mode, which may cause the driver to feel strange. No meter display can be realized.

FIG. 5 is a flowchart for explaining the control operation of the electronic control device 40, and is a flowchart for explaining the control operation that can realize a meter display according to the driver's intention while the automatic transmission 20 is changing gears. It is a flowchart. This flowchart is repeatedly executed while the automatic transmission 20 is changing gears.

First, in step S10 (step omitted hereinafter) corresponding to the control function of the shift control section 92, it is determined whether the shift range is the D range. If the determination in S10 is affirmative, in S70 corresponding to the control function of the display control unit 96, the displayed engine rotation speed Neindi in the D range is calculated (meter display rotation speed calculation process), and after that, the calculated displayed engine rotation speed Neindi is calculated (meter display rotation speed calculation process). A display command signal Sindi that causes the tachometer 82b to output the rotational speed Neindi is output. At this time, the gain A1 (see FIG. 3) as a reference gain is applied to the gain G.

If the determination in S10 is negative, in S20 corresponding to the control function of the shift control section 92, it is determined whether the shift range is the M range. If the determination in S20 is affirmative, in S30 corresponding to the control function of the shift control section 92, the shift mode is changed according to the selected shift mode (normal mode NORMAL, first sport mode SPORT, second sport mode SPORT+) in the M range. The disengagement side engagement pressure PRcb1 (instruction pressure) of the disengagement side engagement device CB1 and the engagement side engagement pressure PRcb2 (instruction pressure) of the engagement side engagement device CB2 are set (shift mode in M range). calculation process). Next, in S40 corresponding to the control function of the display control unit 96, a gain G (any one of C1 to C3) according to the selected speed change mode is set based on FIG. 3 (speed change mode-specific gain calculation process 1). Next, in S70, the displayed engine rotational speed Neindi is calculated based on the gain G set in S40.

If the determination in S20 is negative, the shift range is determined to be the D pad range, and in S50, which corresponds to the control function of the shift control section 92, the shift range is disengaged in accordance with the selected shift mode when the shift range is in the D pad range. The disengagement side engagement pressure PRcb1 (instruction pressure) of the device CB1 and the engagement side engagement pressure PRcb2 (instruction pressure) of the engagement side engagement device CB2 are set (D pad range shift mode calculation process). Next, in S60 corresponding to the control function of the display control unit 96, a gain G (one of B1 to B3) is set according to the selected speed change mode (speed change mode specific gain calculation process 2). Next, in S70, the displayed engine rotational speed Neindi is calculated based on the gain G set in S60.

As described above, according to the present embodiment, the responsiveness of the display of the operating state of the engine 12 (engine rotational speed Ne) is changed depending on the shift mode, so that, for example, in the sports mode, etc. In the case of a shift mode that prioritizes speed shift responsiveness, the responsiveness of the display is also increased, thereby making it possible to display the driving state in accordance with the driver's intention.

Although the embodiments of the present invention have been described above in detail based on the drawings, the present invention can also be applied to other aspects.

For example, in the above embodiment, the gain G is changed for each of the normal mode NORMAL, the first sport mode SPORT, and the second sport mode SPORT+ as the shift mode, and the displayed engine rotation speed Neindi is calculated. However, the present invention is not necessarily limited to the above embodiment. For example, the gain G may be changed also in the eco mode or the snow mode, and the responsiveness of the displayed engine rotation speed Neindi to the engine rotation speed Ne may be changed as appropriate depending on the eco mode or the snow mode.

Furthermore, in the above-mentioned embodiment, in the D range, the gain G was constant regardless of the shift mode, but also in the D range, the disengagement side engagement pressure PRcb1 (indicated pressure) and the engagement side engagement pressure PRcb1 (indicated pressure) and When the engagement pressure PRcb2 (instruction pressure) is different, the value of the gain A1 may be different for each shift mode.

Further, in the above-described embodiment, an upshift of the automatic transmission 20 was shown as one aspect, but the present invention is not necessarily limited to an upshift, and can also be applied to a downshift.

Further, in the above embodiment, the automatic transmission 20 is a stepped automatic transmission, but the present invention is not limited to a stepped automatic transmission, and for example, a belt type continuously variable transmission, etc. It can also be applied to a continuously variable automatic transmission. Specifically, the present invention can be applied to any continuously variable automatic transmission that has a manual shift mode.

Note that the above-mentioned embodiment is merely one embodiment, and the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine 20: Automatic transmission (transmission) 40: Electronic control device (driving state display device) 82: Display for display (driving state display device) 94: Driving state detection section 96: Display control section

Claims (3)

Applicable to a vehicle comprising an engine and a transmission, where the transmission is configured to be able to switch a gear change mode according to a gear change mode selected by a driver, and the engine is operated while the transmission is changing gears. An engine operating state display device comprising: an operating state detection unit that detects a state; and a display control unit that displays a detection result of the operating state,
The engine operating state display device, wherein the display control unit is configured to change responsiveness of display of the detection result according to the shift mode. The engine operating state display device according to claim 1, wherein the operating state of the engine is an engine rotational speed of the engine. The transmission mode includes at least a sports mode in addition to a normal mode,
The engine operating state display device according to claim 1 or 2, wherein the display control section makes the display of the detection result more responsive in the sport mode than in the normal mode.

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