JP2021085465A - Drive force display device - Google Patents

Abstract

To regulate a display causing a driver to have a feeling of strangeness in a drive force display device which displays drive force distributed to drive wheels of a vehicle.SOLUTION: A drive force display device 10, mounted on a vehicle comprising an internal combustion engine, a manual transmission and a clutch, has: a display section 21 which displays magnitude of drive force distributed to drive wheels of the vehicle; and a control unit 30 which increases a display amount on the display section 21 with increasing drive force to be derived. The control unit 30 makes the display amount on the display section 21 when a clutch is in an incomplete engagement state smaller than the same corresponding to the drive force to be derived.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving force display device that displays torque or driving force distributed to the driving wheels of a vehicle.

Patent Document 1 discloses a driving force display device including a display unit that displays the magnitude of the driving force distributed to the driving wheels of the vehicle. The magnitude of the driving force is derived based on the engine torque and the gear ratio. Further, in the driving force display device disclosed in Patent Document 1, when the gear ratio is changed, the display amount of the display unit is taken into consideration in consideration of the delay from the change of the gear ratio to the change of the actual driving force. Is changing.

Japanese Unexamined Patent Publication No. 2016-61362

If the clutch is in the semi-engaged state or the clutch is in the disengaged state during the shifting operation of a vehicle equipped with a manual transmission, the driving force actually transmitted to the drive wheels is larger than the derived driving force. It may be smaller. That is, even if the display amount is changed according to the change in the gear ratio as in the driving force display device disclosed in Patent Document 1, the difference between the actual driving force and the magnitude of the driving force displayed on the display unit. May give the driver of the vehicle a sense of discomfort.

The driving force display device for solving the above problems is applied to a vehicle having an internal combustion engine, a manual transmission, and a clutch arranged between the internal combustion engine and the manual transmission, and is applied to the vehicle. A display unit that displays the magnitude of the drive wheel torque or the magnitude of the driving force distributed to the drive wheels of the above, and the above-mentioned derived unit based on the engine torque supplied from the internal combustion engine and the gear ratio of the manual transmission. The control device includes a control device that uses the drive wheel torque or the drive force to increase the amount of display on the display unit as the drive wheel torque or the drive force increases, and the control device is in an engaged state of the clutch. The gist is to reduce the display amount from the display amount corresponding to the drive wheel torque or the drive force when the vehicle is not completely engaged.

According to the above configuration, the display amount of the display unit is reduced when the shift stage of the manual transmission is changed. Therefore, even if the torque transmitted to the drive wheels is reduced due to the clutch being in the semi-engaged state or the clutch being in the released state, the actual drive wheel torque or driving force and the display unit are displayed. The difference from the displayed amount can be reduced. That is, it is possible to prevent the display amount of the display unit from becoming larger than the actual driving wheel torque or driving force during shifting of the vehicle provided with the manual transmission, and it is less likely to give a sense of discomfort to the driver of the vehicle.

The schematic diagram which shows the vehicle which comprises one Embodiment of the driving force display device. The schematic diagram of the driving force display device which concerns on the same embodiment. The flowchart which shows the flow of the process executed by the control device of the driving force display device which concerns on this embodiment. The flowchart which shows the flow of the process executed by the shift determination part in the control device of the driving force display device which concerns on this embodiment.

Hereinafter, an embodiment of the driving force display device will be described with reference to FIGS. 1 to 4.
FIG. 1 shows a vehicle 90 provided with a driving force display device 10. The vehicle 90 includes an internal combustion engine 91 as a driving force source for traveling. The vehicle 90 is a four-wheel drive vehicle that distributes and transmits the driving force output from the internal combustion engine 91 to the left front wheel 71, the right front wheel 72, the left rear wheel 73, and the right rear wheel 74. The left front wheel 71, the right front wheel 72, the left rear wheel 73, and the right rear wheel 74 are the driving wheels of the vehicle 90.

