Engine operating status display device

Abstract

To provide an engine operating state display device that can display an engine operating state following a driver's intention.SOLUTION: An engine operating state display device is configured to change display responsiveness of an operating state of an engine 12 (engine rotational speed Ne) according to a shift mode, thereby, for example, in the case of a shift mode that prioritizes shift responsiveness, such as a sports mode, the responsiveness of the display can be also increased so as to enable display of the operating state following a driver's intention to be achieved.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an engine operating condition display device. [Background technology]

[0002] There are known engine operating state display devices that detect the operating state of an engine and display it on a display device, such as the operating state display device described in Patent Document 1. Patent Document 1 describes that the responsiveness of the display is improved when shifting gears manually or by paddle shift operation, compared to when shifting gears automatically. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-242760 Summary of the Invention [Problem to be solved by the invention]

[0004] There are known vehicles that can be switched between multiple gear shift modes, such as a sports mode. In such vehicles, the gear shift characteristics of the transmission differ depending on the gear shift mode. However, the prior art has not disclosed any indication on the display device that corresponds to the differences in gear shift characteristics, and there is room for improvement in the display that corresponds to the driver's intentions.

[0005] The present invention has been made in light of the above circumstances, and its object is to provide an engine operating state display device that can display the engine operating state in accordance with the driver's intentions. [Means for solving the problem]

[0006] The gist of the present invention is to provide: (a) an engine; staged automatic a transmission, staged automatic The transmission changes gears according to the gear change mode selected by the driver. Time can be changed The present invention is applied to a vehicle configured as staged automatic The engine's speed during gear shifting Rotational speed a driving state detection unit that detects the Engine speed and a display control unit that displays the following in accordance with the shift mode: Engine speed Configured to change the display responsiveness of (c) the display control unit is configured to change the responsiveness of the display of the engine rotation speed to be higher as the shift time becomes shorter. It is characterized by the fact that [Effects of the Invention]

[0007] According to the present invention, the speed of the engine is controlled according to the speed change mode. Rotational speed Therefore, in a gear change mode that prioritizes gear change response, such as a sports mode, the display response can be improved, allowing the driver to change the display in accordance with their intentions. Engine speed It is possible to realize the display of the following. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram showing a simplified overall structure of a vehicle to which the present invention is applied; [Figure 2] 10 is a diagram showing the relationship between the change in engine rotation speed and the shift time during shifting for each shift range and shift mode. FIG. [Figure 3] FIG. 4 is a diagram showing the relationship of gains to each shift range and each shift mode. [Figure 4] FIG. 10 is a diagram showing the displayed engine speed relative to the engine speed during a shift transition period of an automatic transmission while the vehicle is running in M range. [Figure 5] 4 is a flowchart illustrating the control operation of the electronic control device. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. [Example]

[0010] 1 is a simplified diagram showing the overall structure of a vehicle 10 to which the present invention is applied. The vehicle 10 is equipped with a power transmission device 16 between an engine 12 as a power source and drive wheels 14. The power transmission device 16 is equipped with, in order from the engine 12 side toward the drive wheels 14, a torque converter 18 (T / C), an automatic transmission 20 (A / T), a differential device 22 (DIFF), and the like.

[0011] The engine 12 is composed of a known internal combustion engine. The torque converter 18 is a well-known fluid transmission that transmits power from the engine 12 to the drive wheels 14 via a fluid. The automatic transmission 20 is a stepped automatic transmission that includes one or more planetary gear sets and a plurality of hydraulic friction engagement devices (hereinafter referred to as engagement devices CB). The differential device 22 is a differential gear device that is configured to allow a difference in rotational speed between the left and right axles. Since the engine 12, torque converter 18, automatic transmission 20, and differential device 22 are all known technologies, their description will be omitted.

[0012] The vehicle 10 is equipped with an electronic control unit 40 that executes various controls including driving control of the vehicle 10. The electronic control unit 40 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing in accordance with programs stored in the ROM in advance while utilizing the temporary storage function of the RAM. The electronic control unit 40 is configured with multiple control units such as those for engine control and gear shift control, as necessary.

