Engine RPM Display

Abstract

To provide a prime mover rotation frequency display device which is capable of expressing fixed sense of fast shift response and transmission rate.SOLUTION: A meter display control part is configured so as to calculate meter display rotation frequency at least on the basis of engine rotation frequency when operating at normal state and calculates the meter display rotation frequency at least on the basis of shift indication rotation frequency when operating at kick-down state and up-shift state. In the kick-down state and the up-shift state, when engine rotation frequency is lower than the shift target rotation frequency of the engine, it performs the upper limit control which deals with the shift target rotation frequency as the meter display rotation frequency if it is expected that the meter display rotation frequency is higher than the shift target rotation frequency. On the other hand, when the engine rotation frequency is higher than the shift target rotation frequency, it performs the lower limit control which deals with the shift target rotation frequency as the meter display rotation frequency if it is expected that the meter display rotation frequency is lower than the shift target rotation frequency.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a motor revolution speed display device, and more particularly to a motor revolution speed display device mounted on a vehicle equipped with an automatic transmission. [Background technology]

[0002] Conventionally, a tachometer for displaying engine speed has been provided at the driver's seat of a vehicle so that the driver can recognize the engine speed. An engine speed display device usually controls the display of the engine speed to be displayed on the tachometer in response to an actual engine speed signal output from an engine speed sensor.

[0003] In this type of engine speed display device, the behavior of the engine speed displayed on the tachometer lags behind the actual rotation behavior due to delays in the calculation process of the engine speed based on input signals from the engine speed sensor, etc., and responsiveness when displaying the calculated engine speed. Such delays in behavior are not particularly problematic during normal driving, but for example, during gear changes with large changes in the engine speed, it becomes difficult to make the displayed engine speed sufficiently follow the changes in the acceleration / deceleration sensation and engine sound felt by the driver, etc., which may cause a sense of discomfort. In response to this, Patent Document 1 describes a method of calculating the meter speed that differs depending on the phase of gear changes in the automatic transmission.

[0004] Furthermore, a continuously variable transmission is known as an automatic transmission. Although a continuously variable transmission is capable of smooth and easy gear changes, it is not capable of quick gear changes or of fixing the gear ratio like a stepped transmission. However, in recent years, a gear change control that simulates a stepped gear change while using a continuously variable transmission has been developed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 5005586 Summary of the Invention [Problem to be solved by the invention]

[0006] In such an automatic transmission, it is desirable to use an engine revolution speed indicator to make the driver feel that the gear shift response is quicker and that the gear ratio is fixed.

[0007] The present invention provides a motor rotation speed indicator capable of expressing quick gear change response and a sense of fixed gear ratio. [Means for solving the problem]

[0008] The present invention relates to A prime mover RPM display device to be mounted on a vehicle having an automatic transmission in a power transmission system from a prime mover to drive wheels, A prime mover rotation speed acquisition unit that acquires a rotation speed of the prime mover; a shift target rotation speed calculation unit that calculates a shift target rotation speed of the prime mover based on at least one piece of information of a speed of the vehicle, a state of the automatic transmission, a rotation speed of the prime mover, and an accelerator pedal opening degree; a shift instruction rotation speed calculation unit that calculates a shift instruction rotation speed of the prime mover based on a shift target rotation speed of the prime mover; A meter display control unit that calculates a meter display RPM corresponding to the meter display, The meter display control unit is When the automatic transmission is operating in a predetermined state, the meter display speed is calculated based on at least the speed of the prime mover, When the automatic transmission is operated in another predetermined state, the meter display speed is calculated based on at least the shift instruction speed, and When the rotation speed of the prime mover is lower than the shift target rotation speed, in a case where the meter display rotation speed based on the shift instruction rotation speed is expected to be higher than the shift target rotation speed, an upper limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; When the rotation speed of the prime mover is higher than the shift target rotation speed, if the meter display rotation speed based on the shift instruction rotation speed is expected to be lower than the shift target rotation speed, a lower limit control is performed to set the shift target rotation speed to the meter display rotation speed. death, The other predetermined state is: a kick-down state in which a downshift is performed when the accelerator pedal is depressed to a predetermined opening degree or more and at a predetermined speed or more; a post-kickdown acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the kickdown state, The upper limit control is performed in the kick down state, The upper limit control is not performed during the post-kickdown acceleration state. The present invention also provides a method for producing a semiconductor device comprising the steps of: A prime mover RPM display device to be mounted on a vehicle having an automatic transmission in a power transmission system from a prime mover to drive wheels, A prime mover rotation speed acquisition unit that acquires a rotation speed of the prime mover; a shift target rotation speed calculation unit that calculates a shift target rotation speed of the prime mover based on at least one piece of information of a speed of the vehicle, a state of the automatic transmission, a rotation speed of the prime mover, and an accelerator pedal opening degree; a shift instruction rotation speed calculation unit that calculates a shift instruction rotation speed of the prime mover based on a shift target rotation speed of the prime mover; A meter display control unit that calculates a meter display RPM corresponding to the meter display, The meter display control unit When the automatic transmission is operating in a predetermined state, the meter display speed is calculated based on at least the speed of the prime mover, When the automatic transmission is operated in another predetermined state, the meter display speed is calculated based on at least the shift instruction speed, and When the rotation speed of the prime mover is lower than the shift target rotation speed, in a case where the meter display rotation speed based on the shift instruction rotation speed is expected to be higher than the shift target rotation speed, an upper limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; when the rotation speed of the prime mover is higher than the shift target rotation speed, and it is expected that the meter display rotation speed based on the shift instruction rotation speed will be lower than the shift target rotation speed, a lower limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; The other predetermined state is: an upshift state in which an upshift is performed when the accelerator pedal is opened to a predetermined position or more and the rotation speed of the prime mover reaches a predetermined rotation speed or more; a post-upshift acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the upshift state, performing the lower limit control in the upshift state; The lower limit control is not performed during acceleration after the upshift. Effect of the Invention

