JP7256471B2 - Driving force indicator - Google Patents

Description

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

Japanese Patent Application Laid-Open No. 2002-200001 discloses a driving force display device that includes 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 gear ratio. Furthermore, in the driving force display device disclosed in Patent Document 1, when the transmission gear ratio is changed, the display amount of the display unit is adjusted in consideration of the delay from the change of the transmission ratio to the actual change of the driving force. are changing.

JP 2016-61362 A

When the clutch is in a half-engaged state or in a disengaged state during a shift 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 of 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 This may give the driver of the vehicle a sense of discomfort.

A 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 the vehicle a display unit for displaying the magnitude of driving wheel torque or the magnitude of driving force distributed to the driving wheels; and the engine torque supplied from the internal combustion engine and the gear ratio of the manual transmission derived based on a control device that uses the driving wheel torque or the driving force and increases the display amount on the display unit as the driving wheel torque or the driving force increases, wherein the control device controls the engagement state of the clutch. The gist of this is that the indicated quantity is reduced below the indicated quantity corresponding to the drive wheel torque or the drive force when in a completely disengaged state.

According to the above configuration, the display amount of the display unit is reduced when the shift stage of the manual transmission is being changed. Therefore, even if the torque transmitted to the driving wheels decreases due to the clutch being in a half-engaged state or the clutch being released, the actual driving wheel torque or driving force and the The difference from the displayed amount can be reduced. That is, it is possible to prevent the amount of display on the display unit from becoming larger than the actual drive wheel torque or driving force during gear shifting in a vehicle equipped with a manual transmission, thereby making it difficult for the driver of the vehicle to feel uncomfortable.

1 is a schematic diagram showing a vehicle equipped with an embodiment of a driving force display device; FIG. FIG. 2 is a schematic diagram of the driving force display device according to the embodiment; 4 is a flow chart showing the flow of processing executed by the control device of the driving force display device according to the embodiment; 4 is a flow chart showing the flow of processing executed by a shift determination section in the control device of the driving force display device according to the embodiment;

An embodiment of the driving force display device will be described below with reference to FIGS. 1 to 4. FIG.
FIG. 1 shows a vehicle 90 equipped with a driving force display device 10. As shown in FIG. A vehicle 90 includes an internal combustion engine 91 as a driving force source for running. Vehicle 90 is a four-wheel drive vehicle that distributes and transmits driving force output from internal combustion engine 91 to left front wheel 71 , right front wheel 72 , left rear wheel 73 and right rear wheel 74 . Left front wheel 71 , right front wheel 72 , left rear wheel 73 and right rear wheel 74 are driving wheels of vehicle 90 .

A vehicle 90 includes a manual transmission 93, which can change gear stages by a driver's operation, on a power transmission path from an internal combustion engine 91 to drive wheels 71-74. A vehicle 90 comprises a clutch 92 arranged between an internal combustion engine 91 and a manual transmission 93 . The clutch 92 can be operated by the driver via a clutch pedal. When the clutch 92 is engaged, driving force is transmitted from the internal combustion engine 91 to the manual transmission 93 through the clutch 92 . When the clutch 92 is disengaged, transmission of driving force from the internal combustion engine 91 to the manual transmission 93 is cut off.

Vehicle 90 includes a front differential 94 coupled to the output side of manual transmission 93 . A left front wheel 71 and a right front wheel 72 are connected to the front differential 94 via a front wheel axle 81 . The front differential 94 allows a rotational speed difference to occur between the front left wheel 71 and the right front wheel 72 .

Vehicle 90 includes transfer 95 and propeller shaft 96 . Propeller shaft 96 is arranged to extend in the longitudinal direction of 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 wheels by the transfer 95 and the propeller shaft 96 .

Vehicle 90 includes a rear differential 98 . A left rear wheel 73 and a right rear wheel 74 are connected to the rear differential 98 via a rear wheel axle 82 . The rear differential 98 allows a rotational speed difference between the left rear wheel 73 and the right rear wheel 74, which are the rear wheels.

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

Vehicle ECU 100 is an electronic control unit that controls vehicle 90 . Vehicle ECU 100 receives detection signals from various sensors provided in vehicle 90 . 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. Note that the wheel speed sensor 63 is provided for each wheel of the vehicle 90 .

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

Based on the detection signal from wheel speed sensor 63, vehicle ECU 100 derives wheel speeds V1 to V4 as the rotational speed of each wheel. Vehicle ECU 100 derives engine speed NE, which is the speed of internal combustion engine 91 , based on a detection signal from 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 and the like. The vehicle ECU 100 controls the drive transmitted to all the driving 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. A total driving force Ta, which is the sum of the forces, and a 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. Vehicle ECU 100 controls electronically controlled coupling 97 so that derived rear wheel driving force Tr is transmitted to left rear wheel 73 and right rear wheel 74 .

