JP2017024499A - Vehicular shift operation assist apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular shift operation assist apparatus capable of reporting optimal shift operation timing to a driver in a vehicle including a manual transmission.SOLUTION: Control includes: reducing a moderation amount to be applied to an engine revolution speed Ne (S4) while a clutch mechanism is disengaged (Yes for S2), determining timing for prompting starting of a shift operation, on the basis of an actual engine revolution speed Ne or a value close to the actual engine revolution speed Ne, and displaying or reporting to prompt a shift operation at more appropriate timing (S6) in comparison with the case of determining starting of a shift operation on the basis of a moderation-processed engine revolution speed Nex; and, further, executing normal moderation processing (S8) while the clutch mechanism is engaged (No for S2), thereby enabling suppression of display variation of a tachometer due to revolution variation in the engine revolution speed Ne.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a shift operation assist device provided in a vehicle including a manual transmission.

  In a vehicle equipped with a manual transmission, the target engine speed at the time of clutch meet after shift is calculated from the current shift speed and vehicle speed, and the current engine speed and the calculated target engine speed at clutch meet are measured. Thus, a technique for facilitating adjustment of the engine speed by the driver and reducing shift shock has been proposed. This is the vehicle display device described in Patent Document 1.

Japanese Utility Model Publication No. 6-10030 JP-T-2006-514301

  By the way, during the shift operation, there are many driving situations in which the meter cannot be watched at the time of adjusting the engine rotation speed by the accelerator operation after the clutch is released. In addition, the engine speed displayed on the meter is generally displayed with a smoothing process to suppress display fluctuations associated with, for example, fluctuations in idling speed, and the rate of change in engine speed is large. Sometimes there is a delay compared to the actual rotational speed change. Therefore, even with the technique disclosed in Patent Document 1, there may be a difference between the actual engine rotation speed and the engine rotation speed on the meter. Therefore, it is necessary to adjust the rotation speed in consideration of this. Become. As described above, when the technique disclosed in Patent Document 1 is used as a function for assisting the shift operation, there is a place where the usability is poor and there is room for improvement.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a shift operation assist device capable of notifying the driver of the optimal shift operation timing in a vehicle equipped with a manual transmission. Is to provide.

  According to a first aspect of the present invention, there is provided a vehicle including: (a) an engine, a manual transmission, and a clutch mechanism that connects and disconnects a power transmission path between the engine and the manual transmission. A shift operation assist device for a vehicle that calculates the engine rotational speed after shifting of the transmission and displays the current engine rotational speed and the engine rotational speed after shifting on a meter, (b) displayed on the meter. (C) During the release of the clutch mechanism, the amount of smoothing applied to the actual engine speed is reduced. When the engine speed with the reduced amount of annealing processing reaches the vicinity of the engine speed after the shift, at least one of display and notification for prompting a shift operation is performed.

  According to the shift operation assist device for a vehicle of the first aspect of the invention, during the shift operation, the display and notification for prompting the shift operation are made during the adjustment of the engine rotation speed, so the driver determines the timing of the shift operation by himself / herself. This reduces the burden on the driver. Here, during release of the clutch mechanism, the amount of smoothing applied to the engine speed is reduced, and the timing for prompting the start of the shift operation is based on the actual engine speed or a value close to the actual engine speed. Since the determination and the display and notification for prompting the shift operation are performed, the display for prompting the start of the shift operation at an appropriate timing as compared with the case of determining the start of the shift operation based on the engine speed that has been subjected to the annealing An announcement is made. The driver can suppress a sense of incongruity caused by a delay or a shock of the shift operation by performing the shift operation in accordance with a display or notification prompting the start of the shift operation based on the engine rotation speed with the smoothing processing amount reduced. it can. Further, during the engagement of the clutch mechanism, the normal smoothing process is executed, so that the display variation of the meter due to the rotational variation of the engine rotational speed can be suppressed.

