JPS5929519A - Shift indicator of vehicle with manual transmission - Google Patents

Abstract

PURPOSE:To improve the fuel consumption of a vehicle easily, by a method wherein indication of shift up state in lower speed gear side is delayed and therefore the indication follows the shift up operation. CONSTITUTION:If a manual transmission is set to first gear speed and acceleration is performed, engine rotation speed N1 in this state is detected by a differentiator 10 and threshold value NS1 is set to a comparator 4 by operation in a threshold setting device 12. When detecting speed N in a rotation speed sensor 2 attains the threshold value NS1, the comparator 4 produces H-level output. Provided that throttle opening theta satisfies thetaL<=theta<=thetaH in a comparator 3, AND gate 5 produces H-level output and a shift-up indicator 6 acts to indicate the shift-up state to a driver. Similar operation is further performed and threshold values NS1-NS4 are operated on the basis of detected acceleration every shift up, and then set in sequence. Every time of attaining the threshold value, shift up is indicated.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a shift indicator for a vehicle with a manual transmission that informs a driver of gear shift information for economical driving with low fuel consumption while maintaining power performance.

Conventionally, this type of shift indicator.

For example, there is one shown in FIG.

In Fig. 1, 1 is a throttle opening sensor for detecting the load condition of the engine, 2 is an engine rotational speed sensor for detecting the engine rotational speed, and the opening θ detected by throttle opening sensor 1 is compared. input to device 3,
The comparator 3 is set with an upper limit opening θH and a lower limit opening θL that indicate the range of throttle opening in which the required power performance can be obtained, and the opening detected by the throttle opening sensor 1 is set to the lower limit opening θL. and within the range of the upper limit opening degree θH, -f', that is, θL≦θ
When ≦θH, comparator 3 produces an H level output.

On the other hand, the output of the engine rotation speed sensor 2 is input to a comparator 4, and the comparator 4 is set with an upper limit Ns of engine rotation speed that enables economical operation, for example, N S = 200 Orpm, and the engine rotation speed N is greater than the threshold NS, that is, when N≧NS, the comparator 4 produces a FiH level output.

Each output of the comparators 3 and 4 is input to the AND gate 5, and when the throttle opening θ is θL≦θ≦θH and the engine speed N is N2H4, the AND gate 5 generates an H level output and instructs a shift up. 7, and a display is made using a lamp and a buzzer to notify the driver of the lift-up.

The second objective is to improve fuel efficiency with such a shift indicator.
To explain the engine total performance curve diagram in Figure 2, first, from the engine total performance curve diagram in Figure 2, the throttle opening range that enables economical operation without impairing the view of dynamics is determined as θL =
The comparator 3 in Fig. 1 is set as 101 to θH = 40, and the engine rotational speed NS, which is the upper limit for economical operation, is set to N.
The comparator 4 is set as S=200Orpm.

Suppose that the power required to drive the vehicle is 10 ps, and the engine rotation speed N, at this time, is N, = 2000 r.
pm, the engine is in the operating state shown at point A in FIG. 2, and the fuel consumption at point A is about 350 Cg/ps·h from the constant fuel consumption rate curve shown by the dashed line.

In the operating state at this point A, the throttle opening θ is θ
L≦θ, ≦θH, and the engine rotation speed N is also N
, ≧NS, the comparator 3 in FIG.
4 produces an H level output, and the shift-up indicator 6 displays a shift-up. Therefore, if the driver performs a shift-up operation according to this shift-up display, 1, the engine rotation speed after the shift-up is N! from the change rate of the gear ratio when shifting up! The operating state in which the same power of 10 ps is obtained shifts to point B on the equal power curve. The fuel consumption at point B after this upshift drops to 300 (,9/psll).

Economical driving can be achieved without compromising power performance by shifting according to upshift instructions.

Incidentally, the pattern when the gear is shifted up sequentially from, for example, 1st speed to 5th speed according to the display of the shift indicator is as shown in the time chart of FIG. 3, for example. In this shift pattern, the engine rotation speed is a threshold value NS for commanding upshifting, for example, Ns=20.
The time it takes to reach 0 rpm is much shorter on the low speed gear side.

Therefore, when upshifting when accelerating.

In the conventional shift indicator, a shift-up instruction for a low-speed gear is given in a short time.For example, when a shift-up is performed from 1st gear to 2nd gear in accordance with a shift-up instruction, a shift-up to 3rd gear is immediately instructed.