The vehicle ECU 100 includes a control device 30 that constitutes the driving force display device 10 . The vehicle ECU 100 and the control device 30 may have any one of the following configurations (a) to (c). (a) It has one or more processors that execute various processes according to a computer program. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to perform processes. Memory or computer-readable media includes any available media that can be accessed by a general purpose or special purpose computer. (b) one or more dedicated hardware circuits for performing various processes; The dedicated hardware circuit is, for example, an application specific integrated circuit (ASIC) or an FPGA (Field Programmable Gate Array). (c) A processor that executes part of various processes according to a computer program, and a dedicated hardware circuit that executes the rest of the various processes.

The vehicle 90 has a display 11 that constitutes the driving force display device 10 . The display 11 is arranged inside the vehicle 90 . The display 11 is a device capable of displaying images, and its 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 diagram 12 imitating a vehicle 90 is displayed on the display 11 . The simulated vehicle diagram 12 corresponds to a perspective view of the vehicle 90 viewed obliquely from behind.

The display 11 is provided with a first display portion 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 section 21 has a first segment 21S that is a set of five segments that can be turned on and off. The number of lighting of the first segment 21S increases as the driving force or the rotational torque increases. 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 section 21 corresponding to the left front wheel 71, the display 11 has a second display section that 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 are provided. The second display section 22 has a second segment 22S which is a set of five segments that can be turned on and off. The display 11 is provided with a third display portion 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 section 23 has a third segment 23S that is a set of five segments that can be turned on and off. The display 11 is provided with a fourth display section 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 section 24 has a fourth segment 24S which is a set of five segments that can be turned on and off.

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

As shown in FIG. 2, the control device 30 includes a display control section 31, a driving force derivation section 32, and a shift determination section 33 as functional sections.
The driving force derivation 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 derivation unit 32 refers to the lighting map stored in the driving force derivation unit 32 to determine the number of segments to be lit in each of the display units 21-24. The lighting map defines the relationship between the front wheel torque Tf* or the rear wheel torque Tr* and the number of segments lit. The driving force derivation unit 32 determines the number of segments to be lit 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 segments to be lit. The driving force derivation unit 32 determines the number of segments to be lit 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 segments to be lit. According to the relationship set in the lighting map, the greater the front wheel torque Tf* or the rear wheel torque Tr*, the more segments are lit.

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 segments determined by the driving force deriving unit 32 . The display control unit 31 outputs a signal for turning off the segment when the brake pedal is being operated.

The shift determination unit 33 determines the engagement 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 in a fully engaged state, 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. do. If the wheel speed derived here and the wheel speeds V1 to V4 based on the detection signal from the wheel speed sensor 63 deviate by a specified speed or more, it is determined that the clutch 92 is not completely engaged. do. Depending on the determination result, shift determination unit 33 sets the restriction flag to ON or OFF. Details of the restriction flag will be described later.

3 and 4, the flow of processing for setting the display amount in each of the display units 21 to 24 will be described.
FIG. 3 shows a processing routine executed by the control device 30. As shown in FIG. 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 section 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. When 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 ON 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 section 31 to output a turn-off request. The display control unit 31 outputs to the display 11 a signal for turning off all the segments in the display units 21 to 24 . As a result, all the segments in the display units 21-24 are turned off. After outputting the light-off request, the control device 30 terminates 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 section 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 section 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 section 32 to set the amount of display in each of the display sections 21-24. That is, the driving force derivation unit 32 determines the number of segments to be lit 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 section 31 to determine whether or not the restriction flag is ON. The restriction flag is turned on or off by a processing routine shown in FIG. 4, which will be described later. If 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 section 31 to limit the amount of display. For example, if the number of lighting segments determined in step S104 exceeds a specified threshold, the display control unit 31 reduces the number of lighting segments to the threshold. As the specified threshold value, a value derived in advance by experiments or the like may be used, or a value that varies based on the engine speed NE, engine torque, or the like may be used. After the number of lighting segments is decreased, the control device 30 shifts the process to step S107.

In step S107, the control device 30 causes the display control section 31 to output a lighting request. The display control unit 31 outputs to the display 11 a signal for lighting the limited number of segments in step S106. 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 terminates this processing routine.

On the other hand, if 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 to the display 11 a signal for lighting the number of segments determined in step S104. As a result, the segments in the display units 21 to 24 are lit based on the lighting number determined according to the front wheel torque Tf* and the rear wheel torque Tr* derived by the driving force deriving unit 32. FIG. After outputting the lighting request, the control device 30 terminates this processing routine.

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

In step S201, if the clutch 92 is engaged (S201: YES), the shift determination unit 33 proceeds to step S202. In step S202, shift determination unit 33 turns off the restriction flag. After that, the shift determination unit 33 terminates this processing routine.