  Preferably, in the vehicle shift operation assist device according to the first aspect of the invention, the notification that prompts the shift operation is made by at least one of sound generation by the buzzer, vibration of the steering wheel, vibration of the shift knob, and vibration of the clutch pedal. It is characterized by that. By notifying the shift operation by such means, the driver can know the optimum shift operation start timing without gazing at the tachometer.

1 is a diagram schematically illustrating a configuration of a vehicle including a shift operation assist device according to an embodiment of the present invention. It is a flowchart explaining the control action which performs the display and alerting | reporting which prompt | starts a shift operation among the control functions of the electronic controller of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram schematically illustrating a configuration of a vehicle 8 including a shift operation assist device 10 according to an embodiment of the present invention. The vehicle 8 includes an engine 16, a manual transmission 20, a clutch mechanism 18 that connects and disconnects a power transmission path between the engine 16 and the manual transmission 20, and an electronic control device that controls various devices including the engine 16. 14 is provided.

  The engine 16 is an internal combustion engine such as a gasoline engine or a diesel engine that generates a driving force by combustion of fuel injected in a cylinder. The manual transmission 20 changes the rotation input from the engine 16 side according to the gear ratio γ of the manual transmission 20 at that time, and outputs it to the drive wheel side (output shaft side). This is a manual transmission. The manual transmission 20 is configured to be capable of shifting to a plurality of shift speeds (for example, 6 speeds) by manual operation of a shift lever 22 provided in the vicinity of the driver's seat.

  A clutch mechanism 18 serving as a power connection / disconnection device is provided in the power transmission path between the engine 16 and the manual transmission 20. The clutch mechanism 18 is operated by a depression operation of a clutch pedal 24 provided in the driver's seat. When the clutch pedal 24 is depressed, a clutch release mechanism (not shown) is activated, thereby releasing the clutch mechanism 18. Thus, power transmission between the engine 16 and the manual transmission 20 is cut off. When the depression of the clutch pedal 24 is released, the clutch mechanism 18 is connected, and the engine 16 and the manual transmission 20 are connected so as to be able to transmit power.

  The vehicle 8 includes an engine ECU 26 that controls the engine 16, a meter ECU 30 that controls display of various meters 28 (speedometer, tachometer, fuel gauge, etc.), and a brake ECU 32 that controls a brake (not shown) that applies braking force to each wheel. An electronic control unit 14 including a plurality of ECUs is provided. The electronic control unit 14 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 8 are executed by performing signal processing.

  The electronic control unit 14 includes detection signals from various sensors (for example, an engine rotation speed sensor 34, an input shaft rotation speed sensor 36, an output shaft rotation speed sensor 38, a wheel speed sensor 40, a clutch connection / disconnection switch 42, etc.) provided in the vehicle 8. Based on various actual values (for example, engine rotational speed Ne, input shaft rotational speed Nin which is the rotational speed of the input shaft of the manual transmission 20, and output shaft rotational speed which is the rotational speed of the output shaft of the manual transmission 20 corresponding to the vehicle speed V) A speed Nout, a wheel rotation speed Nr which is a rotation speed of each wheel (not shown), a clutch connection / disconnection signal of the clutch mechanism 18 and the like) are supplied. Each ECU is configured to be capable of data communication with each other. For example, the engine rotational speed Ne detected by the engine rotational speed sensor 34 is transmitted from the engine ECU 26 to the meter ECU 30 or the like. Further, the wheel rotation speed Nr of each wheel detected by the wheel speed sensor 40 is transmitted from the brake ECU 32 to the meter ECU 30 and the like. Further, the electronic control unit 14 displays various output signals (for example, an engine output control command signal for controlling the output of the engine 16 and the meter 28) to each device (for example, the engine 16 and the meter 28) provided in the vehicle 8. Command signal etc.).

  The meter ECU 30 includes a vehicle state reading unit 44, a meter display control unit 46, an annealing processing unit 50, a post-shift rotation speed calculation unit 52, a clutch release determination unit 54, a shift operation determination unit 56, an annealing processing amount reduction unit 57, And the shift operation alerting | reporting part 58 is comprised functionally.

  The vehicle state reading unit 44 reads various states of the vehicle 8 based on actual values detected by various sensors. The vehicle state reading unit 44 reads various states necessary for display on the meter 28, such as the current engine speed Ne, the vehicle speed V, the current gear position of the manual transmission 20, and the like. The vehicle speed V is calculated based on, for example, the wheel rotation speed Nr detected by the wheel speed sensor 40 and the tire radius. Alternatively, it may be calculated based on the output shaft rotation speed Nout of the manual transmission 20 detected by the output shaft rotation speed sensor 38, the reduction ratio of the final reduction gear (not shown), the tire radius, or the like.

  Further, the current gear position of the manual transmission 20 is determined from the input shaft rotation speed Nin detected by the input shaft rotation speed sensor 36 and the output shaft rotation speed Nout detected by the output shaft rotation speed sensor 38, for example. 20 gear ratio γ (= Nin / Nout) is calculated, and the calculated gear ratio γ is compared with each gear ratio γ1 to γ6 set for each gear position of the manual transmission 20, and each gear is compared. When the state where the difference from any one of the ratios γ1 to γ6 is equal to or less than the predetermined value Δγ continues for a predetermined time, it is determined that the gear stage is in the corresponding gear ratio. The predetermined value Δγ is set to a minute value such that the gear ratio γ can be regarded as being at the gear ratio of the predetermined shift stage.

  The meter display control unit 46 displays the vehicle speed V and the engine rotational speed Ne read by the vehicle state reading unit 44 using the meter 28. The meter display control unit 46 displays the engine rotational speed Ne as needed using the tachometer 28a. The tachometer 28a includes a scale indicating the magnitude of the engine rotational speed Ne displayed along the circumference and a rotatable needle 48 that indicates the scale. The meter display control unit 46 performs control so that the tip of the needle 48 is positioned at a scale corresponding to the engine rotational speed Ne.

  By the way, for example, when the engine speed Ne fluctuates due to fluctuations in the idling speed, display fluctuation of the engine speed Ne (vibration of the needle indicating the engine speed Ne) occurs on the tachometer 28a, and the driver feels uncomfortable. I will give it. In order to suppress this, the function of the smoothing processing unit 50 that performs the smoothing process of the engine rotational speed Ne is executed prior to the display of the engine rotational speed Ne.

The annealing processing unit 50 performs an annealing process on the engine rotation speed Ne, which is an actual value detected as needed by the engine rotation speed sensor 34, based on the following equation (1). In Equation (1), Nex corresponds to the engine speed that has been subjected to the annealing process, K corresponds to a coefficient that determines the preset amount of the annealing process, and Ne (i-1) represents the previous time step. Corresponds to the engine rotational speed (actual value) detected in (1), and Ne (i) corresponds to the engine rotational speed (actual value) detected this time. The coefficient K (0 ≦ K ≦ 1) is set in advance by experiment or analysis, and is set to a value that can reduce the influence of the rotational fluctuation of the engine rotational speed Ne that occurs during idle operation or the like. As the value of the coefficient K increases, the amount of smoothing processing increases, and the influence of rotational fluctuation decreases. When the coefficient K is zero, the amount of smoothing processing is zero, that is, the engine rotational speed Nex becomes the same value as the engine rotational speed Ne detected by the engine rotational speed sensor 34.
Nex = K * Ne (i-1) + (1-K) * Ne (i) (1)

  The meter display control unit 46 displays on the tachometer 28a the engine rotation speed Nex subjected to the annealing process by the annealing processing unit 50. As a result, the display fluctuation of the engine speed Ne is suppressed.

  The post-shift rotational speed calculation unit 52 is the engine rotational speed Ne after the shift (after engagement of the clutch mechanism 18), specifically, the engine rotational speed Neup when the upshift is performed, and the engine rotational speed when the downshift is performed. Nedown is calculated.

  The engine speed Neup in the case of upshifting is calculated by multiplying the output shaft rotational speed Nout by the gear ratio γ of the speed stage in the case of upshifting by one stage with respect to the current speed stage. For example, if the vehicle is traveling at the third speed, it is calculated by multiplying the output shaft rotational speed Nout by the gear ratio γ4 of the fourth speed.