[0009] According to the present invention, it is possible to realize a fast gear change response and a fixed feel of the gear ratio. [Brief description of the drawings]

[0010] [Figure 1] 1 is a block diagram of a vehicle 1 including an engine revolution speed display device 50 according to an embodiment of the present invention. [Diagram 2] 4 is a timing chart showing when the CVT 30 transitions from a normal state to a kick-down state. [Diagram 3] 4 is a timing chart showing when the CVT 30 transitions from a normal state to an upshift state. [Figure 4] 4 is a timing chart showing when CVT 30 goes from a normal state to a kickdown state, passes through an acceleration state after kickdown, and then returns to the normal state. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an engine revolution speed display device as a prime mover revolution speed display device according to one embodiment of the present invention and an example of a vehicle equipped with this engine revolution speed display device will be described with reference to the accompanying drawings.

[0012] FIG. 1 is a block diagram of a vehicle 1 including an engine revolution speed display device 50. The vehicle 1 includes, as main components, an engine 10, a torque converter 40, a CVT 30, and drive wheels 20. In other words, the vehicle 1 is a vehicle that includes the torque converter 40 and the CVT 30 in a power transmission system from the engine 10 to the drive wheels 20.

[0013] The engine 10 is an example of a prime mover, and is a drive source of the vehicle 1. An engine speed sensor 11 that detects the number of revolutions is provided in the engine 10. The engine speed sensor 11 is, for example, a crank angle sensor, and outputs a signal to an engine speed acquisition unit 51 described later.

[0014] The torque converter 40 generates a torque amplification effect by the rotation difference (slip) between the input side and the output side. The CVT 30 is an example of an automatic transmission (AT) and is a power transmission mechanism that continuously changes the gear ratio. The CVT 30 may be a belt-type continuously variable transmission that combines a belt and two variable diameter pulleys (drive pulley, driven pulley) to change the speed steplessly, a toroidal-type continuously variable transmission that combines multiple rollers (power rollers) and two disks (input disk, output disk) to change the speed steplessly, or another type of continuously variable transmission.

[0015] CVT 30 realizes a normal state, a paddle shift up state, a paddle shift down state, a kick down state, an acceleration state after kick down, an upshift state, an acceleration state after upshift, etc. according to the driving situation.

[0016] The normal state is a state in which there is no sudden operation of the accelerator pedal or paddle operation while the vehicle is running. The paddle upshift state and the paddle downshift state are states in which gear changes are performed in response to the driver's operation of a paddle located near the steering wheel. The kick down state is a state in which the system is activated to downshift when the accelerator pedal is depressed to a predetermined opening or more and at a predetermined speed or more, and the post-kick down acceleration state is a state in which the system is activated when the accelerator pedal is continued to be depressed after the kick down state, and the rotation speed increases at a constant rate.

