JPS5929520A - Shift indicator of vehicle with manual transmission - Google Patents

Abstract

PURPOSE:To reduce rotation speed to nearly minimum value to hold the stable power performance and the fuel consumption improving effect, by a method wherein threshold values of the engine rotation speed to decide shift up are changed in the gear positions. CONSTITUTION:In a threshold setting device 12, threshold voltage values VS1- VS4 corresponding to gear positions of first to fourth speeds are set at dividing voltage by resistance R5, R6-R11, R12. Outputs of threshold voltage values VS1-VS4 are connected through gear switches 10(a)-10(d) closed at shift positions of first to fourth speeds of the shift lever to constitute a gear position sensor 10 to minus input terminal of an operation amplifier A3 of a comparator 4 commonly. If gear changing ratio 1/gamma at shift up state from one gear position to next gear position is determined and minimum rotation speed Nmin is determined from whole performance curves of the engine, threshold values NS1-NS4 of the engine rotation speed at the gear position to require the shift up are obtained by formula.

Description

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

Conventionally, as this type of shift indicator, there is one shown in FIG. 1, for example.

In the m1 diagram, 1 is a throttle opening sensor for detecting the 9 load conditions of the engine, 2 is an engine rotational speed sensor for detecting the engine rotational speed, and the opening 0 detected by throttle opening sensor 1 is a comparator. 3, and the comparator 3 is set with an upper limit opening 0 and a lower limit θL indicating the range of throttle opening in which the required 1liJ force performance can be obtained, and the throttle opening sensor f1 is input to the comparator 3. The opening degree is within the range between the lower limit opening degree θL and the upper limit opening degree θn, that is, θ, ≦
When θ≦θII, comparator 3 produces an II level output.

on the other hand.

Engine rotation speed Sen! )2 output is input to the comparator 4, and the comparator 4 has an economical operation = J function: 1 Upper limit of carrot rotation speed Ns % For example, N8 = 200 O
rpm is set as the dark value, and when the engine speed N is equal to or higher than the threshold value N3, that is, N≧N8, the comparator 4 produces an It 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≦θII and the engine speed N is NaN3, the AND gate 5 generates a 1 level output and outputs a shift-up indicator. 6 and notifies the driver of the upshift using a lamp, buzzer, etc.

The second objective is to improve fuel efficiency with such a shift indicator.
To explain this using the engine total performance curve shown in Figure 2, first, from the engine total performance curve shown in Figure 2, the throttle opening range θL ~ which enables economical operation without impairing power performance.
For example, θR is set to 10% to 40%, and the upper limit of economical operation, engine rotational speed Ns, is set to Ns = 2000 r.
pm, the range shown by diagonal lines in FIG. 2 is the driving range that enables economical driving.

Therefore, hypothetically υ, the power ζ required for the vehicle to run is dilOp.
s is υ, and the engine rotational speed N at this time is N1=
2000 rprn, the operating condition is point A on the equal power curve 10 p8 shown in the second factor, and the fuel consumption at point A is about 350 Cg/ps- from the equal fuel efficiency curve shown by the dashed line. h].

The operating condition at this point A is [J notch opening θ1 is θL≦0, ≦θI■, and engine rotation j and vehicle degree N
1 also satisfies N1≧NF3, so the comparator 3.4 in the diagram ε151 generates a ■ level output, and the shift up indicator 6 displays shift) up.Therefore,
If the driver performs a shift-up operation according to this shift-up display, the engine rotation speed after the shift amplifier will drop to N2 due to the change in gear ratio when the shift-up is performed, and the power will remain the same! The operating state where Opg is obtained shifts to point B on the "equal power curve" 2. At point B after this upshift: j6 fuel consumption is 300 [g/pB-h] By shifting according to the down/up instructions, economical driving is achieved without compromising power performance. be able to.

By the way, in such a conventional shift indicator, since the shift-up command Z and the engine rotational speed threshold N8 are set to predetermined constant values regardless of the gear position used, it is possible to change from each gear position to the next gear. Because the gear ratio change rate when shifting up to a high-speed gear position differs depending on the gear position, the same 45. The engine rotational speed after upshifting, which is necessary to drive the vehicle at the same speed and output, differs for each gear.