The driver's shift-up operation cannot follow the shift-up instructions given in such a short period of time, and as a result, the shift-up instruction is not followed, and the shift indicator's function, which is used to improve fuel efficiency, is not fully utilized. There was fear.

The present invention has been developed in consideration of these conventional problems, and an object of the present invention is to easily improve fuel efficiency by issuing a shift-up instruction that can be followed by a shift-up operation. In order to achieve this, the engine rotational acceleration is detected, and the threshold value for determining the engine rotational speed at which a shift-up is commanded is increased at a predetermined rate according to the engine rotational acceleration, thereby delaying the shift-up command for low-speed gears. This is what I did.

The present invention will be explained below based on the drawings.

FIG. 4 is a block diagram showing the basic configuration of the present invention.

First, the configuration will be explained. Reference numeral 1 is a throttle opening sensor, which is a combination of a potentiometer and a constant voltage source.

2 is an engine rotation speed sensor, and 1 is used, for example, an F--converter that converts an ignition pulse signal from an ignition coil into a voltage.

31-j is a comparator into which the detected opening θ of the throttle opening sensor 1 is input, and it sets the lower limit θL and upper limit θH of the throttle opening that enables economical operation, and the throttle opening θ detected by the throttle opening sensor 1 is set. When the detected opening degree θ is within the range of θL to θH, the comparator 3 produces an H level output. Further, 4 is a comparator into which the detected speed N of the engine rotation speed sensor 2 is input, and a threshold value NS of the engine rotation speed that requires an upshift by the threshold value setting device 12, which will be explained later, is set. , when the detected speed N of the engine rotational speed sensor 2 becomes equal to or higher than the threshold value NS, the comparator 4 generates an H level output. The outputs of the comparators 3 and 4 are input to the AND gate 5, and the AND gate 5 determines that when the comparators 3 and 4 are producing a 1 (level output), that is, the throttle opening is θL≦θ≦θH.
and when the engine rotational speed satisfies the condition N≧NS, a 1 (level output) is generated as a shift-up command.

Reference numeral 6 denotes a shift-up indicator which is activated by a shift command from the AND gate 5 and instructs the driver to shift up, and instructs the driver to shift up using a lamp or a buzzer.

Such a configuration is the same as that of a conventional indicator, but in the present invention, in addition to this, a differentiator 10 that differentiates the detected speed N of the engine rotation speed sensor 2 to detect the degree of engine rotation acceleration; A value setter 12 is provided which calculates and sets a threshold value Ns of the engine rotational speed for the comparator 4 based on the detected rotational acceleration.

The threshold 1 [N s (1) calculation by the threshold value setter J2 is obtained by adding a value obtained by multiplying the detected rotational acceleration by a fixedly determined threshold value NO.

That is, [threshold value in the filter 1111 setting device 12] NS is determined by fi 7E where N5=NO+kN.

Here, is determined by an arbitrarily determined constant of proportionality.

FIG. 5 shows the comparators 3, 4 and the differentiator 10 in the basic configuration of FIG. and a specific circuit 4°R for the threshold value setter 12.
1 is a circuit block diagram representing an unconventional embodiment of the present invention.

In FIG. 5, comparator 3 is operational amplifier A.

A so-called wind converter is configured using A.

A standard voltage V corresponding to the upper limit θH of the throttle opening determined by the divided voltage of the resistors R and IR2 is set at the positive input terminal of the operational amplifier A, and the detection voltage Vθ of the throttle opening θH degree sensor 1 is set as the reference voltage. An H level output is generated when the tonic pressure is below VθH. Also, operational amplifier A.

The negative human power ° terminal of resistors R, , R4 has a partial voltage t((
A reference voltage Vθ1 corresponding to the lower limit value θL of the throttle opening determined by the pressure is set, and the throttle opening sensor 1
When the detected voltage Vθ is higher than the reference voltage OL, the operational amplifier A2 generates an H level output.

The outputs of the operational amplifiers A, , A, are given to an AND gate 7, and the output of the AND gate 7 is input to one side of the AND gate 5.

Next, the comparator 4 is a ramp generator using an operational amplifier A, and the detected voltage VN of the engine speed sensor is inputted to the positive input terminal via the resistor R, and the level voltage is input to the negative input terminal by the resistor R8. The operational amplifier A3 generates an H level output when the detected voltage VN of the engine speed sensor 2 becomes equal to or higher than the reference voltage of the threshold value setter 12.