On the other hand, if the clutch 92 is not in the engaged state in step S201 (S201: NO), the shift determination unit 33 proceeds to step S203.
In step S203, the shift determination unit 33 determines whether or not the shift stage of the manual transmission 93 is the low speed stage. For example, the shift determination unit 33 determines that the shift stage is the low speed stage when the gear stage has the largest gear ratio among the plurality of gear stages. Alternatively, it can be determined that the gear is the low gear when the gear is the gear with the largest gear ratio or when the gear is one step smaller than the gear. If it is not the low speed stage (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 terminates this processing routine.

On the other hand, in step S203, if it is the low speed stage (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 speed determination value NEth. The rotation speed determination value NEth is a value that allows determination that the vehicle 90 has just started if the engine rotation speed NE is equal to or lower than the rotation speed determination value NEth. A value derived by experiments or the like is set in advance as the rotational speed determination value NEth.

If the engine speed NE is greater than the speed determination value NEth (S204: NO), the shift determination unit 33 proceeds to step S202. That is, the shift determination unit 33 turns off the restriction flag, and then terminates this processing routine.

On the other hand, if the engine speed NE is equal to or lower than the engine speed determination value NEth (S204: YES), the shift determination unit 33 proceeds to step S205. In step S205, shift determination unit 33 turns on the restriction flag. After that, the shift determination unit 33 terminates 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 lighting number of the segments in each of the display units 21 to 24 is determined using the engine torque, the gear ratio of the manual transmission 93, and the like. is determined by the driving force derivation unit 32 based on the total driving force Ta and the rear wheel driving force Tr derived by the above (S102-S104).

On the other hand, when the clutch 92 is not in the engaged state (S201: NO), the gear position is low speed (S203: YES), and the engine speed NE is equal to or lower than the speed determination value NEth (S204: YES), the number of lighting segments in each of the display units 21 to 24 is limited (S106). As a result, the lighting number of the segments becomes smaller than the lighting number determined by the driving force deriving section 32 . That is, when the clutch 92 is not completely engaged, the display amount in the display units 21 to 24 is decreased from the display amount determined by the driving force deriving unit 32.

Effects of the present embodiment will be described.
(1) When the clutch 92 is in a half-engaged state or when the clutch is in a disengaged state, the lighting number of the segments in each of the display units 21 to 24 is greater than the lighting number determined by the driving force deriving unit 32. reduced. That is, when the transmission of the driving force from the internal combustion engine 91 is suppressed or interrupted when changing the gear stage of the manual transmission 93, the lighting number of the segments is decreased. As a result, even if the driving force transmitted to the drive wheels 71-74 is reduced when the clutch 92 is in a half-engaged state or when the clutch 92 is in a disengaged state, the actual driving power of each of the drive wheels 71-74 is reduced. It is possible to reduce the difference between the wheel torque or driving force and the display amount of the display units 21-24. That is, during shifting of the vehicle 90 equipped with the manual transmission 93, it is possible to prevent the amount of display on the display units 21 to 24 from becoming larger than the actual drive wheel torque or driving force, thereby making it difficult for the driver to feel uncomfortable.

(2) When the accelerator pedal is depressed to start the vehicle 90 from a stopped state, there is a delay between the increase in the engine torque and the transmission of the driving force to the drive wheels 71-74. At this time, if the lighting number of the segments of the display units 21 to 24 increases based on the engine torque, the driver may feel uncomfortable.

In this regard, in the driving force display device 10, the number of lighting segments 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 is started from a 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 the driver is less likely to feel discomfort.

(3) In a vehicle equipped with a manual transmission, as control for suppressing engine stall, there is control to increase the opening of the throttle valve to increase the engine torque when the engine speed NE falls below a specified value. may be implemented. If the number of lighting segments of the display units 21 to 24 increases based on the engine torque while such control is being performed, the driver may feel uncomfortable.

In this respect, according to the driving force display device 10, when the engine speed NE is equal to or lower than the engine speed determination value NEth, the lighting number of the segments is decreased unless the clutch 92 is engaged. As a result, even if control is started to increase the engine torque when the engine speed NE decreases, it is possible to prevent the driver from feeling uncomfortable.

(4) Since the engagement state of the clutch 92 is determined based on the engine speed NE, the wheel speeds V1 to V4, etc., a separate sensor for detecting the state of the clutch 92 need not be provided.
This embodiment can be implemented with the following modifications. This embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.

- In the above-described embodiment, in the process of step S106 in FIG. 3, when the number of segments lit exceeds a specified threshold, the number of segments lit is reduced to the threshold. Alternatively, regardless of the number of lit segments, the number of lit segments may be reduced by subtracting a prescribed number from the number of lit segments determined in step S104.

- 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 steps S203 and S204 may be omitted. That is, the restriction flag may be turned off when the clutch 92 is in the engaged state, and turned on when the clutch 92 is not in the engaged state.