On the other hand, one aspect of engine performance is the minimum rotational speed Nm1n at which the engine can output stably.As long as the engine does not fall below this minimum rotational speed Nm1n, stable power performance can be obtained and the effect of improving fuel efficiency can be achieved. In order to increase the rotational speed, it is desirable to set the operating state close to this minimum rotational speed Nm1n.

However, in the conventional shift indicator, even if the gear ratio change rate differs for each gear position, the shift-up is determined so that the engine rotation speed after the shift does not fall below the minimum rotation speed Nm1n. Since the engine rotational speed threshold Ns is set constant, there are gear positions where the engine rotational speed after upshifting greatly exceeds the minimum rotational speed Nm1n, and the engine rotational speed after upshifting becomes higher than necessary υ However, there was a problem in that the fuel efficiency improvement due to upshifting could not be fully utilized.

The present invention has been made in consideration of the conventional points j and jfi, and reduces fuel consumption by suppressing the shaft speed at around the minimum rotational speed at which stable power performance can be maintained during the engine rotation after 7 shifts. The purpose is to further enhance the improvement effect of Z), and in order to realize this purpose, the engine rotational speed darkness that determines the shift up so that the engine rotational speed after the shift amplifier becomes the minimum speed of the engine. The value is changed for each gear position.

Hereinafter, the present invention will be explained based on the drawings.

The third factor is a block diagram of the basic +14 components of the present invention.

First, let me explain the configuration: 1. ltJnistJttlerl
11 degree sensor p1 button reading: Ichiyo and constant γti
In combination with a pressure source (1ζ is formed. 2 is: J' - engine rotational speed IW - heat exchanger, for example, an F-V converter is used to convert the ignition pulse number 61 of the ignition coil into voltage. .

3 is a comparator into which the detected opening θ of the throttle opening sensor 1 is input, and the lower limit θL and upper limit θH of the throttle opening are set to enable economical operation. , when the detected opening θ of the throttle opening sensor 1 satisfies θL≦θ≦011, a 1c H level output is generated.

4 is a comparator into which the rotation speed N detected by the engine rotation speed sensor 2 is input, and the threshold value N11 that determines the upper limit of the engine rotation speed that enables economical driving is determined by the threshold value setting device 12, which will be explained later. When the rotation speed N detected by the engine rotation speed sensor 9-2 is greater than or equal to the threshold value N8, that is, when N≧N11, an H level output is generated. 5 is an AND gate into which the outputs of comparators 3 and 4 are input, and the II level output of comparator 3.4, that is, the throttle opening θ is in the range θL to θH, and the engine rotation speed N is equal to the threshold N8. In the above case, an H level output is generated. Reference numeral 6 denotes a shift-up indicator which is activated by the H level output of the AND gate 5 and instructs the driver to shift up using a lamp or a buzzer.

FIG. 4 is a circuit block diagram showing an embodiment of the present invention showing a specific circuit configuration of the main parts of the present invention in the basic configuration of FIG. 3.

First, a comparator for determining the throttle opening θ detected by throttle opening sensor 1: 3 tJl, Me pairings A and J A form a so-called window comparator. tl:
The reference voltage "On" corresponding to the system "1 torque opening" two limits θ, 1 is set by the divided voltage of JLE resistor R,, R2,
When the detection voltage Vθ of the throttle opening sensor is base ・(−voltage Vθ)IJ/J, −[, the amplifier A generates a II level output. Also, the negative input terminal of the operational amplifier A2 is connected to a resistor R8, It.

) minute IE voltage sets the predetermined voltage v0L corresponding to the throttle opening limit value OL.
When above, operational amplifier A2 produces a 1■ level output.Mebe amplifier A1. Each output of A2 is input to ant gate 7, and the output ij of AND gate 7: AND gate 5
The input is connected to one side of the .

On the other hand, the detection voltage VN of the engine rotation speed 7-2
The comparator 4 that determines the difference is composed of an operational amplifier 88, which connects the output of the engine speed sensor 2 to the positive input terminal of the operational amplifier Aa, and connects the threshold value setter 1 to the negative input terminal of the operational amplifier Aa.
The threshold value vNs based on 2 is input as h (quasi-voltage), and the detection voltage ■ of the engine rotation speed 7 - 2 is the reference voltage VN.
When it exceeds L3, a II level output is generated.

