JP6623895B2 - Display control device for vehicle - Google Patents

Description

  The present invention relates to a display control device for a vehicle, and more particularly to a display of a meter during an upshift.

  An engine, an automatic transmission, and a torque converter provided between the engine and the automatic transmission, a display control device provided in a vehicle configured to display the engine rotation speed on a meter. Are known. That is the engine rotation speed display device of Patent Document 1. In the engine rotation speed display of Patent Literature 1, when calculating the rotation speed displayed on the meter during the inertia phase (hereinafter referred to as “display rotation speed”), the turbine rotation speed estimated after the gear shift is replaced with the turbine rotation speed at the start of the inertia phase. A value obtained by adding the difference between the engine rotation speed and the turbine rotation speed is set as the target rotation speed, and the display rotation speed is changed toward the target rotation speed. Here, when calculating the display rotation speed, for example, a smoothing process using a first-order lag filter is executed.

JP 2009-220678 A JP 2012-103100 A JP 2007-113951 A JP 2006-242760 A

  By the way, when the upshift of the automatic transmission is performed in a state where the accelerator pedal is depressed, the engine speed rapidly increases during the shift. For this reason, if the display rotation speed reaches the target rotation speed and then attempts to converge toward the actual engine rotation speed (actual engine rotation speed), the difference between the display rotation speed and the actual engine rotation speed is large, and the speed is moderated. If the processing speed is approached, there is a possibility that the displayed rotation speed does not easily match the actual engine rotation speed.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has been made in view of the above circumstances, and at the time of an upshift of an automatic transmission, a display control of a vehicle capable of reducing a deviation between a display rotation speed of an engine displayed on a meter and an actual engine rotation speed. An apparatus is provided.

  The gist of the first invention is that (a) a vehicle provided with an engine, an automatic transmission, and a torque converter provided between the engine and the automatic transmission; (B) an inertia phase determination unit that determines an inertia phase in an upshift of the automatic transmission by calculating a display rotation speed representing the magnitude of the engine rotation speed and displaying the result on a meter. (C) a target rotation speed setting unit that sets a target rotation speed that is a target value of the display rotation speed, and (d) in the inertia phase, the display rotation speed displayed on the meter approaches the target rotation speed. And a meter display control unit that controls the display rotation speed to approach the actual engine rotation speed after reaching the target rotation speed, and (e) the target rotation speed setting unit. Is During the inertia phase, a value obtained by adding the difference between the actual engine speed and the turbine speed and a predetermined value to the estimated turbine speed after the upshift of the turbine shaft constituting the torque converter is used as the tentative target speed. (F) the target rotation speed setting section calculates the smaller one of the calculated temporary target rotation speed and the target rotation speed calculated at the start of the inertia phase. The rotation speed is set.

  According to the display control device for a vehicle of the first invention, the correction value is added when calculating the provisional target rotation speed, and the calculated provisional target rotation speed and the target rotation speed at the time of the start of the inertia phase, By setting the smaller value to the target rotation speed, when the display rotation speed reaches the target rotation speed, the difference between the display rotation speed and the actual engine rotation speed is suppressed from increasing, and the display rotation speed is reduced. The time required for matching the speed with the actual engine speed can be shortened.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine to a drive wheel provided in a vehicle to which the present invention is applied, and also illustrates a main part of a control system provided in the vehicle. 7 is a time chart showing behaviors of an engine rotation speed, a turbine rotation speed, a target rotation speed, and a display rotation speed when an upshift is performed by depressing an accelerator pedal in conventional control. When the upshift of the automatic transmission of FIG. 1 is started, the behavior of the target rotation speed and the display rotation speed in the present embodiment, and the behavior of the target rotation speed and the display rotation speed in the conventional control as a comparison object are shown, respectively. It is a time chart. 2 is a flowchart illustrating a control operation of optimizing a display rotation speed displayed on a tachometer during an inertia phase of an upshift of an automatic transmission among control operations of the electronic control device of FIG. 1.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 26 provided in a vehicle 10 to which the present invention is applied, and illustrates a main part of a control system provided in the vehicle 10. FIG. In FIG. 1, power generated by an engine 12 as a driving force source is input to an automatic transmission 18 from an input shaft 16 via a torque converter 14, and is transmitted from an output shaft 20 of the automatic transmission 18 to a differential gear device ( The power is transmitted to left and right drive wheels 26 via a differential gear 22 and a pair of axles (drive shafts) 24 sequentially.