  Further, the engine rotational speed Nedown when downshifted is calculated by multiplying the output shaft rotational speed Nout by the gear ratio of the gear stage when the current gear stage is downshifted by one stage. For example, if the vehicle is traveling at the third speed, it is calculated by multiplying the output shaft rotational speed Nout by the gear ratio γ2 of the second speed.

  When the engine rotation speed Neup (rotation speed Neup) when upshifted and the engine rotation speed Nedown (rotation speed Nedown) when downshifted are calculated, the meter display control unit 46 calculates the rotation speed Neup on the tachometer 28a. , Nedown is displayed. For example, as shown in FIG. 1, the letters “up” are lit in the vicinity of the scale corresponding to the rotational speed Nup when the upshift is performed. Further, the word “down” is lit in the vicinity of the scale corresponding to the rotational speed Nedown when downshifting. For example, as shown in FIG. 1, when the engine speed Neup is 3000 rpm when the engine speed Ne is traveling at the third speed and the engine speed Neup is 2000 rpm when the engine speed Neup is upshifted to the fourth speed, the vicinity is 2000 rpm. The characters “up” are displayed on the screen. In addition, when the engine speed Nedown when downshifting to the second gear is 4000 rpm, the characters “down” are displayed in the vicinity of 4000 rpm.

  Further, as shown in the tachometer 28a of FIG. 1, a needle 49a corresponding to the upshift and a needle 49b corresponding to the downshift are further added, and the rotation speed Neup when the respective needles 49a and 49b are upshifted, and the downshift. You may instruct | indicate the rotational speed Nedown at the time of shifting.

  The driver refers to the display on the tachometer 28a. In the case of an upshift, the driver releases the depression of the accelerator pedal and adjusts the engine rotational speed Ne to the rotational speed Neup. In the case of a downshift, the driver depresses the accelerator pedal. Thus, the engine rotational speed Ne can be increased and adjusted to the rotational speed Nedown.

  In this embodiment, when the manual transmission 20 is upshifted or downshifted, if the engine rotational speed Ne becomes the rotational speed Neup when upshifted or near the rotational speed Nedown when downshifted, a shift operation is performed to the driver. And a shift operation assist device 10 that performs display (voice operation instruction) by voice or vibration. The shift operation assisting device 10 includes a meter 28, a buzzer 60 (to be described later), a shift lever 22, a clutch pedal 24, or a vibration generator provided in the steering 62, and an electronic control device 14 (meter ECU).

  By the way, the engine speed Ne displayed on the tachometer 28a has been subjected to the above-described smoothing process, and a shift operation instruction (display, voice, etc.) that prompts a shift operation based on the engine speed Nex that has been smoothed. When the vibration) is output, especially when the rate of change of the actual engine speed Ne is large, the engine speed Nex is delayed with respect to the actual engine speed Ne. Will cause the driver to feel uncomfortable. When the shift operation is started in accordance with this shift operation instruction, a shock is likely to occur because there is a difference between the actual engine rotational speed Ne and the rotational speeds Neup and Nedown. On the other hand, by performing the control described later, a sense of incongruity and a shock that occur during the shift operation are suppressed. Hereinafter, control for suppressing a sense of incongruity and a shock that occur during a shift operation of the manual transmission 20 will be described.

  Returning to FIG. 1, the clutch release determination unit 54 determines whether or not the clutch mechanism 18 is being released, in other words, whether or not the shift operation of the manual transmission 20 is likely to be performed. The clutch release determination unit 54 determines the release of the clutch mechanism 18 when a disconnection signal of the clutch mechanism 18 is output from the clutch connection / disconnection switch 42 provided in the clutch pedal 24. The clutch connection / disconnection switch 42 outputs a disconnection signal of the clutch mechanism 18 when the stroke amount of the clutch pedal 24 reaches a predetermined value that is set in advance to release the clutch mechanism 18. The clutch connection / disconnection switch 42 detects not only the stroke amount of the clutch pedal 42 but also the stroke amount of the release bearing provided in the clutch mechanism 18, and this stroke amount is detected in advance when the clutch mechanism 18 is released. When the predetermined value that has been set is reached, a disconnection signal may be output.