The vehicle 90 includes a manual transmission 93 whose gears can be changed by the driver's operation in the power transmission path from the internal combustion engine 91 to the drive wheels 71 to 74. The vehicle 90 includes a clutch 92 arranged between the internal combustion engine 91 and the manual transmission 93. The clutch 92 can be operated by the driver via the clutch pedal. When the clutch 92 is engaged, the driving force is transmitted from the internal combustion engine 91 to the manual transmission 93 through the clutch 92. When the clutch 92 is separated, the transmission of the driving force from the internal combustion engine 91 to the manual transmission 93 is cut off.

The vehicle 90 includes a front differential 94 that is connected to the output side of the manual transmission 93. The left front wheel 71 and the right front wheel 72 are connected to the front differential 94 via the front wheel axle 81. The front differential 94 allows a difference in the number of revolutions between the left front wheel 71 and the right front wheel 72, which are the front wheels.

The vehicle 90 includes a transfer 95 and a propeller shaft 96. The propeller shaft 96 is arranged so as to extend in the front-rear direction of the vehicle 90. The transfer 95 has an input side connected to the front differential 94 and an output side connected to the propeller shaft 96. The driving force output from the internal combustion engine 91 is transmitted to the rear wheel side by the transfer 95 and the propeller shaft 96.

The vehicle 90 is equipped with a rear differential 98. The left rear wheel 73 and the right rear wheel 74 are connected to the rear differential 98 via the rear wheel axle 82. The rear differential 98 allows a difference in the number of revolutions between the left rear wheel 73 and the right rear wheel 74, which are the rear wheels.

The vehicle 90 includes an electronically controlled coupling 97 that connects the propeller shaft 96 and the rear differential 98. The electronically controlled coupling 97 can change the driving force distributed to the rear wheels. The electronically controlled coupling 97 is controlled by the vehicle ECU 100.

The vehicle ECU 100 is an electronic control device that controls the vehicle 90. Detection signals from various sensors included in the vehicle 90 are input to the vehicle ECU 100. FIG. 1 shows an accelerator pedal sensor 61, a brake pedal sensor 62, a wheel speed sensor 63, and an engine speed sensor 64 as examples of various sensors. The wheel speed sensor 63 is provided on each wheel of the vehicle 90.

The vehicle ECU 100 derives the operation amount of the accelerator pedal included in the vehicle 90 based on the detection signal from the accelerator pedal sensor 61. The accelerator pedal is an example of an accelerator operating member that can be operated by the driver to drive the vehicle. The vehicle ECU 100 derives the operation amount of the brake pedal included in the vehicle 90 based on the detection signal from the brake pedal sensor 62. The brake pedal is an example of a brake operating member that can be operated by the driver to apply braking force to the vehicle.

The vehicle ECU 100 derives wheel speeds V1 to V4 as the rotation speeds of the wheels based on the detection signal from the wheel speed sensor 63. The vehicle ECU 100 derives the engine speed NE, which is the speed of the internal combustion engine 91, based on the detection signal from the engine speed sensor 64.

The vehicle ECU 100 derives the engine torque supplied from the internal combustion engine 91 based on the engine speed NE or the like. The vehicle ECU 100 transmits the drive to all the drive wheels 71 to 74 based on the engine torque, the gear ratio of the manual transmission 93, the gear ratio of the front differential 94, the gear ratio of the transfer 95, the gear ratio of the rear differential 98, and the like. The total driving force Ta, which is the sum of the forces, and the rear wheel driving force Tr, which is the sum of the driving forces transmitted to the left rear wheel 73 and the right rear wheel 74, are derived. The vehicle ECU 100 controls the electronically controlled coupling 97 so that the derived rear wheel drive force Tr is transmitted to the left rear wheel 73 and the right rear wheel 74.