  The automatic transmission 18 has one or more sets of planetary gear units and a plurality of hydraulic engagement devices in a transmission case as a non-rotating member attached to the vehicle body, and the gear ratio is determined by the hydraulic engagement devices. This is a known planetary gear type automatic transmission in which a plurality of gear stages (gear stages) having different (gear ratio) γ (= transmission input rotation speed Ni / transmission output rotation speed Nout) are selectively established. For example, the automatic transmission 18 performs a so-called clutch-to-clutch shift in which a shift is executed by re-gripping any one of a plurality of hydraulic engagement devices (that is, by switching between engagement and release of the hydraulic engagement device). Is a stepped transmission. Each of the plurality of hydraulic engagement devices is a hydraulic friction engagement device that transmits rotation and torque between an input shaft 16 that receives power from the engine 12 and an output shaft 20 that transmits power to drive wheels 26. It is. The input shaft 16 is an input shaft of the automatic transmission 18, but is also a turbine shaft that is rotationally driven by a turbine wheel of the torque converter 14.

  The engagement and disengagement of the hydraulic engagement devices are controlled by a hydraulic circuit 28, and the torque capacity, that is, the engagement force is changed by adjusting the pressure of a solenoid valve or the like in the hydraulic circuit 28. A clutch C and a brake B for selectively connecting members on both sides inserted.

  The vehicle 10 includes the electronic control device 70 (display control device) shown in FIG. The electronic control unit 70 includes 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 transmits signals in accordance with a program stored in the ROM in advance. By performing the processing, the output control of the engine 12, the shift control of the automatic transmission 18, and the like are executed. The electronic control unit 70 includes an engine control ECU for controlling the output of the engine 12 as required, a shift control ECU for controlling the shift of the automatic transmission 18, and a display for controlling various meters. It is divided into a meter display control ECU and the like.

  The electronic control unit 70 includes a signal indicating the operation amount Br of the foot brake pedal corresponding to the brake depression force detected by the brake switch 72, a driver's acceleration request amount for the vehicle 10 detected by the accelerator opening sensor 74 (driver A signal indicating the accelerator operation amount Acc, which is an operation amount of the accelerator pedal as a required amount), a signal indicating the throttle opening θth of the electronic throttle valve detected by the throttle opening sensor 75, and an automatic speed change detected by the vehicle speed sensor 76. A signal representing the vehicle speed V corresponding to the rotation speed Nout of the output shaft 20 of the machine 18, a signal representing the engine rotation speed NE which is the rotation speed of the engine 12 detected by the engine rotation speed sensor 78, and detected by the turbine rotation speed sensor 79. Corresponding to the turbine shaft of the torque converter 14 (corresponding to the input shaft 16) And a signal indicating a shift position Psh from the shift operating device detected by the shift position sensor 80, a signal indicating the longitudinal acceleration β of the vehicle 10 detected by the acceleration sensor 81, and the like. .

  Also, from the electronic control unit 70, for example, an engine output control command signal Se for controlling the output of the engine 12, a shift control command signal Sp for controlling the shift of the automatic transmission 18, various meters 82 provided on the in-vehicle display (A speedometer, a tachometer 82a, a fuel gauge, etc.), and a display command signal Sd for display are output.

  The electronic control unit 70 (meter display control ECU) stores a meter display control unit 84 for meter display, an inertia phase determination unit 86 that determines an inertia phase, and a target rotation speed NESFT that is a target value of the display rotation speed NEMET. A target rotation speed setting unit 88 to be set is functionally provided.

  The meter display control unit 84 calculates the display rotation speed NEMET of the engine 12 displayed on the tachometer 82a as needed, and displays the calculated display rotation speed NEMET on the tachometer 82a as needed. As shown in FIG. 1, the tachometer 82a includes a scale indicating the magnitude of the engine rotation speed NE displayed along the circumference, and a rotatable needle 94 indicating the scale. The meter display control unit 84 controls the tip of the needle 94 to indicate the calculated display rotation speed NEMET.