[0013] The electronic control device 40 receives various signals (for example, an engine rotation speed Ne of the engine 12, an input shaft rotation speed Ni which is the rotation speed of the input shaft of the automatic transmission 20, an output shaft rotation speed No which is the rotation speed of the output shaft of the automatic transmission 20, an accelerator pedal depression amount corresponding to the operation amount of the accelerator pedal 66 by the driver) based on detected values by various sensors provided in the vehicle 10 (for example, an engine rotation speed sensor 42, an input shaft rotation speed sensor 44, an output shaft rotation speed sensor 46, an accelerator pedal position sensor 50, a brake switch 52, a shift position sensor 54, a sport mode selection switch 56, an eco mode selection switch 58, a snow mode selection switch 60, an upshift switch 62, a downshift switch 64, etc.). The electronic control device 40 supplies the following signals to the electronic control unit 40: opening θacc, brake signal Bon indicating that the brake pedal 68 has been depressed by the driver, shift position Psh which is the operating position of the shift lever 72 of the shift operation device 70, signal Ssport indicating that the sport mode has been selected by the driver, signal Seco indicating that the eco mode has been selected by the driver, signal Ssnow indicating that the snow mode has been selected by the driver, upshift signal Sup indicating that the up paddle shift lever 76 provided on the steering wheel 74 has been operated, downshift signal Sdn indicating that the down paddle shift lever 78 provided on the steering wheel 74 has been operated, etc. The electronic control unit 40 constantly calculates the vehicle speed V based on the output shaft rotation speed No.

[0014] The electronic control unit 40 outputs various command signals (for example, an engine control command signal Se for controlling the engine 12, a shift control command signal Sat for controlling the automatic transmission 20, a display command signal Sindi for controlling the display 82, etc.) to each device (for example, an engine control unit 80, a display 82, etc.) provided in the vehicle 10. The electronic control unit 40 and the display 82 together constitute an engine operating state display device of the present invention.

[0015] The indication display 82 is configured to include a speedometer 82a, a tachometer 82b, etc., and when a display command signal Sindi related to the display of, for example, the vehicle speed V or the engine rotation speed Ne is output, the pointer of the speedometer 82a and the pointer of the tachometer 82b are driven in accordance with the display command signal Sindi. Note that the indication display 82 outputs not the actual vehicle speed V but a display vehicle speed Vindi for meter display, which is the actual vehicle speed V processed for display. Similarly, the indication display 82 outputs not the actual engine rotation speed Ne but a display engine rotation speed Neindi for meter display, which is the actual engine rotation speed Ne processed for display.

[0016] The electronic control device 40 functionally comprises an engine control unit 90 for controlling the engine, a shift control unit 92 for controlling the automatic transmission 20, an operating condition detection unit 94 for detecting the operating condition of the engine 12 while the automatic transmission 20 is shifting, and a display control unit 96 for displaying the detected results of the operating condition on the display 82.

[0017] The engine control unit 90 controls the engine control device 80 (electronic throttle valve, fuel injection device, ignition device, etc.) so that the engine output increases as the accelerator opening θacc, which corresponds to the required driving force, increases, thereby performing output control of the engine 12.

[0018] The shift control unit 92 mainly controls shifts in the automatic transmission 20. For example, it determines the gear to shift to by referring to the actual vehicle speed V and accelerator opening θacc from a preset shift map formed by the vehicle speed V and accelerator opening θacc, and executes shift control to that gear. During shift control, the shift control unit 92 executes a so-called clutch-to-clutch shift, in which an engagement device CB that is disengaged during the shift (hereinafter referred to as the release side engagement device CB1) is disengaged and an engagement device CB that is engaged during the shift (hereinafter referred to as the engagement side engagement device CB2) is engaged to transfer torque. At this time, the shift control unit 92 ensures shift responsiveness while reducing shock by controlling the release side engagement pressure PRcb1 of the release side engagement device CB1 during a shift transition and the engagement side engagement pressure PRcb2 of the engagement side engagement device CB2 during a shift transition to appropriate hydraulic pressures.