On the other hand, the differentiator 10 is composed of a differentiating circuit using an operational amplifier A4 and an inverter using an operational amplifier A8, and converts the detected voltage VN of the engine speed sensor 2 into a resistor R? Connected to the negative input terminal of the operational amplifier A4 through a differential circuit consisting of a P capacitor C, the output of the operational amplifier A4 has a detection voltage VNO) increase rate, -j & that is, a negative acceleration detection voltage proportional to the engine rotational acceleration. -vkM is output.

This acceleration detection voltage is inverted by an operational amplifier A and input to the threshold value setter 12 as a positive voltage. Threshold 1
'A? The acceleration □□□ detection voltage vky:zz from the differentiator 10 is applied to the negative input terminal of the operational amplifier A6 via the resistor RI3, and the resistors R, , R, ,
A locally determined threshold determined by the partial voltage electrons (a constant voltage VNo with respect to the direct NO is applied via the resistor R24, producing an operational amplifier A, H addition output car (VNO + vkM),
Is this addition output operational amplifier A? (VNo+
VkN) is applied to the comparator 4 as a reference voltage.

Next, the present invention will be explained in detail.

First, assume that the gear ratio and gear ratio change rate due to upshifting are determined as shown in Table 1 below for a manual transmission using the shift indicator of the present invention.

Table 1 Once the gear ratio and gear ratio change rate of the manual transmission have been determined as described above, the fixed engine rotational speed threshold No. used in the calculation of the threshold value setter 12 is determined as a primary step.

The determination of this fixed threshold value No. is based on the fact that the engine rotation speed Nu when shifting up from 1st gear to 2nd gear, where the gear ratio change rate is the maximum in Table 1 above, is such that the engine is stable. Minimum rotational speed 1'J m i
Set so that it does not fall below n. That is, for upshifting while maintaining the same vehicle speed and output, there is a difference between the engine rotational speed NO before the upshift and the engine rotational speed NLI after the upshift.

Since there is a relationship, an example is the minimum rotational speed of the engine Nm
in=110Orpm (!: Then, threshold setter 1
2 Set the fixed threshold value No. ff-f in 4 as No=20'
If it is OOrpm, then the engine rotation speed Nu after shifting up from 1st to 2nd gear is N u = 1125 when the gear ratio change rate is the largest due to upshifting from 1st to 2nd gear.
rpm, and the minimum rotational speed N min = 11
The condition of 0Orpm or more is satisfied.

Next, suppose that the proportionality constant k used in the calculation of the threshold value NS in the threshold value setter 12 is set to, for example, k = 0.9.

The calculation formula N5=No+kN=2000+0.9N is determined. Engine rotational acceleration N based on the calculation formula of this threshold value NS
The relationship between the threshold value NS and the threshold value NS is given as shown in the graph of FIG.

Incidentally, the engine rotational acceleration N(r])m/S)H, for example, 1
N at speed, = 600. N at 2nd speed, = 400, N at 3rd speed
5=200, given as N4=100 in 4th gear.

If the vehicle is started with the formula for the determined threshold value Ns set in the threshold value setter 12, and the shift operation is performed from 1st gear to 5th gear according to the upshift instruction on the shift indicator, the solid line in FIG. The shift pattern shown is obtained.

That is, when the manual transmission is put into 1st gear and acceleration is performed, the engine rotational acceleration N;=, 600 rpm/
s is detected by the differentiator 10, and the threshold value NS is calculated by the threshold value setter 12, so that 9Ns1=2540rl)m is set in the comparator 4 as a threshold value.

Therefore, the detected speed N of the engine rotation speed sensor 2 is the threshold value N
When S1 is reached, the comparator 4 generates an H level output, and on the condition that the throttle opening θ in the comparator 3 satisfies θL≦θ≦θH, the AND gate 5 generates an H level output and shifts up. The indicator 6 operates to instruct the driver to shift up. When a shift up to 2nd gear is performed in accordance with this shift up instruction, the engine rotation speed will decrease according to the gear ratio change rate from 1st gear to 2nd gear, and the engine rotation speed will decrease depending on the gear ratio change rate from 1st gear to 2nd gear. The acceleration, Nt, is detected by the differentiator 10, and the threshold value Ns in the threshold value setter 12 is detected.
,=236 Or pm are calculated and set in the comparator 4.