The vehicle ECU 100 includes a control device 30 that constitutes a driving force display device 10. The vehicle ECU 100 and the control device 30 may have any of the following configurations (a) to (c). (A) One or more processors that execute various processes according to a computer program. The processor includes a CPU and memories such as RAM and ROM. The memory stores a program code or instruction configured to cause the CPU to execute the process. Memory or computer-readable media includes any available medium accessible by a general purpose or dedicated computer. (B) One or more dedicated hardware circuits for executing various processes are provided. The dedicated hardware circuit is, for example, an integrated circuit for a specific application, that is, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or the like. (C) A processor that executes a part of various processes according to a computer program and a dedicated hardware circuit that executes the remaining processes of the various processes are provided.

The vehicle 90 includes a display 11 that constitutes the driving force display device 10. The display 11 is arranged in the vehicle interior of the vehicle 90. The display 11 is a device capable of displaying an image, and the display is controlled by the control device 30.

The driving force display device 10 will be described with reference to FIG. As shown in FIG. 2, a simulated vehicle FIG. 12 imitating the vehicle 90 is displayed on the display 11. The simulated vehicle FIG. 12 corresponds to a perspective view of the vehicle 90 viewed from diagonally rearward.

The display 11 is provided with a first display unit 21 that displays the magnitude of the driving force transmitted to the left front wheel 71 or the magnitude of the rotational torque of the left front wheel 71. The first display unit 21 has a first segment 21S in which five segments that can be turned on and off are set. The larger the driving force or the rotational torque, the larger the number of lights of the first segment 21S. The first segment 21S is lit in order from the lower segment. FIG. 2 shows an example in which two segments are lit in the first segment 21S.

Similar to the first display unit 21 corresponding to the left front wheel 71, the display 11 displays the magnitude of the driving force transmitted to the right front wheel 72 or the magnitude of the rotational torque of the right front wheel 72. 22 is provided. The second display unit 22 has a second segment 22S in which five segments that can be turned on and off are set. The display 11 is provided with a third display unit 23 that displays the magnitude of the driving force transmitted to the left rear wheel 73 or the magnitude of the rotational torque of the left rear wheel 73. The third display unit 23 has a third segment 23S in which five segments that can be turned on and off are set. The display 11 is provided with a fourth display unit 24 that displays the magnitude of the driving force transmitted to the right rear wheel 74 or the magnitude of the rotational torque of the right rear wheel 74. The fourth display unit 24 has a fourth segment 24S in which five segments that can be turned on and off are set.

The rotational torque of each of the drive wheels 71 to 74 corresponds to the drive wheel torque distributed to each of the drive wheels 71 to 74. The number of lights of the segment in the first segment 21S corresponds to the display amount in the display unit. Similarly, for the second segment 22S to the fourth segment 24S, the number of lights in each segment corresponds to the display amount of each display unit.

As shown in FIG. 2, the control device 30 includes a display control unit 31, a driving force derivation unit 32, and a shift determination unit 33 as functional units.
The driving force deriving unit 32 derives the ratio of the driving force transmitted to the front wheels and the ratio of the driving force transmitted to the rear wheels based on the total driving force Ta and the rear wheel driving force Tr derived by the vehicle ECU 100. Then, the front wheel torque Tf * and the rear wheel torque Tr * for display are derived. The driving force deriving unit 32 determines the number of segments to be lit on each of the display units 21 to 24 with reference to the lighting map stored in the driving force deriving unit 32. In the lighting map, the relationship between the front wheel torque Tf * or the rear wheel torque Tr * and the number of lights of the segment is set. The driving force derivation unit 32 determines the number of lights of the segment in the first display unit 21 and the second display unit 22 based on the relationship between the front wheel torque Tf * and the number of lights of the segment. The driving force derivation unit 32 determines the number of lights of the segment in the third display unit 23 and the fourth display unit 24 based on the relationship between the rear wheel torque Tr * and the number of lights of the segment. In relation to the lighting map, the larger the front wheel torque Tf * or the rear wheel torque Tr *, the larger the number of lights in the segment.

