JP2005226724A - Display unit for continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display unit for a continuously variable transmission by which a driver can visually recognize the follow-up state of an actual transmission-gear ratio to an aimed transmission-gear ratio, when the transmission gear ratio of the continuously variable transmission is changed on the basis of driver's manual transmission operation. <P>SOLUTION: The display unit for the continuously variable transmission is capable of displaying a transmission gear ratio of the continuously variable transmission 6, and comprises a shifting state display device 25. The display device 25 displays the follow-up state of the actual transmission-gear ratio of the continuously variable transmission 6 to the aimed transmission gear ratio selected on the basis of driver's operation so that the driver can visually recognize the state. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a display device for a continuously variable transmission that displays a gear ratio of a continuously variable transmission mounted on a vehicle.

  Recently, the rotation speed of an internal combustion engine for a vehicle such as a gasoline engine is controlled to a rotation speed at which the fuel consumption is optimum (minimum) by a continuously variable transmission connected to the output side thereof. This is due to the fact that the output torque of the internal combustion engine can be electrically controlled by an electronic throttle valve or the like in addition to continuously changing the gear ratio in the continuously variable transmission. Therefore, in a vehicle equipped with a continuously variable transmission, shift control with an emphasis on fuel efficiency is widely performed. For example, based on the required driving amount represented by the accelerator opening and the driving state of the vehicle such as the vehicle speed. In addition to obtaining the required driving force, the target output is obtained based on the required driving force and the driving state of the vehicle, and the target rotational speed of the internal combustion engine (input rotational speed of the continuously variable transmission) that is the optimum fuel efficiency for the target output The continuously variable transmission is controlled so that the target rotational speed is calculated. On the other hand, a target output torque of the internal combustion engine is obtained based on the target output, and an output control device such as an electronic throttle valve is controlled so as to obtain the target output torque.

  As the continuously variable transmission, a belt type continuously variable transmission or a toroidal type continuously variable transmission is used, and among these, a belt type continuously variable transmission will be described. A primary pulley having a variable groove width, A secondary pulley having a variable groove width, and an endless belt is wound around the primary pulley and the secondary pulley. Also, a primary hydraulic chamber that applies thrust to the movable sheave of the primary pulley and a secondary hydraulic chamber that applies thrust to the movable sheave of the secondary pulley are provided. The relationship between the clamping pressure applied to the belt and the clamping pressure applied from the secondary pulley to the belt is controlled, and the belt wrapping radius in the primary pulley and the secondary pulley is adjusted. In this way, the gear ratio and torque capacity of the belt type continuously variable transmission are controlled. In order to execute the shift control of such a belt type continuously variable transmission, an electronic control device for processing a signal used for controlling the transmission ratio of the continuously variable transmission is provided, and a control output from the electronic control device is provided. The hydraulic control device functions by the signal, and the hydraulic pressure of each hydraulic chamber is controlled.

By the way, in a vehicle equipped with a continuously variable transmission, the manual transmission mode is selected in addition to the automatic transmission mode for controlling the transmission ratio of the continuously variable transmission based on the vehicle speed and the accelerator opening as described above. Possible vehicles have also been proposed. That is, when the automatic transmission mode is selected, the gear ratio of the continuously variable transmission is controlled based on the vehicle speed and the accelerator opening, while when the manual transmission mode is selected, conditions other than the vehicle speed and the accelerator opening Specifically, the gear ratio of the continuously variable transmission is controlled by the driver operating the upshift switch or the downshift switch. As described above, an example of a continuously variable transmission control device that can selectively switch between the automatic transmission mode and the manual transmission mode when controlling the transmission ratio of the continuously variable transmission is disclosed in Patent Document 1 and Patent Document 2. It is described in.
JP 2002-48226 JP 2001-214968 A

  As described above, in the transmission control device for a continuously variable transmission, an actuator such as a hydraulic control device functions on the basis of a signal output from the electronic control device to set the actual gear ratio of the continuously variable transmission to the target speed change. It has a configuration that approaches the ratio. Specifically, pressure oil is supplied and discharged in the hydraulic chamber. Therefore, a time delay inevitably occurs between the time when the condition for changing the transmission ratio of the continuously variable transmission is established and the time when the actual transmission ratio of the continuously variable transmission matches the target transmission ratio. To do. In particular, in the hydraulic control device, the viscosity of the pressure oil increases at a low temperature, and the increase and decrease of the pressure oil in the hydraulic chamber becomes slow, and such a response delay becomes more remarkable.