[0019] Furthermore, the shift control unit 92 can vary the disengagement engagement pressure PRcb1 (command pressure) of the disengagement engagement device CB1 and the engagement engagement pressure PRcb2 (command pressure) of the engagement engagement device CB2 during a shift transition depending on the shift range of the automatic transmission 20. The automatic transmission 20 has shift ranges in which shifts are performed while driving forward, including a forward shift range (hereinafter referred to as D range) in which shifts are automatically made depending on the driving state, a manual range (hereinafter referred to as M range) in which shifts are made depending on operation of the shift lever 72, and a paddle shift range (hereinafter referred to as D paddle range) in which shifts are made depending on operation of the up paddle shift levers 76 and the down paddle shift levers 78 on the steering wheel 74. The M range is also referred to as a sequential range (S range).

[0020] When performing a gear shift in the automatic transmission 20, the shift control unit 92 determines whether the current gear range is D range, and if not D range, whether it is M range. Note that if the gear range that allows forward travel is neither D range nor M range, it is determined to be D pad range.

[0021] The D range is a shift range selected during normal driving, in which the automatic transmission 20 automatically shifts gears according to the driving conditions of the vehicle 10. The M range (or S range) and the D pad range are shift ranges that are shifted according to the driver's shift operation. In the M range and the D pad range, shift response generally takes priority over shocks that occur during shifting. Therefore, the M range and the D pad range have a release-side engagement pressure PRcb1 (command pressure) and an engagement-side engagement pressure PRcb2 (command pressure) set during the shift transition period so that the shift time tshift, which takes from the time a shift command is output to the completion of the shift, is shorter than that of the D range. Furthermore, the release-side engagement pressure PRcb1 and the engagement-side engagement pressure PRcb2 during the shift transition period are set differently between the M range and the D pad range so that a difference occurs in the shift time tshift. For example, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition are set so that the shift time tshift is shorter in the M range than in the D pad range.

[0022] Furthermore, the vehicle 10 is configured to be switchable to a plurality of shift modes, including a normal mode, which is a typical shift mode, as well as a sport mode, and the shift time tshift is set to vary depending on the shift mode. For example, the vehicle 10 is configured to be switchable to the sport mode using a sport mode selection switch 56. The sport mode selection switch 56 is configured to select not only a first sport mode SPORT, but also a second sport mode SPORT+, which prioritizes driving performance even more than the first sport mode SPORT. In the first sport mode SPORT, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition are set so that the shift time tshift is shorter than in the normal mode NORMAL, in which the sport mode selection switch 56 is not selected. Furthermore, in the second sport mode SPORT+, the disengagement side engagement pressure PRcb1 and the engagement side engagement pressure PRcb2 during the shift transition are set so that the shift time tshift is even shorter than in the first sport mode SPORT. As a result, the shifting behavior of the automatic transmission 20 is switched depending on the shift mode.

[0023] Fig. 2 is a diagram showing the relationship between the change in engine speed Ne and the shift time tshift during shifting of the automatic transmission 20 according to the shift range and the shift mode. As an example, Fig. 2 shows the engine speed Ne(D_NOL) in normal mode (hereinafter "D_NORMAL" mode) in the D range indicated by a solid line, the engine speed Ne(DP_NOL) in normal mode (hereinafter "D_NORMAL" mode) in the D pad range indicated by a dashed line, and the engine speed Ne(DP_SP+) in a second sport mode (hereinafter "D_SPORT+" mode) in the D pad range indicated by a dashed-dotted line. Furthermore, the two-dot-dashed lines drawn to the left of the engine speed Ne in each mode correspond to the displayed engine speeds (Neindi(D_NOL), Neindi(DP_NOL), Neindi(DP_SP+)) corresponding to the respective engine speeds (Ne(D_NOL), Ne(DP_NOL), Ne(DP_SP+)).

[0024] Time t1 in FIG. 2 indicates the time when a gear shift command is output. Gear shift time tshift1 indicates the time required from the time of gear shift command (time t1) to the completion of gear shifting in "D_NORMAL" mode. Gear shift time tshift2 indicates the time required from the time of gear shift command (time t1) to the completion of gear shifting in "D PAD_NORMAL" mode. Gear shift time tshift3 indicates the time required from the time of gear shift command (time t1) to the completion of gear shifting in "D PAD_SPORT+" mode.