The display control unit 31 outputs a signal for lighting each segment of the first display unit 21 to the fourth display unit 41 based on the number of lighting of the segment determined by the driving force derivation unit 32. The display control unit 31 outputs a signal for turning off the segment when the brake pedal is operated.

The shift determination unit 33 determines the engaged state of the clutch 92 based on the engine speed NE, the wheel speeds V1 to V4, the gear ratio of the manual transmission 93, and the like. For example, assuming that the clutch 92 is completely engaged, the wheel speed is derived based on the engine speed NE, the gear ratio, etc., and the derived wheel speed is compared with the wheel speeds V1 to V4. To do. When the wheel speed derived here and the wheel speeds V1 to V4 based on the detection signal from the wheel speed sensor 63 deviate from each other by a specified speed or more, it is determined that the clutch 92 is not in a completely engaged state. To do. Depending on the determination result, the shift determination unit 33 sets the limit flag to on or off. The details of the restriction flag will be described later.

A flow of processing in which the display amount is set in each of the display units 21 to 24 will be described with reference to FIGS. 3 and 4.
FIG. 3 shows a processing routine executed by the control device 30. The control device 30 repeatedly executes this processing routine at predetermined intervals.

When this processing routine is started, first, in step S101, the control device 30 causes the display control unit 31 to determine whether or not the brake is in the OFF state. When it is detected that the brake pedal is depressed based on the detection signal from the brake pedal sensor 62, the display control unit 31 determines that the brake is in the ON state. If it is not detected that the brake pedal is depressed, the display control unit 31 determines that the brake is in the OFF state.

When the brake is in the ON state in step S101 (S101: NO), the control device 30 shifts the process to step S108. In step S108, the control device 30 causes the display control unit 31 to output a turn-off request. The display control unit 31 outputs a signal to the display 11 to turn off all the segments in the display units 21 to 24. As a result, all the segments on the display units 21 to 24 are turned off. After outputting the turn-off request, the control device 30 ends this processing routine.

On the other hand, when the brake is in the OFF state in step S101 (S101: YES), the control device 30 shifts the process to step S102.
In step S102, the control device 30 causes the driving force deriving unit 32 to derive the front wheel torque Tf *. After that, the control device 30 shifts the process to step S103, and causes the driving force deriving unit 32 to derive the rear wheel torque Tr *. After that, the control device 30 shifts the process to step S104.

In step S104, the control device 30 causes the driving force deriving unit 32 to set the display amount in each of the display units 21 to 24. That is, the driving force deriving unit 32 determines the number of lights of the segments in each of the display units 21 to 24 based on the front wheel torque Tf *, the rear wheel torque Tr *, and the lighting map. After that, the control device 30 shifts the process to step S105.

In step S105, the control device 30 causes the display control unit 31 to determine whether or not the restriction flag is on. The limit flag is set on or off by the processing routine shown in FIG. 4, which will be described later. When the restriction flag is on (S105: YES), the control device 30 shifts the process to step S106.

In step S106, the control device 30 causes the display control unit 31 to limit the display amount. For example, when the number of lights of the segment determined in step S104 exceeds the specified threshold value, the display control unit 31 reduces the number of lights of the segment to the threshold value. As the specified threshold value, a value derived in advance by an experiment or the like may be used, or a value that fluctuates based on the engine speed NE, engine torque, or the like may be used. After the number of lights of the segment is reduced, the control device 30 shifts the process to step S107.

In step S107, the control device 30 causes the display control unit 31 to output a lighting request. The display control unit 31 outputs a signal for lighting the limited number of segments in step S106 to the display 11. As a result, the segments in the display units 21 to 24 are lit based on the limited number of lit segments. After outputting the lighting request, the control device 30 ends this processing routine.

On the other hand, when the restriction flag is off in step S105 (S105: NO), the control device 30 shifts the process to step S107 and causes the display control unit 31 to output a lighting request. In this case, the display control unit 31 outputs a signal for lighting the number of segments determined in step S104 to the display 11. As a result, the segments in the display units 21 to 24 are lit based on the number of lights determined according to the front wheel torque Tf * and the rear wheel torque Tr * derived by the driving force deriving unit 32. After outputting the lighting request, the control device 30 ends this processing routine.