  Here, when the automatic transmission mode is selected and the transmission ratio of the continuously variable transmission is changed, the driver does not voluntarily change the transmission ratio, and therefore there is a response delay in changing the transmission ratio. Even so, the driver does not feel so uncomfortable. However, if the manual mode is selected, the gear ratio of the continuously variable transmission is changed by the driver's active operation, and even if there is a “difference” between the target gear ratio and the actual gear ratio. The driver cannot recognize that this is a “difference” due to so-called response delay. For this reason, the driver may continue the upshift operation or the downshift operation more than necessary. As a result, there has been a problem that the actual speed ratio is larger than the intention of the driver or the actual speed ratio is smaller than the intention of the driver.

  The present invention has been made paying attention to the above technical problem, and when the speed ratio of the continuously variable transmission is changed based on the manual speed change operation of the driver, the actual speed ratio follows the target speed ratio. An object of the present invention is to provide a display device for a continuously variable transmission in which a driver can visually recognize the state.

  In order to achieve the above object, a first aspect of the present invention is a display device for a continuously variable transmission capable of displaying a gear ratio of a continuously variable transmission, and a target gear ratio selected based on a driver's operation. Further, the present invention is characterized by having a shift state indicator for displaying the following state of the actual speed ratio of the continuously variable transmission with respect to the target speed ratio so that the driver can visually recognize it.

  According to the first aspect of the invention, the driver can visually recognize the target speed ratio selected based on the driver's operation and the follow-up state of the actual speed ratio with respect to the target speed ratio. Therefore, it is possible to prevent the driver from performing manual shift operation more than necessary.

  Next, an embodiment of the present invention will be described with reference to the drawings. First, a power train of a vehicle to which the present invention can be applied and a control system of the vehicle are shown in FIG. In the vehicle Ve shown in FIG. 1, a fluid transmission device 3, a lockup clutch 4, a forward / reverse switching mechanism 5, a continuously variable transmission 6, and the like are provided on a power transmission path between the power source 1 and the wheels 2. Yes. As the power source 1, for example, at least one of an internal combustion engine or an electric motor can be used, and an internal combustion engine having a mechanism capable of electrically controlling the output, such as an internal combustion engine having an electronic throttle valve 7, is preferably used. The As the electric motor, it is possible to use a motor generator having a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electrical energy. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, or a natural gas engine having an electronic throttle valve 7 is used as the power source 1 will be described.

  Further, the fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the power source 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are in parallel with each other. Has been placed. The fluid transmission device 3 is a device that transmits power by the kinetic energy of the fluid, specifically a fluid torque converter, and the lockup clutch 4 is a device that transmits power by frictional force, and is a torque converter. An input side member such as a pump impeller and an output side member such as a turbine runner are directly connected. The forward / reverse switching mechanism 5 is a device that selectively reverses and outputs an input torque, and is configured mainly by a planetary gear mechanism, for example.

  The continuously variable transmission 6 is basically a mechanism capable of continuously changing the gear ratio, and a belt-type or toroidal-type continuously variable transmission can be used. FIG. 1 shows a belt type, and the continuously variable transmission 6 is provided in a power transmission path between the forward / reverse switching mechanism 5 and the wheels 2. More specifically, the continuously variable transmission 6 is provided with a primary shaft 8 and a secondary shaft 9 arranged in parallel to each other. The primary shaft 8 is provided with a primary pulley 10, and the secondary shaft 9 is provided with a secondary pulley 11. The primary pulley 10 includes a fixed sheave 12 fixed to the primary shaft 8 and a movable sheave 13 configured to be movable in the axial direction of the primary shaft 8. A V-shaped groove M <b> 1 is formed between the fixed sheave 12 and the movable sheave 13.