  As another method for determining whether or not the clutch mechanism 18 has been released, the engine rotational speed Ne detected by the engine rotational speed sensor 34, the gear ratio γ of the current gear stage, and the output shaft rotational speed Nout are: The engine rotational speed Ne1 calculated by the product is compared, and when the absolute value of this difference (= | Ne−Ne1 |) is equal to or greater than a predetermined value, it is determined that the clutch mechanism 18 has been released. It doesn't matter.

  When the clutch release determination unit 54 determines that the clutch mechanism 18 is being released, the function of the shift operation determination unit 56 that determines whether or not it is time to prompt the driver to perform a shift operation is executed. Here, prior to the execution of the shift operation determination unit 56, the function of the smoothing processing amount reduction unit 57 is executed.

  The annealing process amount reduction unit 57 reduces the amount of annealing performed by the annealing process unit 50 as compared with the case where the clutch mechanism 18 is engaged. The annealing process amount reduction unit 57 prohibits the annealing process by the annealing processing unit 50 when the release of the clutch mechanism 18 based on the clutch release determination unit 52 is determined. Alternatively, the smoothing processing amount reduction unit 57 uses the coefficient K of the above-described equation (1) applied when calculating the smoothed engine rotation speed Nex as a value applied during the engagement of the clutch mechanism 18. Change to a smaller value than. Since the smoothing amount is reduced as the coefficient K becomes smaller, the smoothing amount is also reduced by changing the coefficient K to a smaller value. The coefficient K during release of the clutch mechanism 18 is set in advance based on experiments and the like, and the deviation between the engine speed Nex that has been subjected to the smoothing process and the actual engine speed Ne becomes small, and the shift operation is performed. It is set to a small value that does not give the driver a sense of incongruity. Then, the function of the shift operation determination unit 56 is executed based on the engine rotational speed Ne with the amount of annealing processed reduced.

  The shift operation determination unit 56 determines whether or not the timing for the driver to perform the shift operation has been reached. The absolute value (| Ne−Neup | or | Ne−Nedown |) of the difference between the engine rotational speed Ne and the rotational speed Neup or the rotational speed Nedown is less than a predetermined value ΔNe (| Ne−Neup | <ΔNe or It is determined whether or not | Ne−Nedown | <ΔNe). The predetermined value ΔNe is set in advance based on experiments or the like, and is set to a small value that does not cause a shock when a shift operation is performed. Here, since the engine rotation speed Ne applied by the shift operation determination unit 56 is an engine rotation speed in which the annealing process is reduced, the determination of the shift operation becomes more accurate than in the case where the annealing process is not reduced. . The driver's shift operation refers to an operation from switching the gear position of the manual transmission 20 to returning the depression of the clutch pedal 24 (depressing the depression).

  When the shift operation determination unit 56 determines that the absolute value of the difference between the engine rotational speed Ne and the rotational speed Neup or the rotational speed Nedown is less than a predetermined value ΔNe, the optimum timing for the shift operation of the manual transmission 20 is obtained. Become. Accordingly, the meter display control unit 46 performs a display prompting the driver to start the shift operation (shift operation instruction). For example, the meter display control unit 46 displays “up” indicating the rotational speed Neup when upshifting or “down” indicating the rotational speed Nedown when downshifting is displayed on the tachometer 28a. A command to switch from lighting to blinking is output. The driver can grasp that the timing of “up” or “down” on the tachometer 28a is switched from lighting to blinking, so that the timing is optimal for the shift operation.