[0025] As shown in Figure 2, the shift time tshift1 in the "D_NORMAL" mode is the longest among these three modes. The shift time tshift2 in the "D_NORMAL" mode is shorter than the shift time tshift1 in the "D_NORMAL" mode. The shift time tshift3 in the "D_SPORT+" mode is the shortest among these three modes. In Figure 2, when comparing the shift ranges, for example, the D-pad range has a shorter shift time tshift than the D range. Also, when comparing the shift modes, for example, the second sport mode SPORT+ has a shorter shift time tshift than the normal mode NORMAL. In this way, by varying the shift time tshift depending on the shift range and shift mode, and shortening the shift time tshift for the shift range and shift mode in which the driver prioritizes responsiveness, shift responsiveness according to the shift range and shift mode can be achieved.

[0026] The operating condition detection unit 94 detects the engine rotation speed Ne as the operating condition of the engine 12 during gear shifting of the automatic transmission 20. The engine rotation speed Ne is detected by the engine rotation speed sensor 42 at any time.

[0027] The display control unit 96 outputs a display command signal Sindi that causes the tachometer 82b of the display 82 to display the engine rotation speed Ne, which is detected by the operating condition detection unit 94 as a detection result of the operating condition of the engine 12. For example, during a gear shift of the automatic transmission 20, the display control unit 96 performs a known gain process on the engine rotation speed Ne to convert the engine rotation speed Ne into a display engine rotation speed Neindi for meter display, and outputs a display command signal Sindi that causes the tachometer 82b to display the display engine rotation speed Neindi.

[0028] As described above, the responsiveness of the gear change varies depending on the gear range and the gear mode, and accordingly, it is desirable that the responsiveness of the display of the displayed engine speed Neindi relative to the engine speed Ne displayed on the tachometer 82b also be changed depending on the gear range and the gear mode. In response to this, the display control unit 96 has a function of changing the responsiveness of the displayed engine speed Neindi, which is the engine speed Ne displayed on the tachometer 82b, depending on the gear range and the gear mode. Specifically, the display control unit 96 changes the gain G used when gain processing the engine speed Ne depending on the gear range and the gear mode, thereby changing the responsiveness of the displayed engine speed Neindi relative to the engine speed Ne.

[0029] FIG. 3 is a diagram showing the relationship of gain G to each shift range and each shift mode. In FIG. 3, the shift ranges are divided into three: D range, D pad range, and M range (or S range). All of these ranges are forward driving ranges in which the automatic transmission 20 shifts gears while driving. Each range (D range, D pad range, M range) is further divided into three modes: normal mode NORMAL, first sport mode SPORT, and second sport mode SPORT+.

[0030] In the D range, the disengagement-side engagement pressure PRcb1 and the engagement-side engagement pressure PRcb2 during the shift transition are set to the same values regardless of the shift mode. In relation to this, in the D range, the shift response is the same regardless of the shift mode, so the gain A1 applied when calculating the displayed engine speed Neindi by performing gain processing on the engine speed Ne is the same value in any shift mode.

[0031] In the D pad range, the shift characteristics during the shift transition differ between the normal mode NOMAL, the first sport mode SPORT, and the second sport mode SPORT+ because the disengagement engagement pressure PRcb1 and the engagement engagement pressure PRcb2 during the shift transition differ. Specifically, the shift time tshift is set to be the shortest in the second sport mode SPORT+, the next shortest in the first sport mode SPORT, and the longest in the normal mode NOMAL.

[0032] Here, in consideration of the performance of the gear shift transition period, etc., it is desirable that the sport modes (first sport mode SPORT, second sport mode SPORT+) have a higher responsiveness of the displayed engine speed Neindi to the engine speed Ne than normal mode NORMAL. Furthermore, since the second sport mode SPORT+ is even more sport-oriented than the first sport mode SPORT, it is desirable that the second sport mode SPORT+ have a higher responsiveness of the displayed engine speed Neindi to the engine speed Ne than the first sport mode SPORT. Accordingly, the gain B3 of the second sport mode SPORT+ is set to a value higher than the gain B2 of the first sport mode SPORT and the gain B1 of the normal mode NORMAL, and the gain B2 of the first sport mode SPORT is set to a value higher than the gain B1 of the normal mode NORMAL.