  In addition, a hydraulic servo mechanism 14 is provided that moves the movable sheave 13 in the axial direction of the primary shaft 8 to bring the movable sheave 13 and the fixed sheave 12 closer to or away from each other. The hydraulic servo mechanism 14 includes a hydraulic chamber 15 and a piston (not shown) that operates in the axial direction of the primary shaft 8 according to the hydraulic pressure of the hydraulic chamber 15 and is connected to the movable sheave 13. .

  On the other hand, the secondary pulley 11 has a fixed sheave 16 fixed to the secondary shaft 9 and a movable sheave 17 configured to be movable in the axial direction of the secondary shaft 9. A V-shaped groove M <b> 2 is formed between the fixed sheave 16 and the movable sheave 17. The belt 18 is wound around the pulleys 10 and 11 while being sandwiched between the grooves M1 and M2.

  Further, a hydraulic servo mechanism 19 is provided that moves the movable sheave 17 in the axial direction of the secondary shaft 9 to bring the movable sheave 17 and the fixed sheave 16 closer to or away from each other. The hydraulic servo mechanism 19 includes a hydraulic chamber 20 and a piston (not shown) that operates in the axial direction of the secondary shaft 9 according to the hydraulic pressure of the hydraulic chamber 20 and is connected to the movable sheave 17. .

  On the other hand, a hydraulic control device 21 having a function of controlling the hydraulic servo mechanisms 14 and 19 and the lockup clutch 4 and the forward / reverse switching mechanism 5 of the continuously variable transmission 6 is provided. Further, an electronic control device 22 is provided as a controller for controlling the power source 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the hydraulic control device 21, and the electronic control device 22 An arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly including an input / output interface are included. The hydraulic control device 21 includes a solenoid valve and a hydraulic circuit, and controls the duty value of the solenoid valve to thereby control the flow rate of pressure oil supplied to the hydraulic chambers 15 and 20 and the hydraulic chambers 15 and 20. The flow rate of the pressure oil discharged from is controlled.

  An automatic shift control that controls the gear ratio of the continuously variable transmission 6 shown in FIG. 1 based on the traveling state of the vehicle Ve, that is, the accelerator opening, the vehicle speed, and the like, and a manual shift that performs a shift based on a manual operation (manual shift) ) Control and can be executed. The shift device 23 is configured to select the automatic shift control and the manual shift control. For example, a guide groove for guiding the shift lever 24 is formed in a deformed H-shape as schematically shown in FIG. 2, and a parking position (P), a reverse position, a neutral position, a drive are formed on one straight line portion. Position (D) and brake position (B) are assigned, and the center of the other straight line portion branched from the drive position is assigned to manual position (M). Upshift position (+) A downshift position (-) is provided. A sensor (not shown) such as a switch for detecting each position is provided, and an output signal of the sensor is input to the electronic control unit 22. When the drive position is selected, automatic shift control is selected, and when the manual position is selected, manual shift control is selected.

  Examples of signals input to the electronic control unit 22 include engine speed, accelerator pedal operation state, brake pedal operation state, throttle valve 7 opening, primary shaft 8 rotation speed, and secondary shaft 9 rotation. Number, the presence / absence of a failure of the solenoid valve of the hydraulic control device 21, the intake air amount of the engine 1, the signal of a sensor for detecting whether or not the road is uphill, the signal indicating the shift position selected by the shift device 23, the up An upshift signal from a sensor provided at a shift position, a downshift signal from a sensor provided at the downshift position, and the like. Various data are stored in the electronic control device 22, and a signal for controlling the power source 1 from the electronic control device 22 based on the signal input to the electronic control device 22 and the stored data. , A signal for controlling the continuously variable transmission 6, a signal for controlling the forward / reverse switching mechanism 5, a signal for controlling the lock-up clutch 4, a signal for controlling the hydraulic control device 21, a signal for controlling the speed change state indicator 25, etc. Is output.