[0017] The upshift state is a state in which the system is activated when the accelerator pedal is fully depressed and the upper limit revolution during driving is reached, and the post-upshift acceleration state is a state in which the system is activated when the accelerator pedal is continued to be depressed after the upshift state, and the revolution increases at a constant rate. These paddle shift up state, paddle shift down state, kick down state, and upshift state are shift controls that are performed to have fixed gears even though the transmission is a continuously variable transmission, in other words, shift controls that simulate stepped shifts, and are shifts that are intended to provide a fast response. On the other hand, the post-kick down acceleration state and the post-upshift acceleration state are shifts that are intended to provide a sense of a fixed gear ratio, since the actual revolution speed (engine revolution speed) of the engine 10 is prone to fluctuate (fluctuation).

[0018] The vehicle 1 also includes an engine revolution speed display device 50 and a tachometer 60 that displays the meter-displayed revolution speed output from the engine revolution speed display device 50. The tachometer 60 is disposed, for example, on an instrument panel on the dashboard of the driver's seat together with other instruments. The tachometer 60 may be a pointer-type tachometer or a digital-type tachometer.

[0019] The engine speed display device 50 includes an engine speed acquisition unit 51 that receives a signal from the engine speed sensor 11 and acquires the engine speed, which is the actual speed of the engine 10, a drive control unit 52 that controls the engine 10 and the CVT 30, and a meter display control unit 53 that calculates the meter display speed associated with the meter display.

[0020] The engine speed acquisition unit 51 receives a signal from the engine speed sensor 11 and calculates the engine speed (actual speed).

[0021] The drive control unit 52 includes a shift target rotation speed calculation unit 54 that calculates a shift target rotation speed of the engine 10, and a shift instruction rotation speed calculation unit 55 that calculates a shift instruction rotation speed of the engine 10. In addition to drive information of the power transmission system, mode information, shift position information, shift up information, and shift down information are input to the drive control unit 52. The mode information is set, for example, by a button operation by the driver, and includes normal mode, sports mode, eco mode, comfort mode, snow mode, etc. The shift position information is the position of the shift lever, and includes D range, S range, L range, etc. The shift up information is a shift up request signal by a paddle operation, and the shift down information is a shift down request signal by a paddle operation.

[0022] The shift target revolution speed calculation unit 54 calculates the shift target revolution speed of the engine 10 based on at least one or more pieces of information including the vehicle speed, the state of the CVT 30, the engine revolution speed, and the accelerator pedal opening. The shift target revolution speed may be calculated from at least one or more pieces of information described above, or may be obtained from a map associated with at least one or more pieces of information described above.

[0023] The shift instruction rotation speed calculation unit 55 calculates the shift instruction rotation speed based on the shift target rotation speed of the engine 10. For example, the shift instruction rotation speed calculation unit 55 calculates the shift instruction rotation speed by increasing or decreasing a rotation change amount calculated based on the shift target rotation speed to the previous shift instruction rotation speed. The engine 10 is controlled so that the engine rotation speed follows the shift instruction rotation speed. Therefore, as shown in Figs. 2 and 3, the shift instruction rotation speed is located between the engine rotation speed and the shift target rotation speed at the initial stage of the shift operation.

[0024] When the CVT 30 is in a normal state, the meter display control unit 53 calculates a meter display speed based on the engine speed (actual speed). When the CVT 30 is in a normal state, the meter display control unit 53 transmits, for example, the engine speed to the tachometer 60 as the meter display speed.

[0025] On the other hand, when CVT 30 is not in a normal state, that is, when CVT 30 is in the above-mentioned paddle shift up state, paddle shift down state, kick down state, post-kick down acceleration state, upshift state, post-upshift acceleration state, etc., meter display control unit 53 calculates the meter display speed based on the shift command speed received from shift command speed calculation unit 55. More preferably, meter display control unit 53 calculates the meter display speed based on the shift command speed, the shift coefficient, the mode coefficient, and the torque converter coefficient.

[0026] For example, the meter display control unit 53 calculates the meter display RPM based on the following formula (1).

[0027] Meter RPM = Gear shift indication RPM x Gear shift coefficient x Mode coefficient / Torque converter coefficient (1)

[0028] The shift coefficient is a coefficient that is set in advance according to the shift state (paddle shift up state, paddle shift down state, kick down state, post-kick down acceleration state, upshift state, post-upshift acceleration state).

[0029] The mode coefficient is a coefficient that is preset according to the mode information and the shift position information, for example, A1 for the D range in the normal mode, A2 for the S range in the normal mode, A3 for the L range in the normal mode, B1 for the D range in the sports mode, B2 for the S range in the sports mode, B3 for the L range in the sports mode, etc.