[0033] As a result, the displayed engine speed Neindi in the second sport mode SPORT+ is more responsive to changes in the engine speed Ne than in the other two modes. As a result, the displayed engine speed Neindi displayed on the tachometer 82b during gear changes changes quickly, resulting in a meter display that meets the driver's intentions. Furthermore, the displayed engine speed Neindi in the first sport mode SPORT is also more responsive to changes in the engine speed Ne than in the normal mode NORMAL. As a result, similar to the second sport mode SPORT+, the displayed engine speed Neindi during gear changes changes quickly, resulting in a meter display that meets the driver's intentions.

[0034] In the M range, the shift characteristics during the shift transition differ because the disengagement engagement pressure PRcb1 and the engagement engagement pressure PRcb2 during the shift transition differ for each of the normal mode NORMAL, first sport mode SPORT, and second sport mode SPORT+. The specific shift characteristics for each shift mode are the same as those for the D pad range described above, so a description thereof will be omitted.

[0035] Furthermore, with regard to the gains G (C1, C2, C3) for each shift mode in the M range, the gain C3 for the second sport mode SPORT+ is set to a higher value than the gain C2 for the first sport mode SPORT and the gain C1 for the normal mode NORMAL, and the gain C2 for the first sport mode SPORT is set to a higher value than the gain C1 for the normal mode NORMAL. As a result, just like the D pad range, in the second sport mode SPORT+ and the first sport mode SPORT, the displayed engine speed Neindi changes quickly in response to changes in the engine speed Ne during a shift transition, thereby realizing a meter display that corresponds to the driver's intentions.

[0036] FIG. 4 shows the displayed engine speed Neindi relative to the engine speed Ne during a shift transition of the automatic transmission 20 while the vehicle is traveling in the M range. In FIG. 2, the gently changing solid line corresponds to the actual engine speed Ne, and the linearly changing solid line corresponds to the target engine speed Netgt during the shift transition. The target engine speed Netgt changes in a stepped manner to the post-shift target engine speed Netgt at time t1 when the shift command is output. The dashed line, dashed-dotted line, and dashed-two-dotted line represent the displayed engine speed Neindi for each mode. Specifically, the dashed line represents the displayed engine speed Neindi (NORMAL) in normal mode NORMAL, the dashed-dotted line represents the displayed engine speed Neindi (SPORT) in first sport mode SPORT, and the dashed-two-dotted line represents the displayed engine speed Neindi (SPORT+) in second sport mode SPORT+.

[0037] As shown in FIG. 4, the gain G is set to a higher value for more sporty modes (second sport mode SPORT+, first sport mode SPORT), and the gradient of change in the displayed engine speed Neindi becomes steeper for more sporty modes. As a result, the responsiveness of the meter display during a shift transition period increases for more sporty modes. In this way, the responsiveness of the displayed engine speed Neindi to the engine speed Ne during a shift transition period of the automatic transmission 20 changes depending on not only the shift range but also the shift mode, thereby realizing a meter display that does not cause the driver any discomfort.

[0038] 5 is a flowchart for explaining the control operation of the electronic control unit 40, and is a flowchart for explaining the control operation that can realize the meter display according to the driver's intention during gear shifting of the automatic transmission 20. This flowchart is repeatedly executed during gear shifting of the automatic transmission 20.

[0039] First, in step S10 (hereinafter, the term "step" will be omitted) corresponding to the control function of the shift control unit 92, it is determined whether the shift range is D range. If the determination in S10 is positive, in S70 corresponding to the control function of the display control unit 96, the displayed engine rotation speed Neindi in D range is calculated (meter display rotation speed calculation process), and thereafter a display command signal Sindi is output to output the calculated displayed engine rotation speed Neindi to the tachometer 82b. At this time, the gain G is set to the gain A1 (see FIG. 3) as a reference gain.