  Examples of data stored in the electronic control unit 22 include an engine torque control map, a transmission control map, and a lockup clutch control map. The engine torque control map is a map in which, for example, a temporary increase amount of the control amount of the electronic throttle valve 7 is set. The transmission control map includes a gear ratio control map, a torque capacity control map, and the like. The transmission ratio control map is a map for setting the transmission ratio of the continuously variable transmission 6 or the target rotational speed of the power source 1 based on the vehicle speed, the accelerator opening, the deceleration, or the operating state of the brake. When an engine is used as the power source 1, the engine speed can be controlled to approach the optimum fuel consumption curve by controlling the speed ratio of the continuously variable transmission 6.

  This rotational speed control is mainly performed by feedback control based on the deviation between the target rotational speed and the actual rotational speed, and feedforward control is executed or used together as necessary. The torque capacity control map is a map used when controlling the torque capacity of the continuously variable transmission 6 based on the gear ratio, the torque capacity to be transmitted, and the like. The lockup clutch control map is a map for setting the torque capacity of the lockup clutch 4 based on the vehicle speed, the accelerator opening, and the like.

  As described above, when the drive position is selected, automatic shift control is selected as the shift mode of the continuously variable transmission 6. When this automatic transmission control is selected, the continuously variable transmission 6 can function to control the rotational speed of the power source 1 to the rotational speed at which the fuel efficiency is optimized. When this automatic shift control is selected, as an example, the required driving force is obtained from an appropriate map based on the required driving amount represented by the accelerator opening and the vehicle speed, and the power is calculated from the required driving force and the vehicle speed. Calculate the target output of the source. The target rotational speed at which the target output can be output with the optimum fuel efficiency is obtained from a map etc. as the rotational speed at the intersection of the so-called optimal fuel efficiency line and the target output line, and the target rotational speed and the actual power source rotational speed The speed ratio of the continuously variable transmission 6 is feedback controlled so that the difference is reduced. Here, the actual power source rotational speed is handled as a parameter equivalent to the target input rotational speed of the continuously variable transmission 6. On the other hand, the target torque is calculated based on the target output and the vehicle speed at that time, and the output torque of the power source 1 is controlled by the electronic throttle valve 7 or the like so as to achieve the target torque.

  As described above, when the automatic transmission control is selected, the continuously variable transmission 6 is controlled based on the traveling state determined by the vehicle speed, the turbine speed of the fluid transmission device 3 and the required driving amount such as the accelerator opening. Is done. On the other hand, when the gear ratio of the continuously variable transmission 6 is controlled, the above-described manual shift control can be selected. In this manual shift control, a switch or sensor provided in the upshift position or downshift position of the shift device 23 is turned on / off by the shift lever 24 to output a signal, and the upshift signal or downshift signal is output. Each time is output, the target rotational speed of the power source 1 is continuously changed while the control for changing the target rotational speed of the power source 1 by a predetermined amount and the upshift signal or the downshift signal are output. In addition, the control is to change more than a predetermined amount.

  As described above, in this embodiment, the shift control of the continuously variable transmission 6 is determined based on the signal processed by the electronic control unit 22, and the hydraulic control device 21 as an actuator is determined based on the determination result. The hydraulic control device 21 controls the flow rate of hydraulic oil and the hydraulic pressure in the hydraulic chambers 15 and 20. Therefore, control for changing the actual speed ratio of the continuously variable transmission 6 is started after the condition for changing the speed ratio of the continuously variable transmission 6 is established, and then the target speed ratio of the continuously variable transmission 6 and A time response delay inevitably occurs until the actual gear ratio matches. Therefore, in this embodiment, the shift state indicator 25 is provided so that the driver can recognize the response delay state in the shift control of the continuously variable transmission 6. The shift state indicator 25 is provided at a position where the driver can view the vehicle without moving the line of sight from the front by a predetermined amount or more, for example, an instrument panel while the vehicle is running. Hereinafter, configuration examples of the shift state indicator 25 will be sequentially described.