[0030] The torque converter coefficient is a coefficient that is set in advance according to the slip ratio of the torque converter 40.

[0031] FIG. 2 is a timing chart showing when the CVT 30 transitions from the normal state to the kick-down state.

[0032] When the accelerator pedal is depressed to a predetermined opening or more and at a predetermined speed or more, the CVT 30 transitions from the normal state to the kick-down state. In the kick-down state, the shift target rotation speed increases, and accordingly the shift instruction rotation speed also gradually increases. The engine 10 is controlled so that the engine rotation speed becomes the shift instruction rotation speed, so that the engine rotation speed follows the shift instruction rotation speed with a delay. At this time, a meter display switching request is input to the meter display control unit 53. The meter display control unit 53 changes the meter display rotation speed from the state in which the engine rotation speed was set as the meter display rotation speed to the value calculated by the formula (1) based on the shift instruction rotation speed. In this way, in the kick-down state, by setting the value calculated based on the shift instruction rotation speed as the meter display rotation speed, it is possible to produce an apparently quick shift response.

[0033] Furthermore, as the shift processing progresses, there occurs a time when the meter RPM based on the shift instruction RPM calculated by formula (1) becomes higher than the shift target RPM. When the meter RPM based on the shift instruction RPM becomes higher than the shift target RPM, the deviation from the engine RPM becomes too large. Therefore, when the meter RPM based on the shift instruction RPM is expected to become higher than the shift target RPM, the meter display control unit 53 executes upper limit control to set the shift target RPM to the meter RPM. This makes it possible to prevent the meter RPM from deviating significantly from the engine RPM. Furthermore, it is possible to prevent fluctuations in the engine RPM from being displayed as they are in the latter stages of the shift, and to create a sense of a fixed gear ratio.

[0034] FIG. 3 is a timing chart when the CVT 30 transitions from the normal state to the upshift state.

[0035] When the accelerator pedal is depressed to a predetermined opening degree or more (for example, fully open) and reaches the upper limit rotation during driving, the CVT 30 transitions from the normal state to the upshift state. In the upshift state, the shift target rotation speed decreases, and accordingly the shift instruction rotation speed also gradually decreases. Since the engine 10 is controlled so that the engine rotation speed becomes the shift instruction rotation speed, the engine rotation speed follows the shift instruction rotation speed with a delay. At this time, a meter display switching request is input to the meter display control unit 53. The meter display control unit 53 changes the engine rotation speed from the state in which the engine rotation speed was set as the meter display rotation speed to the value calculated by the formula (1) based on the shift instruction rotation speed. In this way, even in the upshift state, by setting the value calculated based on the shift instruction rotation speed as the meter display rotation speed, it is possible to produce an apparently quick shift response.

[0036] Furthermore, as the shift processing progresses, there occurs a time when the meter display RPM based on the shift instruction RPM calculated by formula (1) becomes lower than the shift target RPM. When the meter display RPM based on the shift instruction RPM becomes lower than the shift target RPM, the deviation from the engine RPM becomes too large. Therefore, when the meter display RPM based on the shift instruction RPM is expected to become lower than the shift target RPM, the meter display control unit 53 executes lower limit control to set the shift target RPM to the meter display RPM. This makes it possible to prevent the meter display RPM from deviating significantly from the engine RPM. Furthermore, it is possible to prevent fluctuations in the engine RPM from being displayed as they are in the latter stages of the shift, and to create a sense of a fixed gear ratio.

[0037] FIG. 4 is a timing chart showing when CVT 30 goes from a normal state to a kickdown state, passes through an acceleration state after kickdown, and then returns to the normal state.

[0038] The meter display in the normal state and the meter display in the kickdown state are as described with reference to Fig. 2. If the accelerator pedal is continued to be depressed after the kickdown state, CVT 30 enters a post-kickdown acceleration state in which the rotation speed increases at a constant rate. In this state, similar to the kickdown state, the meter display speed is set to a value calculated by formula (1) based on the shift instruction speed. However, unlike the kickdown state, even if the meter display speed based on the shift instruction speed is expected to be higher than the shift target speed, upper limit control is not executed to set the shift target speed to the meter display speed.

[0039] That is, as shown in Fig. 4, when the accelerator pedal opening is slightly decreased during acceleration after kickdown, the gear shift target RPM decreases accordingly, becoming smaller than the meter RPM based on the gear shift instruction RPM. If upper limit control is being performed at this time, the meter RPM decreases with the decrease in gear shift target RPM even though the engine RPM does not decrease that much, causing the driver to feel uncomfortable. Therefore, by performing upper limit control during kickdown and not performing upper limit control during acceleration after kickdown, it is possible to prevent the problem of the meter RPM decreasing even though the engine RPM does not decrease when the accelerator opening is decreased.