[0040] If the determination in S10 is negative, then in S20, which corresponds to the control function of the shift control unit 92, it is determined whether the shift range is M range. If the determination in S20 is positive, then in S30, which corresponds to the control function of the shift control unit 92, a disengagement-side engagement pressure PRcb1 (instructed pressure) for the disengagement-side engagement device CB1 and an engagement-side engagement pressure PRcb2 (instructed pressure) for the engagement-side engagement device CB2 are set in accordance with the selected shift mode (normal mode NORMAL, first sport mode SPORT, second sport mode SPORT+) in M range (shift mode calculation process in M range). Next, in S40, which corresponds to the control function of the display control unit 96, a gain G (one of C1-C3) is set in accordance with the selected shift mode based on FIG. 3 (shift mode-specific gain calculation process 1). Next, in S70, a displayed engine rotation speed Neindi is calculated based on the gain G set in S40.

[0041] If the determination in S20 is negative, the shift range is determined to be the D pad range, and in S50, which corresponds to the control function of the shift control unit 92, a disengagement-side engagement pressure PRcb1 (instruction pressure) for the disengagement-side engagement device CB1 and an engagement-side engagement pressure PRcb2 (instruction pressure) for the engagement-side engagement device CB2 are set according to the selected shift mode when the shift range is the D pad range (D pad range shift mode calculation process). Next, in S60, which corresponds to the control function of the display control unit 96, a gain G (any of B1-B3) according to the selected shift mode is set (shift mode-specific gain calculation process 2). Next, in S70, the displayed engine rotation speed Neindi is calculated based on the gain G set in S60.

[0042] As described above, according to this embodiment, the responsiveness of the display of the operating state of the engine 12 (engine rotation speed Ne) is changed depending on the shift mode. Therefore, in a shift mode that prioritizes shift responsiveness, such as a sports mode, the responsiveness of the display can be increased, thereby realizing the display of the operating state according to the driver's intention.

[0043] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0044] For example, in the above-described embodiment, the gain G is changed for each of the normal mode NORMAL, the first sport mode SPORT, and the second sport mode SPORT+ as the shift mode, and the displayed engine speed Neindi is calculated, but the present invention is not necessarily limited to the above embodiment. For example, the gain G may also be changed for the eco mode and the snow mode, and the responsiveness of the displayed engine speed Neindi to the engine speed Ne may be appropriately changed depending on the eco mode or the snow mode.

[0045] Furthermore, in the above-described embodiment, the gain G was constant in the D range regardless of the shift mode, but even in the D range, if the release side engagement pressure PRcb1 (instruction pressure) and the engagement side engagement pressure PRcb2 (instruction pressure) differ for each shift mode, the value of the gain A1 may differ for each shift mode.

[0046] Furthermore, in the above embodiment, upshifting of the automatic transmission 20 is shown as one mode, but the present invention is not necessarily limited to upshifting, and can also be applied to downshifting.

[0047] In the above-described embodiment, the automatic transmission 20 is a stepped automatic transmission, but the present invention is not limited to a stepped automatic transmission and can be applied to a continuously variable automatic transmission such as a belt-type continuously variable transmission. Specifically, the present invention can be applied to any continuously variable automatic transmission that has a manual shift mode.

[0048] It should be noted that the above is merely one embodiment, and the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0049] 10: Vehicle 12: Engine 20: Automatic transmission (transmission) 40: Electronic control device (driving state display device) 82: Display (driving state display device) 94: Driving state detection unit 96: Display control unit

Claims

1. An engine operating state display device is applied to a vehicle that includes an engine and a stepped automatic transmission, the stepped automatic transmission being configured so that a shift time is switched according to a shift mode selected by a driver, the display device comprising: an operating state detection unit that detects the rotation speed of the engine during a shift of the stepped automatic transmission; and a display control unit that displays the rotation speed of the engine, the display control unit is configured to change the responsiveness of the display of the engine rotation speed in accordance with the shift mode, The display control unit is configured to change the responsiveness of the display of the engine rotation speed to be higher as the shift time becomes shorter. An engine operating condition display device characterized by:

2. The speed change mode includes at least a sports mode in addition to a normal mode, The display control unit increases the responsiveness of the display of the engine rotation speed in the sports mode compared to the normal mode.

2. The engine operating condition display device according to claim 1.

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