JPS6253236A - Shift indicating method for manual transmission - Google Patents

Abstract

PURPOSE:To avoid unnecessary correction to a high vehicle speed side caused by a change in the atmospheric pressure, by correcting a discriminant reference vehicle speed for a shift indication effected by discriminating a running-in state of an engine and correcting the vehicle speed to a value less than a prescribed value on a high vehicle speed side. CONSTITUTION:When a vehicle is running, a CPU 8 determines a gear position K(=Ne/V) at a prescribed cycle based on outputs from a vehicle speed sensor 2 and an engine r.p.m. sensor 3. The, when it is discriminated that an engine is in a running-in state based on an accumulated traveling distance of the vehicle, it is discriminated that the atmospheric pressure PA sensed by an atmospheric pressure sensor 4 is greater than a discriminant reference atmospheric pressure PA1-PA4. Then, respective data values of a fiscriminant reference vehicle speed according to the discriminated atmospheric pressure PA are set and a discriminant reference vehicle speed according to the gear position is set. A lamp 14 is turned on and off for indicating a shift depending upon a result of comparison of the reference vehicle speed and an actual vehicle speed. The discriminant reference vehicle speed is decreased as the atmospheric pressure increases.

Description

[Detailed Description of the Invention] 1. The present invention detects that the vehicle is in a driving state (including the engine driving state, the same shall apply hereinafter) in which the gear position of the manual transmission of the vehicle should be shifted, and issues a gear shift instruction. The present invention relates to a shift instruction method for performing.

By appropriately selecting and changing the gear position of the manual transmission according to the load of the vehicle, it is possible to improve not only the mode fuel efficiency of the vehicle but also the actual fuel consumption in the market.

For this reason, conventionally, the engine speed and throttle opening are monitored, and a display layer indicating that the middle wheel is in a state where upshifting or downshifting is required (Japanese Patent Application Laid-Open No.
5-31671), and to compensate for changes over time, the mileage is calculated using the product of the total operating time of the engine, 11[
(see Utility Model Publication No. 55-34283@publication) has been proposed.

By the way, it is a well-known fact that new cars suffer from large friction losses in their engines, power systems, etc., so their drivability is poorer than after a break-in period. Therefore, in a vehicle that has not been run-in, for example, if the shift-up point, which is the criterion for determining the shift instruction for the T position of the manual transmission, is set to the same as after the break-in, the engine speed As a result, drivability deteriorates.

Another possibility is to change the shift-up standard heavy speed by 1 depending on the decrease in engine temperature, but in the extremely low temperature range,
If it is further increased depending on the driving period, the drivability tends to deteriorate.

In addition, when setting the shift determination vehicle speed based on both mileage and atmospheric pressure, when the mileage is short, friction loss will prevail! Since Jino 1~discrimination width is medium fast, it is even more popular. It has a tendency to overcompensate. Furthermore, since the running time (from ignition switch A to A) generally does not change drastically, the running t1 distance judgment is the same as the popularity H.
Frequent use is disadvantageous for processing.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned points; therefore, it is an object of the present invention to provide a shift instruction method for a manual transmission that can avoid unnecessary correction to the high vehicle speed side due to changes in atmospheric pressure; Write down the purpose.

The shift instruction method for a manual transmission according to the present invention detects operating parameters of a medium speed and one engine mounted on a vehicle, sets a discrimination V single vehicle speed value according to the detected operating parameters, and Based on the comparison between the determined intermediate speed value and the determined Mll continuous speed IN, the CPU issues a shift instruction, determines the state of engine overload, and corrects the determined M1 medium speed value in accordance with the determined M1 continuous speed IN. , further detects the atmospheric pressure, and supplement 11
The 1!1 feature is to correct the determined reference vehicle speed value to a predetermined value on the high vehicle speed side or less in accordance with the detected atmospheric pressure.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 is a block diagram illustrating a system to which the shift instruction method according to the present invention is applied, and the system is controlled by a control circuit 1 comprising a microcomputer.

The control circuit 1 is supplied with outputs from a vehicle speed sensor t2, an engine speed sensor 3, an atmospheric pressure sensor 4, an intake pipe pressure sensor 5, a coolant temperature sensor 6, and an intake temperature switch 7. Vehicle speed t? The sensor 2 generates frequency pulses corresponding to the vehicle speed V, and is comprised of, for example, a reed switch installed in a speedometer (not shown) and generating four pulses per revolution of the speedometer cable. For example, the engine speed sensor 3 is 1292 in synchronization with the ignition timing.
Generates frequency pulses according to the rotational speed Ne. Atmospheric pressure sensor 4 generates an analog output at a level corresponding to atmospheric pressure PA. Pressure sensor ++ 5 is an internal combustion engine (not shown)
An allilog output is generated at a level corresponding to the intake pipe internal pressure P8 downstream of the throttle valve. cooling water bath renri 6
generates an output at a level corresponding to the engine cooling water m-rw. Intake temperature switch 7 let
It turns ON when the intake air mT8 in the intake pipe of the engine falls below a predetermined discrimination criterion rp intake temperature b (for example, 15° C.) l.

The control circuit 1 has a CP() (central sieve circuit) 8 that performs digital arithmetic processing. An input/output bus 9 is connected to this CPU 8, and the CPU
Data signals and address signals are input to and output from tJ8. The input/output bus 9 includes a digital input module 10, an MPx (multiplexer) 11, and a ROM.
(Read Anonymous Memory) 12, RAM (Random Access Memory) 13, and a drive circuit 15 that drives a lamp 14 that displays a gear position, for example, a shift-up instruction. MPXll is inputted via the level correction circuit 16. CP jJ 8 any one of the output signals of the locks 2 to 6 and the switch 7
selectively digital person camouflage in response to commands of
This is a switch that relays supply to the The RAM 13 includes a counter that counts 4 pulses from the vehicle speed sensor +12, and is configured as a backup RAM. This RAM1
The count value of the counter within 3 represents the traveling II distance MX of the vehicle. CPU 8 has a lock generator 1
A clock pulse is supplied from 7 through a frequency divider 18.

Note that the CP tJ 8 has a built-in timer To, which has a down counter configuration that starts down counting when set.

With this configuration, the control circuit 1 determines the driving state of the vehicle based on the output signals of the various lights 2 to 6 and the switch 7 according to the program to be described later, and turns on the lamp 14.
Control is performed to instruct the driver to shift up gear 117 of the manual transmission by lighting the light.

Next, the procedure of the shift instruction 1) method according to the present invention executed by the control circuit 1 will be explained according to the operation flow chart shown in FIGS. 2(A) to 2([).

In Figure 2 (△), the ignition switch - f (
After initialization of the microphone 1st input and 'L-taper' in response to turning on the microphone (not shown) (not shown), a predetermined period (for example, 2
0m5eCfFj), and first reads out the vehicle speed V stored in the RAM 13 (step 21), and then similarly stores it in the RAM 13 (reads out the engine speed Ne, step 22).

The vehicle speed V and the 1292 rotation speed Ne are stored in the RAM 13 in the following manner. In other words, Vt? Nsa 2
The pulse from t)C])()8
The CPU 8 measures the time between the congruence and the previous pulse for each interrupt, calculates the average value of the predetermined times (for example, 4 times), and stores it in the RAM 13. It will be done. Net = Pulse from 3 is also CPU 8
The average rotational speed is stored in the RAM 13 in the same manner as in J2.Next, at every predetermined period (for example, 4QQmsec) that is longer than the activation period, the PAt?sensor 4, Step 23) of reading each analog output of the PB sensor 5, the Twt?n 116 and the on/off output of the TA switch 7) and the gear position K (-Ne/
V) is carried out (step 24).

In the initialization in step 20, the vehicle mileage #
The running-in state of the engine is determined based on l1lX. In the running-in state determination section in the initialization routine shown in FIG. 2(B), first, the flag (FL) is set to 0'' (step 201), the mileage 111X is read, and the running distance is read (step 202). ), then it is determined whether or not the cumulative travel distance X is greater than or equal to the determination reference distance (Steps 203-20
6). In steps 204 to 206, the cumulative travel distance 1
When it is determined that 1i11X is greater than or equal to the determination reference distance 1iftX2~x4, a flag is set to 1''~ll3II (steps 207~209), and in step 206, the cumulative travel distance X is determined. Reference distance x 4
If it is determined that the value is below 4'', the flag is set to 4'' (step 210), and the main routine is entered.

In FIG. 2(C), it is determined whether or not there are flags ("L") that have been set in the initialization routine, that is, the running-in state of the engine is determined (steps 70 to 7).
3) Then, depending on the determined running-in state, the popular J"fPA, which is deducted by 1 from the output of the atmospheric pressure HIRARI 4, is determined as the determination standard atmospheric pressure PAI (for example, 700mlllt(0), PA
2 (for example, 650 n+mfl (1), PA3
(For example, 575mmHO) and PA4 (For example,
It is determined whether it is greater than or equal to 500Illllll(1) (
Steps 26-29). When the atmospheric pressure is determined according to the running-in condition of the engine, each determined human pressure 1]. 15. □,
ii 1(7) J k= f −F and 4. □A□
(Discrimination standard vehicle speed according to VO+?, Vo 14~
Vo u+, VO22, VO24'v028, v032
1vO34~'vO38 and V042,'J
Each data value of o4a to VO48 is shown in Fig. 2(C).
The settings are made as shown in (steps 30 to 34). Discrimination base t-medium vehicle speed o1? , v014-v.

18, VO22, VO24'v028, VO321V0
34. VO38, VO42, and VO44 to VO48 are set so that the higher the popular pressure PA is, the lower the pressure is, and although the settings in A are shown in stages, they may be set continuously. In addition, the determination reference vehicle speed Vo corresponding to a specific driving mode
u, VO2+, VO31, Vo41 OJ: (J'Vr
z3. Regarding VO23, VO33, and Vo43, data values are not set according to the atmospheric pressure PA.

Although the determination of the running-in state of the engine based on the vehicle mileage X is carried out in the initialization routine (step 20), steps 70 to 73 are performed in the main routine shown in FIG. 2(C). It is also possible to do so. In this case, reading the vehicle mileage false distance X is as follows:
This is carried out in step 23 of the 1 main routine shown in FIG. 2(A).

Furthermore, the determination reference vehicle speed is set in accordance with the atmospheric pressure PA each time the vehicle passes through the main loop, but as shown in FIG. Step 80) to determine whether the value is 0'' or not.
If it is determined that ``n-n□'' (for example, 2000 times), the process proceeds to the main routine shown in FIG. By performing the process of proceeding to the main routine shown in FIG.
It is possible. It should be noted that the number of torsion distributions ``)'' is set to an initial value ``0°'' in the initialization routine (step 20).

In FIG. 2 (D>, the current gear j) position is determined depending on whether K is within a predetermined width (steps 35 to 38).
), each gear (equipment fQ, determination reference vehicle speed Vo (Vo+ ~
VO4) is set (steps 39 to 42). Then, it is determined whether or not the cooling water ITw is higher than a predetermined determination reference temperature Ta (for example, 75°C) (step 4).
3) If Tw≧Ta, the so-called T10T mode, T
If w<Ta, the so-called COI I') mode is established.

Co1t') mode (Tw<Ta), the difference ΔV between the current and previous vehicle speed V is a predetermined 1f4Va (for example,
0.5m1le/h) or more (step 44), and if ΔV≧va, the vehicle is accelerating, and whether the TA switch 7 is ON or not, the intake ff1T is determined immediately. A determination is made as to whether or not the intake air temperature is less than or equal to a predetermined determination reference intake air mTb (for example, 15° C.) (step 45). If the TA switch 7 is ON, predetermined data values Vou+V 02+ , VO31, VO4 are determined as M semi-vehicle speeds Vo+ to VO4 for determining whether to move from 1st to 4th gears.
1 is sequentially set (step 46), and if the TA switch 7 is OFF, the data values VO12, VO22, VO32 set in any of steps 30 to 34 according to the atmospheric pressure PA are used as the discrimination reference vehicle speeds Vo+ to VO4. ,VO4
2 are set sequentially (step 47). Note that the data values V ou , V O2+ ,
VO31 and Vo41 are the data values Vo+? at step 47. .

It is set higher than VO22, VO32, and VO42.

On the other hand, if it is determined in step 44 that ΔV<va, it is then determined whether 1Δv1≦Va (step 48), and if lΔV1≦Va, it is cruise time, and the TA switch 7 is A determination is made as to whether it is ON (step 49). If the TA switch 7 is ON, predetermined data values VO13, VO23, VO33, VO are set as the discrimination reference vehicle speeds Vo+ to VO4 in 1st to 4th gears.
43 are set in sequence (step 50), and the TA switch 7
If is OFF, the discrimination reference vehicle speed Vo+ ~ VO4,
Data values VOI4, VO24, Vo341 set in any of steps 30 to 34 according to atmospheric pressure PA
V o 44 is sequentially set (step 51).

Note that the data value VOI3. V02
3, VO33, VO43 are set to step 51 (J data values VOI4, VO24, VO34, Vo
44ct: It is set very high.

]” -b, c in OT mode (Tw≧Ta).

Similar to the L11 mode, it is determined whether ΔV is greater than the predetermined value ■a (step 52), and ΔV
If ≧va, the vehicle is accelerating, and the pressure PB is the predetermined pressure Pa (for example, -150111111H()
) is larger than (step 5)
3). If Pa>Pa, it is during sudden acceleration, for example 2s
The timer To of ec is hit (step 54), and then the data fIIVo+s, VO25, VO25, which were set in any of steps 30-34 according to the atmospheric pressure PA, are used as the discrimination reference vehicle speeds Vo+-VO4 in 1st to 4th gears. V.O.
35 and Vo45 are sequentially set to 1 (step 55). On the other hand, if Ps≦pa, it is a slow acceleration, and the timer T
It is determined whether the count value of o is equal to 0 (To=O), that is, it is determined whether or not more than 2SeC-1 has passed since the transition from rapid acceleration to slow acceleration (step 56).
).

If To≠0, there is a possibility of sudden acceleration, so the process moves to step 55. If TO-0, the discrimination reference vehicle speeds Vo+ to v04 in 1st to 4th gears are set in any one of steps 30 to 34 according to the atmospheric pressure PA, and the tatator values VO16, VO2B, and VO3B are set.

The VOs 46 are sequentially set (step 57). Note that the data values VOIS, VO25°VO in step 55
35, VO45 is the data value Vo at step 57
w6. It is set higher than VO26, VO36, and VO46.

When it is determined in step 52 that ΔV is equal to va, it is then determined whether 1ΔV1≦va (step 58). If lΔV1≦va, it is cruise time, and the pressure PB is a predetermined pressure Pa (for example, , -150111m
1g), it is determined whether the person is a person or not (step 59). If Ps>Pa, for example, 2 sec
Timer T o h < I = knit (step 60)
, followed by determination reference vehicle speeds Vo+ to Vo in 1st to 4th gears.
4, the data value V o set in any one of steps 30 to 34 according to the atmospheric pressure PA is 17. V O2
7, V O37 and V O47 are set (Step 6
1). On the other hand, if Pa≦pa, it is determined whether the count value of timer To is equal to O (To=O) (step 62). And if To≠OfJ,
Proceeding to step 61, if To=O, the atmospheric pressure PA is set as the discrimination reference vehicle speed Vo+~VO4 in 1st to 4th gear
The data value VOI8. is set in any of steps 30 to 34 according to the data value VOI8. VO28, VO38, and VO time are set in sequence (step 63). Note that in step 61, the luteta values VOI71VO27, VO37, VOI17
is the data value VOI8. at step 63. VO28
, VO38, and VO48.

In setting the above-mentioned discrimination reference vehicle speeds Vo+ to VO4,
In case of C0LD mode (Tw < Ta), 110
The determination reference vehicle speeds Vo+ to VO4 are set to be higher than in the case of the Tw mode (Tw≧Ta). In addition, by setting the above-mentioned discrimination reference vehicle speed Vo+ to VO4, C0
In the LD mode, when the TA switch 7 is ON, that is, when the intake air mTA is lower than the discrimination reference intake temperature Tb, which is set lower than the discrimination reference temperature Ta, the discrimination reference vehicle speed Vo
+~VQ4 will be set even higher.

By the way, as explained in steps 30 to 34, the determination reference vehicle speeds Vou and VO21 corresponding to the specific driving mode, that is, the extremely low 1M of the engine where TA < Tb
, VO31, VO41 and VO131V 023,
Regarding VO33 and VO43, data values are not set according to atmospheric pressure PA, so when the engine is at an extremely low temperature, correction of the M semi-vehicle speed for high-speed discrimination based on atmospheric pressure PA will not be performed. become. However, when the engine is operating at extremely low temperatures, the reference vehicle speed is sufficiently high, so drivability can be ensured without atmospheric pressure correction.

In this way, when the discrimination reference vehicle speeds Vo+ to Vo+ at each gear position (to 1st gear and 4th gear) are set, FIG.
In E), it is determined whether the vehicle speed V at each gear position is greater than the determination reference vehicle speed Vo (Vo+ to VO4) (step fi4), and if V>Vo, another shift-up condition is satisfied. It is determined whether or not the shift-up has been established (step 65), and if it is true, it is determined that the operating state is such that an upshift is required, and it is determined whether or not a predetermined time tON has elapsed since the establishment of the shift-up (step 66). Then, if the predetermined time tON has elapsed, a lamp lighting command is issued to the drive circuit 15 and the shift-up lamp 14 is turned on (step 67), and if the predetermined time toN has not elapsed,
The lamp 14 is turned off by the lamp lighting stop command to the drive circuit 15 (step 68). That is,
If the shift-up condition f1 is not fulfilled before the predetermined time tON elapses after the shift-up condition f1 is established, the lamp 14 will not light up.

On the other hand, if it is determined in steps 35 to 38 that the Gino' (C position) is not in 1st to 4th gear, that is, in neutral or 5th gear, in steps 48 and 58 it is determined that 18Vl>Va. In the case of deceleration, if it is determined in step 64 that V≦Vo, or if it is determined in step 65 that other upshift conditions are not satisfied, the process moves to step 69, and the corresponding In step 69, it is determined whether a predetermined time tOFF has elapsed since entering this loop.A predetermined time t
If the OFF period has elapsed, the process moves to step 68 and the lighting of the lamp 140 is stopped J1. If the predetermined time tOFF has not elapsed, the process moves to step 67 and lamp 1 is turned off.
The lighting state of 4 continues.

Here, the predetermined time tOFF is set to a predetermined time 1. If the setting is set to 1 rather than ON, the chances of the lamp 14 turning on +: and r will be reduced, but the shortening of the operation range in which the lamp 14 is turned off will be 1, 77 and 1. Even if it is in the driving range, it is not in the R-suitable driving range, so lamp 14
By turning off the light of 7J, the effect ψ is obtained that the driving is forcibly terminated so that the middle wheel driving state becomes the optimum driving range for upshifting.

In the above embodiment, the pulse from the vehicle speed sensor 2 is
The counter installed in AM13 detects the running product n Wl'' MX based on the force "shift and its h run" value, and determines the running-in state of the lamp.
As shown by the broken line in FIG. 1, it is also possible to provide a dedicated X sensor 19 for detecting the running distance m1llX, and to determine the running-in state of the engine based on its output. This Xt? As the ring 19, for example, among the nose rings of an odometer, one having a configuration using a resistor that rotates in synchronization with the ring indicating the C digit is used.

Furthermore, the running-in state of the engine can be determined not only by the running distance x, but also by using the number of accumulated engine rotations, the number of times the clutch is engaged and disconnected, and the like.

In the above embodiment, the case where the gear position of the manual transmission is shifted up has been described, but the same setting can be made for downshifting.

As described in detail, according to the shift instruction method of the present invention, the engine running-in state is determined prior to determining the atmospheric pressure, so unnecessary auxiliary IF to high vehicle speed due to changes in atmospheric pressure is avoided. can be avoided. Furthermore, if the run-in state is determined only once at the time of initialization, there is no need to read and determine the routine in a normal routine, and the performance processing time can be shortened.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing a system to which the shift instruction method according to the present invention is applied, FIGS. 7 is a diagram illustrating a procedure of another embodiment of the shift instruction method according to the present invention. Explanation of symbols for J-type parts 1...Control circuit 2...Vehicle speed sensor 1/3...Engine speed sensor 4...Atmospheric pressure sensor 5 ......Pressure sensor 6...Cooling water temperature sensor F7...Intake temperature switch

Claims (3)

[Claims] (1) A shift instruction method for instructing a gear position shift of a manual transmission according to the driving state of a vehicle equipped with a manual transmission, the method comprising detecting vehicle speed and operating parameters of an engine installed in the vehicle. , sets a discrimination reference vehicle speed value according to the detected driving parameters, compares the detected vehicle speed value with the discrimination reference vehicle speed value, issues a shift instruction based on the comparison result, and also determines the running-in state of the engine. and corrects the discrimination reference vehicle speed value according to the discrimination result, further detects atmospheric pressure, and adjusts the corrected discrimination reference vehicle speed value to a predetermined value on the high vehicle speed side or less according to the detected atmospheric pressure. A shift instruction method for a manual transmission characterized by making corrections. (2) The method of instructing a shift for a manual transmission according to claim 1, wherein the predetermined value is set to a determined vehicle speed value when the breaking-in state is at a minimum. (3) A patent characterized in that the shift instruction is given by a microcomputer that is initialized when the ignition switch is turned on, the break-in state is determined at the time of initialization, and atmospheric pressure is detected and corrected at predetermined intervals. A shift instruction method for a manual transmission according to claim 1 or 2.