[0040] When CVT 30 returns to the normal state due to the accelerator being released during acceleration after kickdown, the meter display switching request ends, and meter display control unit 53 sets the engine rotation speed as the meter display rotation speed.

[0041] Although not shown in the figure, the lower limit control is performed during an upshift, but is not performed during acceleration after the upshift. This prevents a problem in which the meter display RPM decreases without a decrease in engine RPM when the accelerator pedal is reduced.

[0042] Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such examples. It is clear that a person skilled in the art can come up with various modified or revised examples within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Furthermore, the components in the above-mentioned embodiments may be arbitrarily combined within the scope of the invention.

[0043] This specification describes at least the following items. Note that, in parentheses, components corresponding to those in the above-mentioned embodiment are shown, but the present invention is not limited to these.

[0044] (1) A prime mover RPM display device (engine RPM display device 50) mounted on a vehicle (vehicle 1) equipped with an automatic transmission (CVT 30) in a power transmission system from a prime mover (engine 10) to drive wheels (drive wheels 20), A prime mover rotation speed acquisition unit (engine rotation speed acquisition unit 51) that acquires the rotation speed of the prime mover (engine rotation speed); a shift target rotation speed calculation unit (shift target rotation speed calculation unit 54) that calculates a shift target rotation speed of the prime mover based on at least one piece of information of the speed of the vehicle, the state of the automatic transmission, the rotation speed of the prime mover, and the opening degree of an accelerator pedal; a shift instruction rotation speed calculation unit (shift instruction rotation speed calculation unit 55) that calculates a shift instruction rotation speed of the prime mover based on the shift target rotation speed of the prime mover; A meter display control unit (meter display control unit 53) that calculates a meter display RPM corresponding to the meter display, The meter display control unit When the automatic transmission is operating in a predetermined state (normal state), the meter display speed is calculated based on at least the speed of the prime mover, When the automatic transmission is operating in another predetermined state (e.g., kick-down state, upshift state, etc.), the meter display speed is calculated based on at least the shift instruction speed, and When the rotation speed of the prime mover is lower than the shift target rotation speed, in a case where the meter display rotation speed based on the shift instruction rotation speed is expected to be higher than the shift target rotation speed, an upper limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; a prime mover rotation speed display device that, when the prime mover rotation speed is higher than the shift target rotation speed, performs lower limit control to set the shift target rotation speed to the meter display rotation speed when it is expected that the meter display rotation speed based on the shift instruction rotation speed will be lower than the shift target rotation speed.

[0045] According to (1), by displaying a meter RPM different from the RPM of the prime mover on the meter display in other predetermined states, a quick gear shift response can be achieved. Also, by controlling the upper limit and the lower limit, the meter RPM can be prevented from deviating significantly from the RPM of the prime mover. Furthermore, it is possible to prevent fluctuations in the RPM of the prime mover from being displayed as is in the latter stages of the gear shift, and it is possible to create a sense of a fixed gear ratio.

[0046] (2) The motor rotation speed display device according to (1), The other predetermined state is: a kick-down state in which a downshift is performed when the accelerator pedal is at a predetermined opening degree or more and the vehicle is at a predetermined speed or more; a post-kickdown acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the kickdown state, The upper limit control is performed in the kick down state, A prime mover rotation speed display device that does not perform the upper limit control during acceleration after the kickdown.

[0047] According to (2), by preventing the meter RPM from deviating significantly from the engine RPM during kickdown, while not performing upper limit control during acceleration after kickdown, it is possible to prevent a problem in which the meter RPM decreases when the throttle opening is reduced even though the engine RPM does not decrease.

[0048] (3) The engine rotation speed display device according to (1), The other predetermined state is: an upshift state in which an upshift is performed when the accelerator pedal is opened to a predetermined position or more and the rotation speed of the prime mover reaches a predetermined rotation speed or more; a post-upshift acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the upshift state, performing the lower limit control in the upshift state; The engine rotation speed display device does not perform the lower limit control during acceleration after the upshift.

[0049] According to (3), by preventing the meter RPM from deviating significantly from the engine RPM during an upshift, while not performing lower limit control during acceleration after an upshift, it is possible to prevent the problem of the meter RPM decreasing even though the engine RPM does not decrease when the accelerator is released.