  When the shift operation determination unit 56 determines that the timing is optimal for the shift operation, the shift operation notification unit 58 generates a sound from the buzzer 60 provided in the vehicle, thereby allowing the driver to start the shift operation. (Shift operation instruction). Alternatively, the shift operation notifying unit 58 operates a vibration generator (not shown) provided in the steering 62, the clutch pedal 24, or the shift lever 22 to vibrate any of these, thereby allowing the driver to perform the shift operation. Prompt to start (shift operation instruction). Depending on the driving state, it may be difficult for the driver to see the meter 28, and even if the meter 28 has a display prompting the start of the shift operation, the driver may not be able to grasp the display. On the other hand, the notification by sound or vibration is made by the shift operation notification unit 58, so that the driver can grasp that the timing is optimal for the shift operation without looking at the meter 28. In the present embodiment, both the shift operation instruction by the meter display control unit 46 and the shift operation instruction by the shift operation notification unit 58 are performed, but the shift operation instruction by one of the meter display control unit 46 and the shift operation notification unit 58 is performed. May be implemented.

  FIG. 2 is a flowchart for explaining a control operation for displaying or notifying the timing of the shift operation among the control functions of the electronic control unit 14. This flowchart is repeatedly executed during traveling.

  In step S1 (hereinafter, step is omitted) corresponding to the control function of the vehicle state reading unit 44, the engine speed Ne, the vehicle speed V, the current gear position of the manual transmission 20, and the like are read. In S2 corresponding to the control function of the clutch release determination unit 52, it is determined whether or not the clutch mechanism 18 is being released. When it is determined that the clutch mechanism 18 is being released, the process proceeds to S3. When it is determined that the clutch mechanism 18 is not being released, the process proceeds to S7.

  In S3 corresponding to the control functions of the meter display control unit 46 and the post-shift rotational speed calculation unit 52, the engine rotational speed Neup and the first stage when the current shift stage read in S1 is upshifted by one stage. When the engine is downshifted by a predetermined amount, the engine rotational speed Nedown is calculated, and the rotational speeds Neup and Nedown are displayed on the tachometer 28a.

  In S4 corresponding to the control functions of the annealing processing unit 50 and the annealing processing amount reduction unit 57, when the engine rotational speed Ne read in S1 is subjected to the annealing process for display on the tachometer 28a, the annealing process is performed. The amount is reduced. More specifically, the coefficient K of the above-described formula (1) that prohibits the annealing process or regulates the amount of the annealing process is smaller than the coefficient K set during engagement of the clutch mechanism 18. The amount of smoothing processing is reduced by changing to a value.

  In S5 corresponding to the control function of the shift operation determination unit 56, the absolute value (| Ne−Neup |, |) of the difference between the engine rotational speed Ne, the rotational speed Neup, and the rotational speed Nedown in which the amount of smoothing processing is reduced in S4. It is determined whether or not (Ne−Nedown |) is less than a predetermined value ΔNe (| Ne−Neup | <ΔNe or | Ne−Nedown | <ΔNe). If the absolute values of the differences (| Ne−Neup |, | Ne−Nedown |) are both equal to or greater than the predetermined value ΔNe, S5 is negated and the process returns. On the other hand, if one of the absolute values (| Ne−Neup |, | Ne−Nedown |) of the difference is smaller than the predetermined value ΔNe, S5 is affirmed and the process proceeds to S6.

  In S6 corresponding to the control functions of the meter display control unit 46 and the shift operation notifying unit 58, a display prompting the start of the shift operation (shift operation instruction) is made on the tachometer 28a. In addition, a sound is generated from the buzzer 60, or the shift lever 22, the clutch pedal 24, or the steering 62 is vibrated to notify the start of the shift operation.

  Returning to S2, if it is determined that the clutch mechanism 18 is not being released, in S7 corresponding to the control functions of the meter display control unit 46 and the shift operation notification unit 57, a shift operation instruction (display, audio) that prompts the start of the shift operation is performed. , Vibration) is output, the shift operation instruction is terminated. If no shift operation instruction is output, the process proceeds to S8. In S8 corresponding to the control function of the smoothing processing unit 50 and the smoothing processing amount reduction unit 57, if the smoothing processing amount has been reduced in S4, the reduction of the smoothing processing amount is terminated. It returns to the annealing process. Further, when the amount of the annealing process is not reduced, the normal annealing process is continuously executed.