FIG. 4 shows a processing routine executed by the shift determination unit 33. The shift determination unit 33 repeatedly executes this processing routine at predetermined cycles.
When this processing routine is started, first, in step S201, the shift determination unit 33 determines whether or not the clutch 92 is in the engaged state. Here, the shift determination unit 33 determines that the clutch 92 is in the engaged state when the clutch 92 is in the fully engaged state. If the clutch 92 is not in a completely engaged state, the shift determination unit 33 determines that the clutch 92 is not in an engaged state.

In step S201, when the clutch 92 is in the engaged state (S201: YES), the shift determination unit 33 shifts the process to step S202. In step S202, the shift determination unit 33 turns off the restriction flag. After that, the shift determination unit 33 ends this processing routine.

On the other hand, when the clutch 92 is not in the engaged state in step S201 (S201: NO), the shift determination unit 33 shifts the process to step S203.
In step S203, the shift determination unit 33 determines whether or not the shift stage of the manual transmission 93 is a low speed stage. For example, the shift determination unit 33 determines that the gear is a low speed when the gear has the largest gear ratio among the plurality of gears. Alternatively, it can be determined that the gear is a low speed when the gear has the largest gear ratio or when the gear ratio is one step smaller than the gear. When the speed is not low (S203: NO), the shift determination unit 33 shifts the process to step S202. That is, the shift determination unit 33 turns off the restriction flag, and then ends the processing routine.

On the other hand, in step S203, when the speed is low (S203: YES), the shift determination unit 33 shifts the process to step S204. In step S204, the shift determination unit 33 determines whether or not the engine speed NE is equal to or less than the rotation speed determination value NEth. The rotation speed determination value NEth is a value that can be determined immediately after the vehicle 90 has started if the engine rotation speed NE is equal to or less than the rotation speed determination value NEth. A value derived in advance by an experiment or the like is set in the rotation speed determination value NEth.

When the engine speed NE is larger than the rotation speed determination value NEth (S204: NO), the shift determination unit 33 shifts the process to step S202. That is, the shift determination unit 33 turns off the restriction flag, and then ends the processing routine.

On the other hand, when the engine speed NE is equal to or less than the rotation speed determination value NEth (S204: YES), the shift determination unit 33 shifts the process to step S205. In step S205, the shift determination unit 33 turns on the restriction flag. After that, the shift determination unit 33 ends this processing routine.

The operation of this embodiment will be described.
In the driving force display device 10, when the clutch 92 is in the engaged state (S201: YES), the number of lights of the segments in each display unit 21 to 24 uses the engine torque, the gear ratio of the manual transmission 93, and the like. It is determined by the driving force deriving unit 32 based on the total driving force Ta and the rear wheel driving force Tr derived from the above (S102 to S104).

On the other hand, when the clutch 92 is not in the engaged state (S201: NO), the speed change stage is the low speed stage (S203: YES), and the engine speed NE is equal to or less than the rotation speed determination value NEth (S204: YES), the number of lights of the segment in each display unit 21 to 24 is limited (S106). As a result, the number of lights of the segment is reduced from the number of lights determined by the driving force deriving unit 32. That is, when the engaged state of the clutch 92 is not completely engaged, the display amount on the display units 21 to 24 is smaller than the display amount determined by the driving force derivation unit 32.

The effect of this embodiment will be described.
(1) When the clutch 92 is in the semi-engaged state or when the clutch is in the released state, the number of lights of the segments in each of the display units 21 to 24 is larger than the number of lights determined by the driving force derivation unit 32. It will be reduced. That is, when the transmission of the driving force from the internal combustion engine 91 is suppressed or interrupted when the shift stage of the manual transmission 93 is changed, the number of lights of the segment is reduced. As a result, even if the driving force transmitted to the drive wheels 71 to 74 decreases when the clutch 92 is in the semi-engaged state or the clutch 92 is in the released state, the actual drive in each drive wheel 71 to 74 The difference between the wheel torque or the driving force and the display amount of the display units 21 to 24 can be reduced. That is, during shifting of the vehicle 90 provided with the manual transmission 93, it is possible to prevent the display amount of the display units 21 to 24 from becoming larger than the actual drive wheel torque or driving force, and it is less likely to give the driver a sense of discomfort.

(2) If the accelerator pedal is depressed when the vehicle 90 is started from the stopped state, there is a delay from the increase in engine torque until the driving force is transmitted to the drive wheels 71 to 74. At this time, if the number of lights of the segments of the display units 21 to 24 increases based on the engine torque, the driver may feel uncomfortable.

In this respect, in the driving force display device 10, the number of lights of the segment is limited when the manual transmission 93 is in the low speed stage and when the engine speed NE is small. Therefore, immediately after the vehicle 90 starts from the stopped state, it is possible to prevent the display amount of the display units 21 to 24 from becoming larger than the actual driving wheel torque or driving force, and it is less likely to give the driver a sense of discomfort.

(3) In vehicles equipped with a manual transmission, control to suppress engine stall is to increase the opening of the throttle valve and increase the engine torque when the engine speed NE falls below the specified value. May be implemented. When such control is performed, if the number of lights of the segments of the display units 21 to 24 increases based on the engine torque, the driver may feel uncomfortable.

In this regard, according to the driving force display device 10, when the engine speed NE is equal to or less than the rotation speed determination value NEth, the number of lights of the segment is reduced unless the clutch 92 is in the engaged state. As a result, even if control for increasing the engine torque is started when the engine speed NE decreases, it is possible to suppress giving the driver a sense of discomfort.

(4) Since the engaged state of the clutch 92 is determined based on the engine speed NE, the wheel speeds V1 to V4, and the like, it is not necessary to separately provide a sensor for detecting the state of the clutch 92.
This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.

In the above embodiment, in the process of step S106 of FIG. 3, when the number of lighting of the segment exceeds the specified threshold value, the number of lighting of the segment is reduced to the threshold value. Instead of this, the number of lights of the segment may be reduced by subtracting the specified number from the number of lights of the segment determined in step S104 regardless of the number of lights of the segment.

In the processing routine shown in FIG. 4, the processing of step S203 or the processing of step S204 may be omitted, or the processing of step S203 and step S204 may be omitted. That is, if the clutch 92 is in the engaged state, the limiting flag may be turned off, and if the clutch 92 is not in the engaged state, the limiting flag may be turned on.

-The control for suppressing the engine stall exemplified in the above embodiment, that is, the control for increasing the opening degree of the throttle valve and increasing the engine torque when the engine speed NE becomes equal to or less than the specified value is performed. Even if the clutch 92 is in the engaged state, it may be implemented when the vehicle 90 has just started. Therefore, when the control for suppressing the engine stall is easy to be performed, that is, when the speed change stage of the manual transmission 93 is a low speed stage and the engine speed NE is small, the number of lights of the segment is set regardless of the state of the clutch 92. If it is reduced, it is possible to suppress an increase in the number of lights of the segment based on an increase in engine torque that does not reflect the operation of the driver. As a result, in addition to obtaining the same effect as that of the above-described embodiment, it becomes easier to further reduce the discomfort that the driver may receive when the control for suppressing the engine stall is implemented. This configuration can be realized by executing a second processing routine in which the processing in step S201 is omitted in the processing routine shown in FIG. 4 in addition to the processing routine shown in FIG. In this case, in the second processing routine, the processing routine may be started from step S203. As a reference example, it is conceivable to execute the second processing routine instead of the processing routine shown in FIG.

The shift determination unit 33 can also determine the state of the clutch 92 based on, for example, a detection signal from a sensor for detecting the stroke amount of the clutch pedal that operates the clutch 92.