  A first embodiment of the shift state indicator 25 will be described with reference to FIG. The shift state indicator 25 includes a frame portion 26 having a substantially rectangular plane shape, and a plurality of light emitting portions 27 to 38 arranged in each portion 26 in the embodiment of FIG. In FIG. 2, they are arranged in a line in the vertical direction and in a straight line at substantially the same interval. The plurality of light emitting units 27 to 38 are configured by light emitting diodes that can be visually recognized by the driver. Further, each of the plurality of light emitting units 27 to 38 can selectively switch at least three kinds of different light emission colors. Further, the plurality of light emitting units 27 to 38 are set to have substantially the same planar shape.

  In the embodiment of FIG. 2, the light emitting unit 27 corresponds to the maximum transmission ratio, and the light emitting unit 38 corresponds to the minimum transmission ratio. The light emitting unit 28 to the light emitting unit 37 provided between the light emitting unit 27 and the light emitting unit 38 correspond to a gear ratio between the maximum gear ratio and the minimum gear ratio. Specifically, it means that the light transmission unit closer to the light emission unit 27 has a larger corresponding gear ratio. In other words, it means that the light transmission unit located closer to the light emission unit 38 has a smaller corresponding gear ratio. As described above, in the first embodiment, the speed ratio within the range that can be selected by the continuously variable transmission 6 is divided into 12 stages for convenience, and the 12 light emitting units 27 to 38 are associated with each stage. Is provided.

  Next, the function of the shift state display device 25 shown in FIG. 2 will be described. First, the case where the gear ratio of the continuously variable transmission 6 is upshifted by manual shift control will be described. In the first embodiment, the light emitting unit corresponding to the target gear ratio, the light emitting unit corresponding to the currently set actual gear ratio, and the light emission corresponding to the intermediate gear ratio between the target gear ratio and the actual gear ratio. Are turned on, and the light emitting units corresponding to the gear ratios other than the gear ratio are turned off. Here, in the case of upshifting the transmission ratio of the continuously variable transmission 6 by manual transmission control, the “transmission ratio other than the transmission ratio” means “a transmission ratio smaller than the target transmission ratio”. And the light-emitting part to be lit emits light of three different colors.

  For example, the light emitting unit 35 corresponding to the target gear ratio is lit in green, all the light emitting units 27 to 33 corresponding to the gear ratio higher than the actual gear ratio are lit in white, and the light emitting units 34 corresponding to the intermediate gear ratio are Illuminated in blue. In the first embodiment, when the actual gear ratio matches the target gear ratio, or when the actual gear ratio is very close to the target gear ratio, the light emitting unit 34 is lit in white.

  On the other hand, an example of lighting and extinguishing of each light emitting unit corresponding to a case where the gear ratio of the continuously variable transmission 6 is downshifted by manual shift control will be described. In the first embodiment, the light emitting unit corresponding to the target gear ratio, the light emitting unit corresponding to the currently set actual gear ratio, and the light emission corresponding to the intermediate gear ratio between the target gear ratio and the actual gear ratio. And the light emitting unit corresponding to the gear ratio other than the gear ratio among all the gear ratios is turned off. Here, in the case of downshifting the transmission ratio of the continuously variable transmission 6 by manual transmission control, the “transmission ratio other than the transmission ratio” means “a transmission ratio larger than the target transmission ratio”. And the light-emitting part to be lit emits light of three different colors.

  For example, the light emitting unit 34 corresponding to the target gear ratio is lit in green, all the light emitting units 36 to 38 corresponding to the gear ratio below the actual gear ratio are lit in white, and the light emitting unit 35 corresponding to the intermediate gear ratio is Illuminated in blue. In the first embodiment, when the actual gear ratio matches the target gear ratio, or when the actual gear ratio is very close to the target gear ratio, the light emitting unit 35 is also lit in white.

  A second embodiment of the shift state indicator 25 will be described with reference to FIG. The shift state indicator 25 shown in FIG. 3 has a light emitting part 39, and the light emitting part 39 has an inclined part 40 and a horizontal part 41. The inclined portion 40 extends from the reference position at the left end toward the upper right, and the horizontal portion 41 is continued to the upper right end of the inclined portion 40. The light emitting unit 39 is also composed of a light emitting diode or the like, and can be arbitrarily divided into a light emitting region and a non-light emitting region, and can be configured to display at least three different colors in the light emitting region. Yes. Further, below the light emitting unit 39, there is provided a gear stage display unit 42 that indicates a gear stage corresponding to the target gear ratio by numerals. For example, it is possible to display the first speed to the seventh speed. As the target gear ratio is larger, the gear stage corresponding to the target gear ratio is displayed as a smaller gear stage number.