The control for suppressing the engine stall exemplified in the above embodiment, that is, the control for increasing the opening of the throttle valve to increase the engine torque when the engine speed NE falls below a specified value, Even if the clutch 92 is in the engaged state, it may be performed when the vehicle 90 has just started. Therefore, when the control for suppressing engine stall is likely to be performed, that is, when the gear stage of the manual transmission 93 is low and the engine speed NE is small, the lighting number of the segments is reduced regardless of the state of the clutch 92. If it is decreased, it is possible to suppress the number of lighting segments from increasing due to an increase in engine torque that does not reflect the driver's operation. As a result, in addition to obtaining the same effects as in the above-described embodiment, it becomes easier to further reduce the sense of discomfort that the driver may feel when the control for suppressing engine stall is being performed. This configuration can be realized by executing a second processing routine in which step S201 is omitted from the processing routine shown in FIG. 4 in addition to the processing routine shown in FIG. In this case, the second 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 a detection signal from a sensor for detecting the stroke amount of the clutch pedal that operates the clutch 92, for example.

- In the above-described embodiment, a set of five segments, such as the first segment 21S in the first display section 21, constitutes the display section. The number of segments forming one set may be four or less, or may be six or more.

In the above embodiment, the magnitude of the driving force distributed to the drive wheels 71-74 is displayed according to the number of lighting segments of the respective display units 21-24. The magnitude of the driving force may be indicated by a meter that changes steplessly, or may be indicated by a numerical value. That is, the amount of display on the display unit is not limited to the number of lighting segments.

- In the above embodiment, the lighting number of the segments in the first display section 21 and the second display section 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 lighting segments 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. may be used to determine the number of lighting segments in the second display section 22 . That is, the number of segments to be lit may be determined for each of the left and right drive wheels. Similarly, the number of segments to be lit in the third display section 23 and the fourth display section 24 may be determined on the left and right sides, respectively.

In the above-described embodiment, the driving force deriving section 32 derives the front wheel torque Tf* and the rear wheel torque Tr* for display, and determines the lighting number of the segments 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 derivation unit 32 . For example, control device 30 may receive front wheel torque Tf* and rear wheel torque Tr* derived by another control device to determine the number of lighting segments. Further, the control device 30 may receive the lighting number of segments 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 amount of display on each of the display units 21 to 24 is determined. Alternatively, the driving force derivation unit 32 may determine each display amount based on the magnitude of the rotational torque in each of the drive wheels 71-74. That is, each of the display units 21 to 24 may be configured to display either the magnitude of the driving force transmitted to the driving wheels 71 to 74 or the magnitude of the driving torque of the driving wheels 71 to 74. .

- In the above embodiment, the display 11 is provided with the display units 21 to 24 corresponding to the drive wheels 71 to 74, respectively. The control device 30 is not limited to the display section that displays the magnitude of the drive force or the magnitude of the drive torque for each drive wheel, and the control device 30 can be used to display the sum of the magnitudes of the drive force or the sum of the magnitudes of the drive 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 drive wheels can be changed as appropriate.

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

Claims (2)

Applied to a vehicle having an internal combustion engine, a manual transmission having a plurality of shift stages , and a clutch disposed between the internal combustion engine and the manual transmission,
a display unit for displaying the magnitude of drive wheel torque or the magnitude of driving force distributed to the drive wheels of the vehicle;
Using the driving 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 greater the driving wheel torque or the driving force, the more and a control device that increases the amount of display,
When one or more gear stages including the gear stage having the largest gear ratio among the plurality of gear stages are set to low gears,
The control device is
When the engagement state of the clutch is a state in which the clutch is not completely engaged and the speed stage is the low speed stage, the display amount is set to the display amount corresponding to the driving wheel torque or the driving force. less than
When the engagement state of the clutch is not completely engaged and the speed stage is not the low speed stage, the display amount is decreased from the display amount corresponding to the driving wheel torque or the driving force. don't let
Driving force indicator. A vehicle having an internal combustion engine, a manual transmission, and a clutch disposed between the internal combustion engine and the manual transmission,
a display unit for displaying the magnitude of drive wheel torque or the magnitude of driving force distributed to the drive wheels of the vehicle;
Using the driving 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 greater the driving wheel torque or the driving force, the more and a control device that increases the amount of display,
The control device is
When the engagement state of the clutch is not completely engaged and the rotation speed of the internal combustion engine is equal to or lower than a predetermined rotation speed determination value, the display amount is changed from the drive wheel torque or reduce the display amount corresponding to the driving force,
When the engagement state of the clutch is not completely engaged and the rotational speed of the internal combustion engine is greater than the rotational speed determination value, the display amount corresponds to the driving wheel torque or the driving force. Do not decrease the displayed amount
Driving force indicator.

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