Thereafter, the threshold values NS, , NS4 are set in the same manner for each upshift, and the engine rotational speed N is set to the threshold values Ns, , Ns.

An instruction to shift up is given each time the time is reached.

In this way, the threshold value Ns of the engine rotational speed for commanding upshifting increases at a rate of P9 in accordance with the engine rotational acceleration, so that the constant threshold value NS shown by the broken line in FIG.
For example, compared to a case where a shift up is commanded at Ns = 200 rpm, according to the shift indicator of the present invention, the threshold value for commanding a shift up is higher for low speed gears where rotational acceleration is large, Compared to the shift pattern, the shift-up instruction according to the shift pattern of the present invention shown by the solid line has a sufficiently longer time interval for issuing the shift-up instruction at low speeds, and the shift-up operation can be performed even when the rotational acceleration of the engine is high. The shift-up display is displayed so that it can be fully followed. In the above embodiment, an arithmetic control circuit using an operational amplifier was used as an example, but the shift-up display using the shift indicator of the present invention can also be performed by program control of a microcomputer or the like.

Complete real-time processing is not possible because the differential value of the engine speed detection signal, that is, the one-rotation acceleration, used for shift-up display under program control of the microcomputer is input to the microcomputer at regular sampling intervals. However, by making the sampling period sufficiently short, it becomes data from one period before the sampling period.

Essentially the same shift-up display as in the analog processing in the above embodiment is possible.

Further, in the above embodiment, a throttle opening sensor may be used as a means for detecting the load state of the engine, and a sensor for detecting the amount may be used.

Further, the present invention can be applied not only to gasoline engines, but also to diesel engines, which can obtain an engine overall performance curve diagram having a tendency similar to that of gasoline engines.

As described above, according to the present invention, a threshold value that increases at a predetermined rate according to engine rotational acceleration is calculated and set as a threshold value for determining the engine rotational speed at which an upshift is commanded. The time interval between shift-up instructions on the low-speed gear side when the engine rotational acceleration is high can be made longer so that the shift-up operation can follow the shift-up instruction, and the time interval between shift-up instructions on the low-speed gear side can be increased. By being too short, it reliably prevents the shift-up operation from being unable to follow,
By making it easier to perform a shift-up operation in accordance with a shift-up instruction, the utility value of the shift indicator is increased, and economical driving with a high degree of improvement in fuel efficiency can be easily achieved.

In addition, the increase in the threshold value according to the engine rotational acceleration is close to the conventional threshold value that the city is satisfied with on the high gear side, so the degree of fuel efficiency improvement is low in the low gear 1ilil (both in the high gear On the other hand, it is possible to obtain the same fuel efficiency improvement effect as before, and the overall effect of fuel efficiency improvement is sufficient.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing a conventional example, Figure 2 is an engine overall performance curve diagram showing the effect of improving fuel efficiency by shifting up, and Figure 3 is a time chart showing an example of a shift pattern using a conventional shift indicator. 4 is a block diagram showing the basic configuration of the present invention, FIG. 5 is a circuit block diagram showing an embodiment of the present invention specifically showing the main parts of the present invention, and FIG. 6 is a block diagram showing the basic configuration of the present invention. 7 is a graph showing the relationship between the threshold value for determining the engine rotational speed and the rotational acceleration according to the present invention, and FIG. 7 is a time chart showing a shift pattern according to the upshift instruction of the present invention in comparison with a conventional example. be. 1... Throttle opening sensor 2... Engine speed sensor 3.4... Comparator 5, 7... AND gate 6... Shift up indicator] 0... Differentiator 12.
...Threshold value setter A, ~A, ...Operational amplifier patent applicant Nissan Motor Co., Ltd. Figure 2

Claims (1)

[Scope of Claims] A load state determining means that outputs an output when a detected value of an engine load sensor is within a predetermined range. An engine rotation determination means that outputs an output when the detected speed of the engine rotation speed sensor is equal to or higher than a set threshold; and an acceleration detection means that detects the engine rotation acceleration by comparing the detected speed of the engine rotation speed sensor. Threshold value setting means for calculating a threshold value that increases at a predetermined rate in accordance with the acceleration detected by the acceleration detection means, and setting the calculated threshold value as a threshold value for the engine rotation determination means. command means for instructing an upshift when outputs from both the load determining means and the engine rotation determining means are obtained; 1. A shift indicator for a vehicle with a manual transmission, comprising display means for displaying a shift up based on a command output from the command means.