  In FIG. 3, the display area A <b> 1 is formed in a substantially central area in the horizontal direction in the horizontal portion 41, and the display area B <b> 1 is formed in a continuous area extending from the inclined portion 40 to a part of the horizontal portion 41. In this case, the display area C1 is formed in an area corresponding to the display area A1 and the display area B1, and the display area D1 is formed next to the display area C1. Note that the display areas A1 to D1 are not fixedly arranged, but according to various shift control conditions, for example, the selected target gear ratio, the difference between the actual gear ratio and the target gear ratio, etc. The arrangement position of each display area changes, the length of each display area changes, or one of the display areas disappears.

  Next, the function of the shift state display device 25 shown in FIG. 3 will be described. First, the case where the gear ratio of the continuously variable transmission 6 is upshifted by manual shift control will be described. In the embodiment of FIG. 3, the display area A1 corresponding to the target speed ratio is lit in green, and the display area B1 corresponding to the currently set actual speed ratio is lit in white, so that the target speed ratio and the actual speed ratio are changed. The display area C1 corresponding to the intermediate gear ratio between the ratios is lit in blue, and the display area D1 corresponding to the gear ratios other than the gear ratios among all the gear ratios is turned off. Here, in the case of upshifting the transmission ratio of the continuously variable transmission 6 by manual transmission control, the “transmission ratio other than the transmission ratio” means “a transmission ratio smaller than the target transmission ratio”. In the second embodiment, as the actual speed ratio approaches the target speed ratio due to the upshift, the length of the display area B1 increases and the length of the display area C1 decreases, and the actual speed ratio and the target speed ratio If they match, the display area C1 disappears.

  On the other hand, the case where the gear ratio of the continuously variable transmission 6 is downshifted by manual shift control will be described. In the embodiment of FIG. 3, for example, the display area C1 corresponding to the target gear ratio is lit in green, and the display area D1 corresponding to the gear ratio below the actual gear ratio is lit in white, corresponding to the intermediate gear ratio. The display area A1 to be turned on is turned on in blue, and the display area B1 corresponding to a speed ratio larger than the target speed ratio is turned off. In the embodiment of FIG. 3, as the actual speed ratio approaches the target speed ratio due to the downshift, the length of the display area D1 becomes longer and the length of the display area A1 becomes shorter. When the ratio matches, the display area A1 disappears.

  A third embodiment of the shift state indicator 25 will be described with reference to FIG. The shift state indicator 25 shown in FIG. 4 includes a light emitting unit 43, and the light emitting unit 43 is configured in an arc shape having a predetermined width. The light emitting unit 43 is also configured by a light emitting diode or the like, and can be arbitrarily divided into a light emitting region and a non-light emitting region, and can be configured to display at least three different colors in the light emitting region. Yes. Further, below the light emitting unit 43, there is provided a gear stage display unit 44 that indicates a gear stage corresponding to the target gear ratio with a numeral.

  In FIG. 4, a display area E1 having a predetermined arc length is formed from the left end to the right end in the light emitting unit 43, a display area F1 is formed next to the display area E1, and a display area G1 is adjacent to the display area F1. The display area H1 is formed at the right end of the light emitting unit 43. Note that each display area is not fixedly arranged, and each display area depends on various shift control conditions, for example, the selected target speed ratio, the difference between the actual speed ratio and the target speed ratio. The arrangement position of the display area changes, the length of each display area changes, or one of the display areas disappears.

  Next, the function of the shift state display device 25 shown in FIG. 4 will be described. First, the case where the gear ratio of the continuously variable transmission 6 is upshifted by manual shift control will be described. In the embodiment of FIG. 4, the display area G1 corresponding to the target speed ratio is lit in green, and the display area E1 corresponding to the currently set actual speed ratio is lit in white, so that the target speed ratio and the actual speed ratio are The display area F1 corresponding to the intermediate gear ratio between the ratios is lit in blue, and the display area H1 corresponding to the gear ratios other than the gear ratios among all the gear ratios is turned off. Here, in the case of upshifting the transmission ratio of the continuously variable transmission 6 by manual transmission control, the “transmission ratio other than the transmission ratio” means “a transmission ratio smaller than the target transmission ratio”. In the third embodiment, as the actual speed ratio approaches the target speed ratio due to the upshift, the length of the display area E1 increases and the length of the display area F1 decreases, and the actual speed ratio and the target speed ratio If they match, the display area F1 disappears.

  On the other hand, the case where the gear ratio of the continuously variable transmission 6 is downshifted by manual shift control will be described. In the embodiment of FIG. 4, for example, the display area F1 corresponding to the target gear ratio is lit in green, and the display area H1 corresponding to the gear ratio below the actual gear ratio is lit in white, corresponding to the intermediate gear ratio. The display area G1 to be turned on is turned on in blue, and the display area E1 corresponding to a gear ratio larger than the target gear ratio is turned off. In the third embodiment, as the actual speed ratio approaches the target speed ratio due to the downshift, the length of the display area H1 becomes longer, the length of the display area G1 becomes shorter, and the actual speed ratio becomes the target speed ratio. When it becomes very close, or when the actual gear ratio and the target gear ratio coincide with each other, the display area G1 disappears.

  In FIG. 1, an output device (not shown) is connected to the electronic control unit 22, and manual shift control is selected in the first to third embodiments, and an upshift operation or a downshift is performed. If the actual gear ratio and the target gear ratio match after the shift operation is executed, control is performed to notify the driver by voice or the like from the output device that the actual gear ratio and the target gear ratio match. It is also possible.

  As described above, the follow-up state of the actual speed ratio with respect to the target speed ratio selected based on the upshift operation or the downshift operation of the driver, in other words, the difference between the target speed ratio and the actual speed ratio is described in the first embodiment. In the second embodiment, it can be determined from the light emission color of each light emitting section, and in the third embodiment, it can be determined from the length and color of each display area. That is, in any of the first to third embodiments, the response delay state of the gear ratio change control of the continuously variable transmission 6 with respect to the driver's upshift operation or downshift operation, in other words, the target shift in the continuously variable transmission 6 is described. It is possible for the driver to visually recognize the following state of the ratio and the actual transmission ratio.

  Therefore, it can suppress that a driver | operator performs upshift operation or downshift operation more than necessary. For this reason, when the driver performs an upshift operation, an overshoot phenomenon in which the actual gear ratio of the continuously variable transmission 6 is smaller than the gear ratio intended by the driver, or the driver downshifts. When an operation is performed, it is possible to avoid an overshoot phenomenon in which the actual gear ratio of the continuously variable transmission 6 is larger than the gear ratio intended by the driver.

  The continuously variable transmission that is the subject of the present invention is not limited to a belt-type continuously variable transmission, but has a toroidal continuously variable transmission or a continuously variable transmission that combines a planetary gear mechanism and an electric motor. It is also possible to use the configuration shown in FIGS. 1 to 4 for the vehicle.

It is a conceptual diagram which shows the power train and control system of the vehicle which can apply the control apparatus of this invention. It is a conceptual diagram which shows Example 1 of the gear ratio display shown by FIG. It is a conceptual diagram which shows Example 2 of the gear ratio display shown by FIG. It is a conceptual diagram which shows Example 3 of the gear ratio display apparatus shown by FIG.

Explanation of symbols

  6 ... continuously variable transmission, 22 ... electronic control unit, 25 ... shift state indicator.

Claims (1)

In the continuously variable transmission display device capable of displaying the transmission ratio of the continuously variable transmission,
A speed change state indicator that displays a target speed change ratio selected based on a driver's operation and a follow-up state of the actual speed change ratio of the continuously variable transmission with respect to the target speed change ratio so that the driver can visually recognize the speed change state indicator. A display device for a continuously variable transmission.

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