Next, to explain the configuration of the dark value setter 12, the threshold value setter 1
2 has a threshold voltage V6 corresponding to each gear position of 1st to 4th gears.
．． ~ V84 is connected to the negative input terminal of the operational amplifier A8 of the Jt comparator 4 through the gear switch 1.0a to 10d, which closes at the 1st shift position of each of the 1st to 4th gears of the 7 levers that constitute the resistors R5 and R6. Commonly connected.

Here, the threshold voltage Vs1 to V set by the threshold setting device 12
, 4 are determined as follows.

First, gear latch g1 in the gear position before upshifting
, the gear ratio at the gear position after upshifting is gi-1
-1, from gear position of gear ratio g+ to gear ratio gi+t
Gear ratio change rate when shifting up to gear position <-L
) is given as γ ”/=gi+1/gi.

In contrast to this above-mentioned gear ratio change rate, in the upshift of the present invention, the engine rotational speed after the upshift is the minimum rotational speed N min at which the engine can stably output the engine rotational speed.
Since N8 is set to a constant value, the following relational expression is established between N8 and the engine rotational speed N8 before the upshift to maintain the same vehicle speed. Here, since the gear ratios g1 to g of the 1st to 5th speeds in a manual transmission are predetermined,
The gear ratio change rate when shifting from 2nd to 3rd gear, 3rd to 4th gear, and 4th to 5th gear are determined in advance.

In this way, the gear ratio change rate when shifting up from each gear position to the next gear position is determined, and from the engine/engine overall performance curve shown in Figure 2, the minimum output that the engine can stably output is determined. Once the rotational speed Nm1n is determined, the above-mentioned (
1) In the formula, the minimum rotation speed Nn1i. .

By substituting each part of the gear ratio change rate (-!-), the values of the engine rotational speed thresholds NS1 to NS at each gear position requiring pγ upshifting can be obtained.

Specific examples of the gear ratio change rate at each gear position and the threshold value N8 for setting the engine rotational speed after upshifting to the minimum engine rotational speed Nm1n are shown in Table 1 below.

Note that Table 1 also shows the engine speed Nu after a conventional example of upshifting when the engine speed threshold N8 that requires upshifting is set to a constant value of NS = 214 Orpm. .

Therefore, the threshold value setter 12 in FIG.
n = 1200 rpm and threshold rotational speed for Z),
That is, 214 Orpm in 1st gear, 18 in 2nd gear.
20 rpm, 1710 rpm in 3rd gear, and 1600 rpm in 4th gear. Dark value voltages VB8 to V84 corresponding to thresholds of 111 degrees of engine rotation are set as the divided voltages of the resistors.

Next, the present invention will be explained in detail.

First, when the manual transmission is shifted to 1st speed, the gear switch 10a of the gear position sensor 10 is closed, and the threshold voltage V8 in the threshold value setter 12 is applied to the negative input terminal of the comparator 4. +'! This threshold voltage vs8 is set as a voltage, for example, Nsl=214 in Table-1
Corresponding to 0 rpm, the engine rotation speed is 214
When Orpm is reached, the comparator 4 produces an output of 1 level, and at this time, the throttle opening θ becomes θ1 to θ11 in the comparator 3.
The AND gate 5 generates a level I (level output) on the condition that it is within the range of , and instructs the driver to shift up by operating the shift-up indicator 6.

If you shift up from 1st gear to 2nd gear according to this shift-up display, the same power curve will appear as is clear from the graph shown in Figure 5, which shows the equal power curve in the overall engine performance curve. -The engine speed after shifting up to maintain the same vehicle speed and output is the rotational speed when shifting up from 1st gear to 2nd gear Nm1n = 1200 rp
Falling into tn.

On the other hand, at the same time as the shift up to 2nd gear, the gear switch lob of the gear position sensor 10 closes, and the threshold value setter 12 for the comparator 4 sets the engine speed threshold N82 = 1820 rpn+ in Table 1 above. The corresponding threshold voltage VIlr! is set.

Therefore, in the state of upshifting to 2nd gear, the detected voltage VN of the engine rotation speed sensor 2 is the threshold voltage V8! When the shift-up is reached, the comparator 4 generates an H level output, and the shift-up indicator 6 instructs the driver to shift up.

When the driver shifts up to 3rd gear in accordance with this upshift instruction, the engine speed after the upshift similarly drops to the minimum rotational speed Nm1n=121) Orpm.