  As described above, according to the present embodiment, during the shift operation, during the adjustment of the engine rotational speed Ne, the display and notification for prompting the shift operation are performed, so the driver determines the timing of the shift operation himself. This eliminates the need for the driver and reduces the burden on the driver. Here, during the release of the clutch mechanism 18, the amount of smoothing applied to the engine speed Ne is reduced, and the shift operation is started based on the actual engine speed Ne or a value close to the actual engine speed Ne. The timing for prompting the shift operation is determined, and the display and notification for prompting the shift operation are performed. Therefore, compared to the case where the start of the shift operation is determined based on the engine speed Nex subjected to the smoothing process, the shift operation is performed at an appropriate timing. A display or notification for prompting the start is made. The driver performs a shift operation in accordance with a display or notification that prompts the start of the shift operation based on the engine rotation speed Ne with a reduced amount of smoothing processing, thereby suppressing a sense of incongruity caused by a delay in the shift operation or a shock. Can do. Further, while the clutch mechanism 18 is engaged, a normal smoothing process is executed, so that the display fluctuation of the tachometer 28a due to the rotation fluctuation of the engine rotation speed Ne can be suppressed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the engine rotational speed Neup when upshifted by one step with respect to the current gear stage and the engine rotational speed Nedown when downshifted by one stage are displayed. The engine rotation speed when the two-stage upshift is performed and the engine rotation speed when the two-stage downshift is performed may be displayed together.

  In the above-described embodiment, the tachometer 28a is analogly displayed using the needle 48, but may be digitally displayed. Specifically, the engine rotational speed Ne, the rotational speed Neup when upshifted, and the rotational speed Nedown when downshifted may be directly displayed as digital values, respectively. That is, the form of the tachometer and the like are not particularly limited, and the engine rotation speed Ne, the rotation speed Neup, and Nedown can be appropriately changed as long as the driver can recognize them.

  In the above-described embodiment, the character ("up", "down") displayed in the vicinity of the rotation speeds Neup and Nedown is switched from lighting to blinking when the timing for starting the shift operation is reached. The display for instructing the start of the shift operation is not necessarily limited to this. For example, a lamp is separately provided, and when the timing for starting the shift operation is reached, the lamp can be turned on. For example, the timing can be appropriately changed within a range where the driver can grasp the timing for starting the shift operation.

  In the above-described embodiment, the engine speeds Neup and Nedown after the upshift and the downshift are calculated and displayed only when the clutch mechanism 18 is released. However, the rotational speeds Neup and Nedown are Alternatively, it may be always calculated and displayed. That is, in the flowchart of FIG. 2, step S3 may be moved between steps S1 and S2.

  In the above-described embodiment, both the engine rotational speed Neup when upshifted and the engine rotational speed Nedown when downshifted are displayed on the tachometer 28a. For example, when traveling down at low vehicle speeds, Only one of these may be displayed, such as the engine rotation speed Nedown and the engine rotation speed Neup when upshifting during high vehicle speed driving.

  Further, in the above-described embodiment, the annealing process is executed based on the formula (1), but this is an example, and it may be executed based on another formula or method. Even when the annealing process is performed by another method or the like, the amount of the annealing process is reduced when the clutch mechanism is released.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

8: Vehicle 16: Engine 18: Clutch mechanism 28a: Tachometer (meter)
20: Manual transmission

Claims (1)

In a vehicle provided with an engine, a manual transmission, and a clutch mechanism that connects and disconnects a power transmission path between the engine and the manual transmission, the engine speed after shifting the manual transmission is calculated, A shift operation assist device for a vehicle that displays a current engine speed and a shifted engine speed on a meter,
The engine speed displayed on the meter is obtained by smoothing the actual engine speed,
During the release of the clutch mechanism, the amount of smoothing applied to the actual engine speed is reduced, and when the engine speed reduced in the amount of smoothing reaches the vicinity of the engine speed after the shift, A vehicle shift operation assisting device that performs at least one of display and notification for prompting a shift operation.

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