[0050] (4) A motor rotation speed display device according to any one of (1) to (3), The automatic transmission is a continuously variable transmission, The other predetermined state includes a state in which the engine is controlled to have a plurality of virtual fixed gear stages.

[0051] According to (4), a simulated stepped speed change like a stepped speed change can be realized even though the transmission is a continuously variable transmission. Also, in the simulated stepped speed change control of the continuously variable transmission, a quick gear change response and a feeling of a fixed gear ratio can be produced. [Explanation of symbols]

[0052] 1 vehicle 10 Engine (prime mover) 20 Drive wheels 30 CVT (automatic transmission) 50 Engine RPM Display Device (Motor RPM Display Device) 51 Engine speed acquisition unit (motor speed acquisition unit) 53 Meter display control unit 54 Gear shift target revolution speed calculation unit 55 Gear shift instruction RPM calculation unit

Claims

1. A prime mover RPM display device to be mounted on a vehicle having an automatic transmission in a power transmission system from a prime mover to drive wheels, A prime mover rotation speed acquisition unit that acquires a rotation speed of the prime mover; a shift target rotation speed calculation unit that calculates a shift target rotation speed of the prime mover based on at least one piece of information of a speed of the vehicle, a state of the automatic transmission, a rotation speed of the prime mover, and an accelerator pedal opening degree; a shift instruction rotation speed calculation unit that calculates a shift instruction rotation speed of the prime mover based on a shift target rotation speed of the prime mover; A meter display control unit that calculates a meter display RPM corresponding to the meter display, The meter display control unit is When the automatic transmission is operating in a predetermined state, the meter display speed is calculated based on at least the speed of the prime mover, When the automatic transmission is operated in another predetermined state, the meter display speed is calculated based on at least the shift instruction speed, and When the rotation speed of the prime mover is lower than the shift target rotation speed, in a case where the meter display rotation speed based on the shift instruction rotation speed is expected to be higher than the shift target rotation speed, an upper limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; when the rotation speed of the prime mover is higher than the shift target rotation speed, and it is expected that the meter display rotation speed based on the shift instruction rotation speed will be lower than the shift target rotation speed, a lower limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; The other predetermined state is: a kick-down state in which a downshift is performed when the accelerator pedal is depressed to a predetermined opening degree or more and at a predetermined speed or more; a post-kickdown acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the kickdown state, The upper limit control is performed in the kick down state, The upper limit control is not performed during acceleration after the kickdown. Engine RPM display device.

2. A prime mover RPM display device to be mounted on a vehicle equipped with an automatic transmission in a power transmission system from a prime mover to drive wheels, A prime mover rotation speed acquisition unit that acquires a rotation speed of the prime mover; a shift target rotation speed calculation unit that calculates a shift target rotation speed of the prime mover based on at least one piece of information of a speed of the vehicle, a state of the automatic transmission, a rotation speed of the prime mover, and an accelerator pedal opening degree; a shift instruction rotation speed calculation unit that calculates a shift instruction rotation speed of the prime mover based on a shift target rotation speed of the prime mover; A meter display control unit that calculates a meter display RPM corresponding to the meter display, The meter display control unit When the automatic transmission is operating in a predetermined state, the meter display speed is calculated based on at least the speed of the prime mover, When the automatic transmission is operated in another predetermined state, the meter display speed is calculated based on at least the shift instruction speed, and When the rotation speed of the prime mover is lower than the shift target rotation speed, in a case where the meter display rotation speed based on the shift instruction rotation speed is expected to be higher than the shift target rotation speed, an upper limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; when the rotation speed of the prime mover is higher than the shift target rotation speed, and it is expected that the meter display rotation speed based on the shift instruction rotation speed will be lower than the shift target rotation speed, a lower limit control is performed so that the shift target rotation speed is set to the meter display rotation speed; The other predetermined state is: an upshift state in which an upshift is performed when the accelerator pedal is opened to a predetermined position or more and the rotation speed of the prime mover reaches a predetermined rotation speed or more; a post-upshift acceleration state in which the accelerator pedal is maintained at a predetermined opening degree or more after the upshift state, performing the lower limit control in the upshift state; The lower limit control is not performed during acceleration after the upshift. Engine RPM display device.

3. The engine rotation speed display device according to claim 1 or 2, The automatic transmission is a continuously variable transmission, The other predetermined state includes a state in which the engine is controlled to have a plurality of virtual fixed gear stages.

Images