  The meter display control unit 84 calculates the display rotation speed NEMET displayed on the tachometer 82a as needed. The meter display control 84 controls the actual engine speed NE (hereinafter referred to as the actual engine speed NE) obtained based on a signal from the engine speed sensor 78, for example, in a running state in which the automatic transmission 18 does not shift. NE) is set to the target rotation speed NESFT of the meter, and the display rotation speed NEMET is controlled so as to approach the target rotation speed NESFT. Further, the meter display control section 84 performs a known smoothing process (for example, a change amount limit, a first-order lag filter, etc.) on the target rotation speed NESFT to calculate the display rotation speed NEMET. By performing the annealing process, a rapid change in the display rotation speed NEMET is suppressed.

  In addition, during the inertia phase of the upshift of the automatic transmission 18, the target rotation speed NESFT is calculated from the turbine rotation speed NT after the shift. By the way, in an upshift with the accelerator pedal depressed, the turbine rotational speed NT rises in other than the inertia phase, and therefore, during the upshift, the moment when the magnitude relationship between the display rotational speed NEMET and the target rotational speed NESFT is switched. appear. After the magnitude relationship is thus switched, the display rotation speed NEMET rises following the target rotation speed NESFT. Here, in the case where the smoothing amount due to the smoothing process is large, the difference between the engine rotation speed NE and the display rotation speed NEMET is not easily reduced when the engine rotation speed is rapidly increased. Further, in this state, when the accelerator pedal is continuously depressed and the next gear shift is executed, the displayed rotational speed NEMET at the start of the inertia phase is significantly lower than the engine rotational speed NE, which may give a feeling of strangeness to the driver.

  FIG. 2 shows an engine speed NE (solid line), a turbine speed NT (two-dot chain line), a target speed NESFT (dashed line), and a display when an upshift is executed by depressing an accelerator pedal in the conventional control. It is a time chart which shows the behavior of rotation speed NEMET (dashed-dotted line). When the accelerator pedal is depressed and the vehicle speed V increases, the inertia phase starts at time t1. When the inertia phase is started, the difference between the engine rotation speed NE and the turbine rotation speed NT (= NE-NT) is added to the turbine rotation speed NT estimated after shifting (NT after shifting), so that the target rotation speed is increased. The speed NESFT (= NT + (NE-NT) after shifting) is calculated.

  Here, in a state where the accelerator pedal is depressed, the turbine rotation speed NT increases with the increase of the vehicle speed V in a period other than the inertia phase, so that the target rotation speed NESFT calculated from the turbine rotation speed NT after the shift is changed at the time t1. It has since risen. Further, the display rotation speed NEMET moves with the target rotation speed NESFT as a target, and thus the display rotation speed NEMET decreases after t1. At time t2, the magnitude relationship between the display rotation speed NEMET and the target rotation speed NESFT is switched. When the magnitude relation is exchanged, the display rotation speed NEMET rises so as to follow the target rotation speed NESFT after the time point t2. However, if the smoothing processing amount is large at this time, the display rotation speed NEMET will always reach the engine rotation speed NE. can not catch up with. Further, if the next shift is executed in this state, the inertia phase is started at time t3 with the display rotation speed NEMET lower than the engine rotation speed NE, giving the driver an uncomfortable feeling.

  Therefore, in the present embodiment, during the upshift of the automatic transmission 18, the display rotational speed NEMET is calculated as described later to shorten the time during which the display rotational speed NEMET matches the engine rotational speed NE. Hereinafter, the calculation of the display rotation speed NEMET during the inertia phase will be described.

Returning to FIG. 1, when the upshift of the automatic transmission 18 is performed, the inertia phase determination unit 86 determines whether the phase during the upshift is the inertia phase. The target rotation speed setting unit 88 calculates a target rotation speed NESFT at the start of the inertia phase (hereinafter, a target rotation speed NEINI at the start) based on the following equations (1) and (2). In the equation (1), NTX corresponds to the turbine rotation speed NT estimated after the shift, and the product of the gear stage γ of the automatic transmission 18 after the shift and the rotation speed Nout of the output shaft 20 of the automatic transmission 18 ( = Γ × Nout). Further, Y corresponds to a correction value (bending amount) of the target rotation speed and is calculated from the following equation (2).
NEINI = NTX + (NE-NT) + Y (1)
Y = k × ΔNT + m × {(NEX-NTX) − (NEI-NTI)} (2)

  In the equation (2), ΔNT in the first term on the right-hand side indicates a change gradient of the turbine rotation speed NT after the shift, that is, a rising gradient of the vehicle speed V. K is a coefficient obtained in advance by experiment or analysis. Thus, the magnitude of the correction value Y increases as the gradient ΔNT of the turbine rotation speed NT increases, that is, as the increasing gradient (vehicle acceleration) of the vehicle speed V increases.

  NEX in the second term on the right side of the equation (2) corresponds to the engine speed estimated after the shift. NTX corresponds to the turbine rotational speed NT estimated after the shift. NEI corresponds to the engine speed NE at the start of the inertia phase. NTI corresponds to the turbine rotation speed NT at the start of the inertia phase. M is a coefficient obtained in advance by an experiment or analysis. Here, the post-shift engine rotation speed NEX can be estimated by regression calculation from the post-shift turbine rotation speed NTX, the engine torque TE, and the characteristic map of the torque converter 14.

  In the equation (2), (NEX-NTX) corresponds to the difference (NE-NT) between the engine speed after the shift and the turbine speed (see FIG. 2), and (NEI-NTI) indicates the start of the inertia phase. This corresponds to the difference (NE-NT) between the engine rotation speed and the turbine rotation speed NT at the time (see FIG. 2). Thus, between the time when the inertia phase starts and the time after shifting, as the difference between the engine rotation speed NE and the turbine rotation speed NT increases, the magnitude of the correction value Y increases, so that the target rotation speed NESFTP increases.

The target rotation speed setting unit 88 sets the start time target rotation speed NEINI calculated by the equations (1) and (2) to the target rotation speed NESFT at the time of the start of the inertia phase. The target rotation speed setting unit 88 determines whether the rotation speed G calculated based on the following equation (3) is greater than the start time target rotation speed NEINI at each time step from the start of the inertia phase. I do. This equation (3) is a value obtained by eliminating the correction value Y in the equation (1). If the rotation speed G is higher than the start time target rotation speed NEINI, it is determined that the display rotation speed NEMET has reached the target rotation speed NESFT.
G = NTX + (NE-NT) (3)

If the rotation speed G is higher than the target rotation speed NEINI at the start, the target rotation speed setting unit 88 sets the rotation speed G to the target rotation speed NESFT. Thus, after the display rotation speed NEMET reaches the target rotation speed NESFT, the display rotation speed NEMET is controlled so as to approach the actual engine rotation speed NE. On the other hand, when the rotation speed G is equal to or less than the target rotation speed NEINI at the start time, the target rotation speed setting unit 88 calculates the temporary target rotation speed NESFTP as needed based on the following equations (4) and (5). Equations (4) and (5) are substantially the same as Equations (1) and (2) described above. By adding the correction value Y in advance, for example, when the acceleration is large or when the speed ratio of the torque converter 14 before and after the shift is large, the target rotation speed NESFT is expected to rise sharply after the start of the inertia phase. Rotation speed NESFTP is set to a high value in advance. Further, the correction value Y increases as the difference between the engine speed NE and the turbine speed NT increases before and after the shift, and the target rotation speed NEFTP also increases. For example, when the engine speed NE is rapidly increasing, In addition, the target rotation speed NESFFTP also increases, and the divergence between the display rotation speed NEMET and the start of movement toward the actual engine rotation speed NE decreases.
NESFTP = NTX + (NE-NT) + Y (4)
Y = k × ΔNT + m × {(NEX-NTX) − (NEI-NTI)} (5)

  The target rotation speed setting unit 88 determines whether the target rotation speed NESFT calculated as needed is higher than the target rotation speed NEINI at the start time, and determines whether the target rotation speed NESFTP is equal to the target rotation speed NEINI at the start of the inertia phase start time. If it is higher, the target rotation speed NEINI at the start time is set to the target rotation speed NESFT. On the other hand, if the target rotation speed NESFTP is equal to or less than the start target rotation speed NEINI, the target rotation speed setting unit 88 sets the calculated target rotation speed NESFTP to the target rotation speed NESFT in this step. That is, the target rotation speed setting unit 88 sets the smaller one of the provisional target rotation speed NESFTP and the start point-in-time target rotation speed NEINI, which is calculated as needed, as the target rotation speed NESFT.

  By performing the control as described above, the target rotation speed NESFT at each time step is limited to be equal to or lower than the target rotation speed NEINI at the start of the inertia phase. In other words, the side on which the target rotation speed NESFT calculated for each time step falls below the start-time target rotation speed NEINI is allowed. For example, when the accelerator opening Acc is relaxed during the upshift, the target rotation speed NESFFTP calculated by the equations (1) and (2) is a value lower than the target rotation speed NEINI at the start of the inertia phase. It becomes. In such a case, the provisional target rotation speed NESFTP is set to the target rotation speed NESFT.

  The meter display control unit 84 controls the display rotation speed NEMET displayed on the tachometer 82a to approach the set target rotation speed NESFT. At this time, the meter display control 84 calculates the display rotation speed NEMET by applying a known smoothing process (for example, a change amount limit, a first-order lag filter, etc.) to the set target rotation speed NESFT. The displayed rotational speed NEMET is displayed on the tachometer 82a.

  FIG. 3 shows the behavior of the target rotation speed NESFT and the display rotation speed NEMET in the present embodiment when the upshift of the automatic transmission 18 is started, and the target rotation speed NESFT and the display rotation speed in the conventional control as a comparison target. It is a time chart which shows the behavior of NEMET. In the present embodiment, the display rotation speed NEMET when the smoothing processing amount is large (large smoothing) and the display rotation speed NEMET when the smoothing processing amount is small (small smoothing) are respectively set. It is shown.

  When the inertia phase of the automatic transmission 18 starts at the time t1, the target rotation speed NESFT is calculated. However, the target rotation speed NESFT of the present embodiment indicated by the dashed line is the same as the correction value Y is added. The value is set to a value higher than the conventional target rotation speed NESFT indicated by the broken line. In this regard, in the present embodiment, the timing at which the magnitude relationship between the target rotation speed NESFT and the display rotation speed NEMET is switched is later than in the related art. Specifically, in the related art, at time t2a, the magnitude relationship between the target rotation speed NESFT indicated by the broken line and the conventional display rotation speed NEMET indicated by the two-dot chain line is switched. On the other hand, in the present embodiment, at time t2b, which is later than time t2a, the magnitude relationship between the target rotation speed NESFT indicated by the dashed line and the display rotation speed NEMET indicated by the solid line (small) is switched. Similarly, at the time point t2c, which is later than the time point t2a, the magnitude relationship between the target rotational speed NESFT indicated by the dashed line and the target rotational speed NEMET indicated by the broken line (large) is switched.

  As described above, in the present embodiment, the timing at which the magnitude relationship between the display rotation speed NEMET and the target rotation speed NESFT is switched is slower than in the related art, so that the switching is performed when the change amount of the display rotation speed NEMET becomes smaller. As a result, the difference between the actual engine speed NE and the display speed NEMET at the time of replacement can be reduced, and the time required for the subsequent display speed NEMET to match the engine speed NE can be shortened. can do. Further, the amount of the averaging process (the averaging coefficient, etc.) can be set small (the averaging amount is small) at the time of the averaging process, and the rotation change on the tachometer 82a can be displayed with good response.

  Further, in FIG. 3, the target rotation speed NESFT is constant at the start time target rotation speed NEINI at the time of the start of the inertia phase from the time point t1 to the time point t2b. The rotation speed is limited to the start time target rotation speed NEINI at the start of the inertia phase. That is, the target rotation speed NESFT is allowed to change to a lower side than the start-time target rotation speed NEINI. Thus, for example, despite the accelerator opening Acc being relaxed during the upshift, the target rotational speed NESFT is set to a high value, so that the display rotational speed NEMET stays high, and a decrease in the rotational speed is expected. It is possible to prevent the driver from feeling uncomfortable.

  FIG. 4 is a flowchart illustrating a control operation of the electronic control unit 70 for optimizing the display rotation speed NEMET displayed on the tachometer 82a during the inertia phase of the upshift of the automatic transmission 18. This flowchart is repeatedly executed during the inertia phase in the upshift of the automatic transmission 18.

  First, in step S1 (hereinafter, step is omitted) corresponding to the function of the target rotation speed setting unit 88, the rotation speed G (= NTX + (NE-NT)) calculated by the equation (3) is changed to the inertia phase start. At the time point, it is determined whether or not it is higher than the start time target rotation speed NEINI calculated by the equations (1) and (2). If the rotation speed G is higher than the target rotation speed NEINI at the start, S1 is affirmed and the process proceeds to S9. In S9 corresponding to the function of the target rotation speed setting unit 88, the calculated rotation speed G is set to the target rotation speed NESFT, and the process proceeds to S6.

  In S1, if the start time target rotation speed NEINI is higher than the rotation speed G, S1 is denied and the process proceeds to S2. In S2 corresponding to the function of the target rotation speed setting unit 88, the correction value Y is calculated based on the equation (5), and then in S3 corresponding to the function of the target rotation speed setting unit 88, the correction value calculated in S2 The provisional target rotation speed NESFTP is calculated based on the value Y and Expression (4).

  In S4 corresponding to the function of the target rotation speed setting unit 88, it is determined whether or not the target rotation speed NESFTP calculated in S3 is higher than the start time target rotation speed NEINI at the start of the inertia phase. If the target rotation speed NESFTP is higher than the start time target rotation speed NEINI, S4 is affirmed and the process proceeds to S8. In S8 corresponding to the function of the target rotational speed setting unit 88, the start rotational speed NEINI at the start of the inertia phase is set to the target rotational speed NESFT, and the process proceeds to S6.

  In S4, if the target rotation speed NESFTP is equal to or less than the start time target rotation speed NEINI, S4 is denied and the process proceeds to S5. In S5 corresponding to the function of the target rotation speed setting section 88, the temporary target rotation speed NESFTP calculated in S3 is set as the target rotation speed NESFT. In S6 corresponding to the function of the meter display control unit 84, the display rotation speed NEMET is calculated by performing a smoothing process on the set target rotation speed NESFT. Next, in S7 corresponding to the function of the meter display control unit 84, the display rotation speed NEMET calculated in S6 is displayed on the tachometer 28.

  As described above, according to the present embodiment, the correction value Y is added when calculating the provisional target rotation speed NESFTP, and the calculated provisional target rotation speed NESFTP and the target rotation speed at the start of the inertia phase start time. By setting the smaller value of the speed NEINI to the target rotation speed NESFT, the difference between the display rotation speed NEMET and the actual engine rotation speed NE when the display rotation speed NEMET reaches the target rotation speed NESFT. Can be suppressed, and the time for matching the display rotation speed NEMET with the actual engine rotation speed NE can be shortened.

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

10: Vehicle 12: Engine 14: Torque converter 18: Automatic transmission 28a: Tachometer (meter)
70: Electronic control unit (display control unit)
84: Meter display control unit 86: Inertia phase determination unit 88: Target rotation speed setting unit

Claims (1)

An engine, an automatic transmission, and a torque converter provided between the engine and the automatic transmission, provided on a vehicle including the engine, and a display rotation speed indicating a magnitude of an engine rotation speed of the engine. A display control device for a vehicle that calculates and displays the result on a meter,
An inertia phase determination unit that determines an inertia phase in an upshift of the automatic transmission,
A target rotation speed setting unit that sets a target rotation speed that is a target value of the display rotation speed,
In the inertia phase, the display rotation speed displayed on the meter is controlled to approach the target rotation speed, and after reaching the target rotation speed, the display rotation speed approaches the actual engine rotation speed. And a meter display control unit for controlling,
The target rotation speed setting unit, after the start of the inertia phase, the difference between the actual engine rotation speed and the turbine rotation speed and a predetermined value to the estimated turbine rotation speed after the upshift of the turbine shaft constituting the torque converter. The added value is calculated as needed as a provisional target rotation speed,
The target rotation speed setting unit sets a smaller one of the calculated provisional target rotation speed and the target rotation speed calculated at the start of the inertia phase as the target rotation speed. Vehicle display control device.

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