-In the above embodiment, like the first segment 21S in the first display unit 21, the display unit is composed of five segments as a set. The number of segments to be set may be four or less, or six or more.

In the above embodiment, the magnitude of the driving force distributed to the driving wheels 71 to 74 is displayed according to the number of lights of the segments included in each display unit 21 to 24. The magnitude of the driving force may be displayed by a meter that fluctuates steplessly, or may be displayed by a numerical value. That is, the display amount in the display unit is not limited to the number of lights of the segment.

In the above embodiment, the number of lights of the segments in the first display unit 21 and the second display unit 22 is determined based on the front wheel torque Tf *. The driving force transmitted to the left front wheel 71 is derived and the number of lights of the segment in the first display unit 21 is determined based on the driving force, and the driving force transmitted to the right front wheel 72 is derived and based on the driving force. The number of lights of the segment in the second display unit 22 may be determined. That is, the number of lights of the segments may be determined for the left and right drive wheels. Similarly, the number of lights of the segments in the third display unit 23 and the fourth display unit 24 may be determined on the left and right respectively.

-In the above embodiment, the front wheel torque Tf * and the rear wheel torque Tr * for display are derived by the driving force derivation unit 32, and the number of lights of the segment is determined using the lighting map. A control device different from the control device 30 may have some or all of the functions of the driving force deriving unit 32. For example, the control device 30 may receive the front wheel torque Tf * and the rear wheel torque Tr * derived by another control device to determine the number of lights of the segment. Further, the control device 30 may receive the number of lights of the segment derived by another control device and output a lighting request.

In the above embodiment, the driving force deriving unit 32 derives the front wheel torque Tf * and the rear wheel torque Tr * for display based on the total driving force Ta and the rear wheel driving force Tr derived by the vehicle ECU 100. The display amount in each display unit 21 to 24 is determined. Instead of this, the driving force deriving unit 32 may determine each display amount based on the magnitude of the rotational torque in each of the driving wheels 71 to 74. That is, each display unit 21 to 24 may be configured to display either the magnitude of the driving force transmitted to the drive wheels 71 to 74 or the magnitude of the drive torque of the drive wheels 71 to 74. ..

In the above embodiment, display units 21 to 24 corresponding to the drive wheels 71 to 74 are provided on the display 11. The control device 30 is not limited to the display unit that displays the magnitude of the driving force or the magnitude of the driving torque for each drive wheel, but also when displaying the sum of the magnitudes of the driving force or the sum of the magnitudes of the driving torque. Can be applied.

The vehicle 90 is an example of a vehicle that distributes and transmits the driving force output from the driving force source to the driving wheels. The configuration for distributing the driving force to the driving wheels can be changed as appropriate.

10 ... Driving force display device 11 ... Display 21 to 24 ... 1st display unit to 4th display unit 30 ... Control device 31 ... Display control unit 32 ... Driving force derivation unit 33 ... Shift judgment unit 61 ... Accelerator pedal sensor 62 ... Brake Pedal sensor 63 ... Wheel speed sensor 64 ... Engine speed sensor 71-74 ... Drive wheels 90 ... Vehicle 91 ... Internal combustion engine 92 ... Clutch 93 ... Manual transmission 100 ... Vehicle ECU

Claims (1)

Applicable to vehicles having an internal combustion engine, a manual transmission, and a clutch located between the internal combustion engine and the manual transmission.
A display unit that displays the magnitude of the driving wheel torque or the magnitude of the driving force distributed to the driving wheels of the vehicle, and
Using the drive wheel torque or the driving force derived based on the engine torque supplied from the internal combustion engine and the gear ratio of the manual transmission, the larger the driving wheel torque or the driving force is, the more the display unit is used. Equipped with a control device that increases the amount of display,
The control device is
A driving force display device that reduces the display amount from the display amount corresponding to the drive wheel torque or the drive force when the clutch is not completely engaged.

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