Below, when shifting up from 3rd gear to 4th gear and from 4th gear to 5th gear, the gear position is 1. Komijida threshold type 1. TiV,
,, Tv84 is set in the comparator 4, and when the engine speed reaches the threshold value set according to the gear position 2), a /ft-up display is performed, and the engine speed after shifting up is the minimum rotation speed Nmi, 1= It starts to drop to 120 Orpm.

Figure 6 is a tights-bouillard that shows the change in engine speed over time when shifting from 1st gear to 5th gear according to the driver's instructions. 1yj non-toy/dedicated case is shown.

As is clear from this time bouquet, when shifting up from 1st to 5th gear, the upshift according to the present invention achieves the lowest engine rotational speed Nm1n = 1200
The operating state is suppressed to a low rotational speed on the rpm side, and a significant cost reduction effect is achieved compared to the conventional example.

In this way, the shift indicator in this embodiment changes the engine speed after shifting to the minimum engine speed Nm1n according to the gear ratio change rate when shifting up from each gear position to the next high-speed gear position. Different engine rotational speed thresholds are set for gear positions ij and 2, so by shifting based on the shift up display on the shift indicator, the engine rotational speed will be set to the lowest rotational speed that is most effective in improving fuel efficiency. This allows the engine speed to be close to that of the previous engine speed, thereby significantly increasing the effect of improving fuel efficiency compared to the conventional device which fixed the threshold value of the engine speed for determining an upshift.

Although the above-mentioned embodiment takes as an example an arithmetic control circuit using an operational amplifier or the like, the present invention is not limited thereto, and it is clear that it can also be realized by program control of a microcomputer or the like. Further, instead of using a gear switch, the gear position sensor may detect the gear position by calculating a gear ratio by dividing the detected values of the vehicle speed and the engine rotational speed. Further = the original of the L book! In the example, the throttle opening sensor is used as a means for detecting the engine load state, but it is also possible to use a sensor that detects the intake amount [E sensor] or an accelerator pedal operating tool.

Of course, the invention is not limited to single Kif solin engines;
The present invention can also be applied to vehicles equipped with a diesel engine, which provides an overall engine performance curve chart with a similar tendency to that of a gasoline engine.

As explained above, according to this paper, the engine speed after upshifting is determined by the engine's minimum rotational progress (
The threshold value of the engine rotational speed for determining upshifting is determined from the gear ratio change rate due to upshifting, and is based on the detection of each gear position. Since the threshold value of the engine rotation speed determined for each gear is changed, the shift-up display is performed so that the engine rotation speed after the shift-up is the minimum rotation speed at which the engine can stably output. As a result, the engine speed after upshifting can be suppressed to around the minimum rotational speed of an engine with high fuel efficiency, resulting in the effect that the effect of improving fuel efficiency by upshifting can be greatly increased.

[Brief explanation of drawings]

Figure 1 is a block diagram showing a conventional example, Figure 2 is an engine overall performance curve diagram showing fuel efficiency improvement due to upshifts,
Figure 3 is a block diagram showing the basic configuration of Kinoe IJJ0).
Fig. 4 is a circuit block diagram showing the specific +11 configuration of the main part of the present invention, Fig. 5 is a graph showing the operating state during upshift according to the present invention on an equal power curve, and Fig. 6 is the main part of the present invention. FIG. 3 is a diagram illustrating a shift-up pattern according to the invention in comparison with a conventional example. 1... Throttle opening sensor 2... Engine rotation speed sensor 3.4... Comparator 5.7...
AND gate 6...shift up indicator 1o...
Gear position sensor 12...Threshold value setter 10a~
10d... Gear switch diagram 2 Ns 2 N1

Claims (1)

[Scope of Claims] Load condition determination means that outputs an output when the detected value of the engine load sensor is within a predetermined range, and engine rotation determination that outputs when the detected value of the engine rotation speed sensor is equal to or higher than a preset value. means, and dark value setting for detecting the gear position in the shifted state, selecting a predetermined engine rotation speed threshold for each gear position according to the detected gear position, and setting it as the threshold of the engine rotation determination means. a command means for commanding a shift up when outputs from both the load state determining means and the engine rotation determining means are obtained; and a display means for displaying a shift up based on the command output of the command means. A shift indicator for a vehicle with a manual transmission characterized by: