JP2015059437A - Idling stop control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately calculate an estimated value of engine rotation speed in a period of engine rotation lowering when idling stop of a manual transmission vehicle.SOLUTION: A vehicle comprises an engine 10, a transmission 13 and a clutch device 12. When the clutch device 12 is in a cut-off state, a crankshaft 11 rotates integrally with an input gear, when the clutch device 12 is in a transmission state, the input gear is separated from the crankshaft 11 and rotates, and in a neutral state, power transmission between the input gear and a transmission output shaft 23 is released. An ECU 30 performs automatic stop and automatic restart of the engine 10. The ECU, in a rotation lowering period, calculates a first rotation estimated value on the basis of plural rotation detection values sequential in time series. The ECU, when the clutch device 12 is shifted into the cut-off state and is then returned into the transmission state in the rotation lowering period, calculates a second rotation estimated value on the basis of the rotation state of each of the crankshaft 11 and the input gear in the cut-off state.

Description

  The present invention relates to an idling stop control device that automatically stops an engine and then automatically restarts the engine.

  2. Description of the Related Art Conventionally, a technique for performing so-called idling stop control that automatically stops an engine when a predetermined stop condition is satisfied during idle operation and restarts the engine when a predetermined restart condition is satisfied is known. According to this idling stop control, an effect such as reduction in fuel consumption of the engine can be obtained.

  Conventionally, when a restart request is generated during the engine speed reduction period when the engine combustion is stopped and the engine rotation is automatically stopped, it is not necessary to wait for the engine output shaft to completely stop rotating. It has been proposed to restart the engine as soon as possible after the restart request is generated. Further, it has been proposed to predict the engine rotation descent trajectory during the engine rotation descent period and drive the pinion of the engine starter (starter) based on the prediction data when the engine is restarted before the engine rotation is stopped. (For example, refer to Patent Document 1).

  If the pinion and ring gear are engaged while the engine is still rotating, the engagement sound may increase or gear wear may be accelerated depending on the relative rotational speed of the pinion and ring gear. There is concern. In consideration of this, in Patent Document 1, the drive timing of the pinion is controlled based on the prediction data of the engine rotation descending trajectory, thereby suppressing the above inconvenience and as soon as possible after the restart request is generated. A restart is performed.

JP 2011-140938 A

  As an idling stop control technology for automobiles (manual vehicles) equipped with a manual transmission (manual transmission), a restart condition is established by depressing the clutch pedal while the engine speed is decreasing. There is a technology to restart. If the engine output shaft and the input gear of the transmission are disconnected by depressing the clutch pedal while the engine speed is decreasing, the inertia moment (inertia) acting on the engine output shaft will change and There is a concern that the predictions will shift.

  The present invention has been made to solve the above-described problem, and an engine idling stop capable of accurately calculating a predicted value of the engine rotation speed during the engine rotation descent period at the time of idling stop of a manual vehicle. The main purpose is to provide a control device.

  The present invention relates to the transmission of power between the engine (10), the transmission (13), and the output shaft (11) of the engine and the input gears (131 to 135) of the transmission according to an operation by a driver. And a clutch means (12) for disengagement. When the clutch means is in the transmission state, the input gear of the transmission rotates integrally with the output shaft, and when the clutch means is in the disengagement state, The input gear of the machine is separated from the output shaft and rotates, and the transmission of power between the input gear and the output part (23) of the transmission is released in the neutral state in the transmission. It is an idling stop control device applied to a vehicle.

  And an automatic stop means for automatically stopping the engine on the condition that the transmission is in the neutral state and the clutch means is shifted from the disengaged state to the transmission state, and the engine is being automatically stopped. The detection signal of the restart means for automatically restarting the engine on the condition that the transition from the transmission state of the clutch means to the shut-off state occurs and the rotation sensor (53) for detecting the rotation of the output shaft Based on a plurality of rotation detection values that are moved back and forth in time series in a rotation descent period in which the rotation speed of the engine decreases with the automatic stop. A first prediction means for calculating a predicted rotation value that is a predicted value of the engine rotation speed; and the clutch means is in a disengaged state during the rotation descent period. And rows, when subsequently returned to the transmitting state, characterized in that it comprises a second prediction means for calculating the rotational predicted value based on the rotational state of each of the output shaft and the input gear in a cutoff state.

  The engine output shaft rotates by inertia during the period when the engine rotation speed decreases due to the automatic stop of the engine, but when the clutch means is disconnected, the rotating element that rotates together with the engine output shaft changes. Accordingly, the rotational state of the output shaft of the engine changes. Specifically, the output shaft of the engine and the input gear of the transmission rotate integrally in the clutch transmission state, whereas the input gear of the transmission rotates in a disconnected state from the output shaft of the engine.

  Since the output shaft and the input gear rotate in different rotation states in the shut-off state, when returning from the shut-off state to the transmission state, the rotation state of the output shaft changes discontinuously. In this regard, in the present invention, the rotation prediction when returning from the shut-off state to the transmission state based on the rotation states of the output shaft and the input gear in the shut-off state where the input gear of the transmission is separated from the engine output shaft and rotates. Since the value is calculated, the engine speed can be accurately predicted even if the clutch means is disconnected while the engine is rotating. As described above, the predicted value of the engine rotation speed can be accurately calculated during the engine rotation descent period when the idling of the manual vehicle is stopped.

Schematic of a vehicle control system including a manual transmission. Schematic of a manual transmission. 1 is a schematic diagram of a vehicle control system related to idling stop control. The figure which shows the calculation method of the predicted value of an engine speed. A timing chart of engine rotation speed and gear rotation speed. The flowchart which shows an engine torque calculation process. The flowchart which shows a rotational speed prediction process.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. This embodiment is embodied in a vehicle equipped with an engine and a manual transmission (manual transmission), for example. In the present embodiment, an engine control system is constructed for a 4-cycle 4-cylinder engine. In the control system, fuel injection amount control, ignition timing control, idling stop control, and the like are performed with an electronic control unit (hereinafter referred to as ECU) as a center.

  FIG. 1 shows a schematic diagram of a vehicle control system centered on a manual transmission. A transmission 13 is connected to the output shaft (crankshaft 11) of the engine 10 via a clutch device 12. The engine 10 is a spark ignition type gasoline engine, and includes an injector 14 as fuel injection means and an ignition device 15 (igniter or the like) as ignition means for each cylinder. In addition, the engine 10 is provided with a starter device 40 as a starting device that applies initial rotation (cranking rotation) to the engine 10 when the engine is started. The engine 10 is not limited to a gasoline engine, and may be a diesel engine.

  The clutch device 12 includes a disk 12a (flywheel or the like) on the engine 10 side connected to the crankshaft 11, and a disk 12b (clutch disk or the like) on the transmission 13 side connected to the transmission input shaft 21. Thus, both the disks 12a and 12b can be switched to either a contact state or a separation state by a depression operation of the clutch pedal 17 or a depression release operation by the driver. That is, the clutch device 12 is intermittently engaged according to the depression operation of the clutch pedal 17. Specifically, when the clutch pedal 17 is depressed by the driver, both the disks 12a and 12b are separated from each other, the power from the engine 10 to the transmission 13 is interrupted, and when the depression operation is released, both the disks 12a. , 12b come into contact with each other and power is transmitted from the engine 10 to the transmission 13. The clutch device 12 constitutes clutch means for cutting off and transmitting power according to the operation by the driver.

  The transmission 13 is a manual transmission whose gear ratio is switched by manual operation of the shift device 22 by a driver, and converts the rotation of the transmission input shaft 21 to the rotation of the transmission output shaft 23 (output unit).

  FIG. 2 shows a schematic diagram of the transmission 13. The transmission 13 includes a main drive gear 131 that rotates about the transmission input shaft 21 as a central axis, and a main driven gear 133 that meshes with the main drive gear 131 and that has the counter shaft 132 as the central axis. The transmission 13 includes a plurality of drive gears 134 that rotate about the countershaft 132 as a central axis, and a plurality of driven gears 135 that mesh with the drive gear 134 and rotate about the transmission output shaft 23. The driven gear 135 is idled on the transmission output shaft 23.

  A sleeve 136 provided on the side of the driven gear 135 fixes any one of the plurality of driven gears 135 to the transmission output shaft 23, whereby the rotation of the transmission input shaft 21 is converted into the rotation of the transmission output shaft 23. The When the shift position is in the neutral state, the main drive gear 131, the counter shaft 132, the main driven gear 133, and the drive gear 134 are idled. Here, the main drive gear 131, the counter shaft 132, the main driven gear 133, the drive gear 134, and the driven gear 135 are members that respectively rotate following the transmission input shaft 21 when the transmission input shaft 21 rotates. Say "input gear".

  Returning to FIG. 1, wheels (drive wheels) 27 are connected to the transmission output shaft 23 via a differential gear 25, a drive shaft 26, and the like. Each wheel 27 is provided with a brake actuator 28 that is driven by a hydraulic circuit (not shown) or the like and applies a braking force to each wheel 27.

  The ECU 30 is an electronic control device (control means) provided with a known microcomputer or the like, and controls the fuel injection amount by the injector 14 and the ignition device 15 based on the detection results of various sensors provided in the system. Various engine controls such as ignition control by the control, drive control of the starter device 40, and braking control by the brake actuator 28 are performed. For details on the sensors, the ECU 30 includes an accelerator sensor 31 that detects an operation amount of an accelerator pedal (not shown) as an accelerator operation member, a clutch sensor 32 that detects an operation of the clutch pedal 17, and a brake pedal (not shown). ), A shift position sensor 34 for detecting the shift position of the shift device 22, a vehicle speed sensor 35 for detecting the vehicle speed, and the like. The detection signals of these sensors are sequentially sent to the ECU 30. It is designed to be entered. In addition, the present system is provided with a rotation speed sensor, a load sensor (air flow meter, intake pressure sensor), etc., which are not shown.

  FIG. 3 shows a schematic diagram of a vehicle control system related to idling stop control. The starter device 40 is a pinion extrusion type engine starting device, and includes a motor 42 that rotationally drives the pinion 41 and an electromagnetic actuator 43 as an electrically driven actuator that can extrude the pinion 41 in the axial direction thereof. Yes. The motor 42 is connected to the battery 46 via the motor energization relay 45, and power supply from the battery 46 to the motor 42 is enabled by closing the switch portion of the motor energization relay 45. . A motor drive relay 44 that can be opened and closed by an electrical signal is connected to the coil of the motor energization relay 45. When the switch portion of the motor energizing relay 45 is closed by the closing signal to the motor drive relay 44, power is supplied from the battery 46 to the motor 42, and the motor 42 is rotationally driven.

  The electromagnetic actuator 43 includes a plunger 47 that transmits a driving force to the pinion 41 via a lever and the like, and a coil 48 that moves the plunger 47 in the axial direction when energized, and a battery via the pinion driving relay 49. 46. The pinion drive relay 49 can be opened and closed by an electrical signal separate from the electrical signal for the motor drive relay 44. Thereby, the rotational drive of the pinion 41 by the motor 42 and the extrusion of the pinion 41 by the electromagnetic actuator 43 can be controlled independently.

  The pinion 41 is disposed at a position where the teeth of the ring gear 18 connected to the output shaft (crankshaft 11) of the engine 10 can mesh with each other as the pinion 41 is pushed out. Specifically, when the electromagnetic actuator 43 is not energized, the pinion 41 is not in contact with the ring gear 18. When the pinion drive relay 49 is turned on (closed) in this non-contact state, the plunger 47 is attracted in the axial direction by power supply from the battery 46 to the electromagnetic actuator 43, and the pinion 41 is moved to the ring gear 18. It is pushed out toward. At this time, the tooth portion provided on the outer peripheral edge of the pinion 41 is fitted between the tooth portion provided on the outer peripheral edge of the ring gear 18, whereby the tooth portion of the pinion 41 and the ring gear 18. Engagement with the teeth occurs. In addition, when the motor 42 is energized in a state where the meshing occurs, the ring gear 18 is rotated by the pinion 41 and the engine 10 is given initial rotation.

  This system is provided with a crank angle sensor 53 as a rotation sensor that outputs a rectangular signal at every predetermined crank angle as the output shaft of the engine 10 rotates. The crank angle sensor 53 includes a pulsar (rotating disk) 54 that rotates integrally with the crankshaft 11, and an electromagnetic pickup unit 55 that is provided near the outer periphery of the pulsar 54. Protrusions 56 are provided on the outer peripheral portion of the pulsar 54 at a predetermined rotation angle interval (30 ° CA interval in the present embodiment), and a plurality of protrusions (for example, protrusions for two teeth) are formed on a part of the outer peripheral portion. ) Is omitted. When the pulsar 54 rotates with the rotation of the crankshaft 11, every time the projection 56 of the pulsar 54 approaches the electromagnetic pickup section 55 (in this embodiment, basically every 30 ° CA), a detection signal ( Crank pulse signal) is output. Based on the pulse width of the crank pulse signal, the engine rotation speed and angular speed are calculated, and the rotation angle position (crank angle position) is calculated by counting the crank pulse signal. The engine speed calculated based on the detection signal of the crank angle sensor 53 corresponds to the rotation detection value.

  The ECU 30 inputs detection results of various sensors such as the crank angle sensor 53, and performs idling stop control and drive control of the starter device 40 based on them.

  Next, idling stop control performed in the above system configuration will be described in detail. In general, the idling stop control is to automatically stop the engine 10 when a predetermined stop condition is satisfied during the idling operation of the engine 10 and to restart the engine 10 when a predetermined restart condition is satisfied thereafter. The engine stop condition includes, for example, at least that the shift position of the transmission 13 is operated to be neutral and that the stepping operation of the clutch pedal 17 is released after the neutral operation. The ECU 30 as the automatic stop means determines whether or not the engine stop condition is satisfied based on detection signals input from the clutch sensor 32 and the shift position sensor 34. The engine stop condition may include that the vehicle speed has decreased to a predetermined value or less.

  Further, the engine restart condition includes the start of the release operation of the clutch pedal 17, and when the driver starts releasing the clutch pedal 17 from a state where the clutch pedal 17 is completely depressed in the engine stop state, the engine restart is performed. The condition is met. The ECU 30 as the restarting unit determines whether or not the engine stop condition is satisfied based on the detection signal input from the clutch sensor 32.

  In this system, when the restart condition is satisfied within a predetermined period (rotation descent period) in which the rotation of the engine 10 is reduced due to the automatic engine stop, the engine 10 is not waited until the rotation of the engine 10 is completely stopped. Can be restarted. If the pinion 41 is engaged in a rotation region where the engine rotation speed is high, there is a concern that the engagement sound may increase or gear wear may be promoted. At this time, in order to perform the restart as soon as possible after the restart request is generated, the ECU 30 as the rotation predicting unit predicts the engine rotation speed and restarts the engine 10 at a timing when the predicted value becomes a predetermined value. It is said.

  Specifically, when the combustion of the engine 10 is stopped when the automatic stop condition is satisfied, and the restart condition is satisfied during the rotation descent period accompanying the stop of the combustion, first, the timing determined based on the engine speed ( For example, an ON signal is output to the pinion drive relay 49 within a low rotation range of 100 rpm or less. As a result, the coil 48 is energized and the pinion 41 is pushed out toward the ring gear 18. Further, an ON signal is output to the motor drive relay 44 after a predetermined required movement time Tp has elapsed from the push-out timing of the pinion 41. Here, the movement required time Tp is set to a time required for the pinion 41 to move from the start of pushing of the pinion 41 to the contact position with the ring gear 18 and mesh with the ring gear 18. Thereby, without waiting for the rotation of the engine 10 to stop completely, the pinion 41 is rotated in a state of being engaged with the ring gear 18, and the cranking of the engine 10 is performed.

  Here, the engagement between the pinion 41 and the ring gear 18 is such that the relative rotational speed of the ring gear 18 with respect to the pinion 41 is within a predetermined allowable range (for example, 0 ± 100 rpm) in order to minimize the engagement noise between the two and the gear wear. It is preferable to implement at the timing. However, the pinion 41 and the ring gear 18 are arranged in a non-contact state, and it takes a predetermined time to push the pinion 41 into engagement with the ring gear 18. Therefore, when the pinion 41 is pushed out at the timing of the restart request, even if the engine speed is within the allowable range that allows the engagement of the pinion 41 and the ring gear 18 at the timing of the restart request, When engaged, it may be outside the allowable range.

  Therefore, the ECU 30 predicts the engine rotation speed after the current time during the engine rotation drop period, and determines the push-out timing of the pinion 41 and the drive timing of the motor 42 by using the prediction data.

  The rotation prediction method in the present embodiment will be described below with reference to FIG. In the present embodiment, one cycle of increase / decrease in engine rotation speed associated with increase / decrease in the combustion chamber volume (cylinder volume) is defined as the rotation fluctuation period, and the subsequent rotation based on the engine torque (loss energy) in the previous rotation fluctuation period. The engine speed is predicted by predicting the engine speed during the fluctuation period.

  More specifically, the rotation prediction means assumes that the engine torque is constant at the same rotation angle position determined by the piston position during the rotation descent period. Then, a plurality of engine rotations that move back and forth in time series in the rotation fluctuation period before the current time, with one cycle of increase / decrease of the instantaneous rotation speed accompanying the change in cylinder volume (180 ° CA in this embodiment) as the rotation fluctuation period Based on the speed, the engine rotation speed (instantaneous rotation speed) in the subsequent rotation fluctuation period is predicted. The instantaneous rotation speed is an engine rotation speed calculated from the time required for rotation of the crankshaft 11 at a predetermined rotation angle, and is calculated by the ECU 30 serving as a rotation speed calculation means every time a crank pulse signal is output. Speed. In this prediction method, the rotation angle position at which the next crank pulse signal is output, that is, the predicted value of the instantaneous rotation speed at the next calculation timing is calculated, and the calculation timing of the next calculation timing is further calculated based on the rotation prediction value. The process of calculating the predicted value of the instantaneous rotation speed is repeated a plurality of times. This makes it possible to predict the engine rotation trajectory within the engine rotation descent period.

  FIG. 4 is a diagram for explaining a method of calculating a predicted value of the engine rotation speed. In FIG. 4, in the 180 ° CA section (rotational fluctuation period) from the top dead center (TDC) of each cylinder to the next TDC, the current rotational fluctuation period is S [j], and the previous rotational fluctuation period is the same. S [j-1] and the next rotation fluctuation period are indicated as S [j + 1].

Each time the crank pulse signal is input from the crank angle sensor 53 during the rotation descent period after the engine automatic stop request (in this embodiment, every 30 ° CA), the ECU 30 starts the current pulse from the rising timing of the previous pulse. The instantaneous rotational speed Ne (i) is calculated on the basis of the time width Δt [sec], which is the time until the rising timing of, and is stored each time. Further, the engine torque Te (θn−θn + 1) between the rotation angle positions during the rotation fluctuation period based on the change in the instantaneous rotation speed Ne (θ, i−1) for each predetermined rotation angle θ (crank resolution) from the TDC. Is calculated. For example, the engine torque Te (j-1) (θn−θn + 1) between the rotation angle positions in the previous rotation fluctuation period (previous 180 ° CA section) S [j−1] is expressed by the following equation (1). Is done.
Te (j-1) (θn−θn + 1) = − J · ((ω (j−1) (θn + 1)) ² − (ω (j−1) (θn)) ² ) / 2 ( 1)
ω (θn) [rad / sec] ＝ Ne (θn) × 360/60
In the equation (1), J is an inertia (moment of inertia) of the engine 10.

  In FIG. 4, when the current crank angle position is 30 ° CA after TDC and the engine speed after that is predicted, first, the current instantaneous rotational speed Ne (30, i) is calculated based on the crank pulse signal. calculate. Further, using the calculated instantaneous rotational speed Ne (30, i) and the instantaneous rotational speed Ne (0, i) at the immediately preceding crank angle position, the engine torque Te (0-30, i) is calculated and stored.

  Next, in the previous 180 ° CA section S [j−1], the history value of the engine torque between the crank angle position where the rotation angle based on TDC is the same as the prediction point and the previous crank angle position. Here, the engine torque Te (j-1) (30-60) and the current instantaneous rotational speed Ne (30, i) are used as the predicted value of the engine rotational speed at the rising timing of the next pulse. A predicted value Ne (60, i) at an angular position of 60 ° CA is calculated. In addition, the predicted arrival time t (j) (30-60) until the crank angle position 30 ° CA reaches 60 ° CA is calculated. Further, the engine torque Te (j-1) (60-90) from the crank angle position 60 ° CA to 90 ° CA in the previous 180 ° CA section S [j-1] and the predicted value Ne ( 60, i) is used to calculate a predicted value Ne (90, i) of the crank angle position of the rotation angle 90 ° CA after TDC in the current 180 ° CA section S [j], and the crank angle position 60 The predicted arrival time t (j) (60-90) until reaching 90 ° CA from ° CA is calculated. By repeating this process many times, the engine rotation speed (instantaneous rotation speed) during the rotation drop period of the engine 10 is predicted, and the prediction data is linearly interpolated, for example, so that the engine rotation speed trajectory during the rotation drop period is obtained. Predict. Note that the predicted value of the instantaneous rotation speed calculated based on this prediction method is indicated by a black circle in FIG. 4, and the predicted rotation trajectory of the engine 10 is indicated by a broken line in the drawing.

  This prediction calculation is executed every time the crank pulse signal is input (every 30 ° CA) using the time until the next crank pulse signal is input, and the prediction data of the rotating trajectory is updated each time. . At this time, in the period until the next crank pulse signal input, the engine rotation descent trajectory until the rotation of the engine 10 stops may be predicted, or the prediction calculation is performed at a point in the middle before the engine rotation stops. May be terminated. Note that the prediction calculation may be performed by converting the engine rotation speed (instantaneous rotation speed) into an angular speed.

  Here, in the prior art, the inertia J acting on the crankshaft 11 used in the expression (1) is treated as a value that does not change during the rotation descent period. However, in a vehicle equipped with a manual transmission, the power from the engine 10 to the transmission 13 is cut off when the clutch pedal 17 is depressed, and the power is transmitted from the engine 10 to the transmission 13 when the depression operation is released. It has come to be. By this stepping operation, the member that rotates integrally with the crankshaft 11 changes, and the inertia acting on the crankshaft 11 changes.

  Specifically, when the power from the engine 10 to the transmission 13 is cut off, the inertia J of the engine 10 causes a piston (not shown) inside the engine, and a connecting rod (not shown) to connect the piston and the crankshaft 11. ), The total value of each inertia of the crankshaft 11 and the flywheel 12a, that is, the inertia Je of the engine 10 alone. On the other hand, when power is transmitted from the engine 10 to the transmission 13 with the shift position of the transmission 13 being in a neutral state, the clutch wheel 12b, the transmission input shaft 21 and the engine 10 are transmitted as shown in FIGS. And the input gear of the transmission 13 rotates. At this time, the inertia J of the engine 10 is a sum of the inertia Jg of the input gear and the inertia Je of the engine 10 alone.

  That is, when the clutch device 12 that connects the engine 10 and the transmission 13 changes from the transmission state to the cutoff state, the inertia J of the engine 10 decreases by the inertia Jg of the input gear. Further, when the clutch device 12 changes from the disconnected state to the transmission state, the inertia J of the engine 10 increases by the inertia Jg of the input gear. The inertia Je of the engine 10 alone and the inertia Jg of the input gear are measured in advance by experiments and stored in the ECU 30.

  FIG. 5 is a timing chart showing temporal changes in the engine rotation speed and the rotation speed of the transmission input gear (gear rotation speed). In the timing chart in FIG. 5, increase / decrease in engine rotation speed accompanying increase / decrease change in cylinder volume is omitted.

  At time T1, an automatic stop condition is established, and processing for stopping the engine 10 is executed. Specifically, the fuel injection by the ignition device 15 and the ignition by the ignition plug are stopped, and the rotational speed of the engine 10 decreases with energy loss such as friction loss and pumping loss.

  At time T2, the clutch pedal 17 is depressed, and the clutch device 12 changes from the transmission state to the cutoff state. In this case, the energy loss such as friction loss and pumping loss acting on the crankshaft 11 remains substantially constant, the clutch device 12 changes from the transmission state to the shut-off state, and the inertia J acting on the crankshaft 11 becomes the input gear. It will be reduced by the inertia Jg. For this reason, while the clutch device 12 is in the disengaged state, the engine rotation speed decreases rapidly.

  Further, when the clutch device 12 is in the transmission state, the transmission input shaft 21 (input gear) rotates integrally with the crankshaft 11 and therefore has a value equal to the gear rotation speed and the engine rotation speed. When the clutch device 12 changes from the transmission state to the shut-off state at time T2, the input gear starts to rotate while being disconnected from the crankshaft 11, and the gear rotation speed and the engine rotation speed become different values. The energy loss acting on the input gear is mainly a friction loss accompanying the rotation of the gear, and this energy loss is extremely small compared to the energy loss of the engine 10. For this reason, the gear rotation speed gradually decreases from the rotation speed immediately before the change to the shut-off state (the rotation speed at time T2) compared to the decrease in the engine rotation speed. Here, the amount of reduction in the gear rotation speed during clutch disconnection depends on the duration of the disconnection state.

  At time T3, the depression of the clutch pedal 17 is released, and the clutch device 12 changes from the disconnected state to the transmission state. At this time, immediately before the clutch device 12 is in the transmission state, the gear rotation speed Ng is faster than the engine rotation speed corresponding to the loss energy in the engine 10, so that the engine rotation speed before and after the clutch device 12 is in the transmission state. Rises discontinuously.

  After time T3, since the clutch device 12 is in the transmission state, the increase rate of the inertia J causes the decrease rate of the engine rotation speed to become slow and becomes substantially equal to the decrease rate in the period T1 to T2.

  As described above, at the time T2 and the time T3, the decreasing speed of the engine rotation speed is changed. For this reason, there is a concern that it is difficult to predict the engine rotation speed using the history value of the engine torque Te (prediction by the first prediction means). In particular, at time T3, since the engine speed increases discontinuously during the engine speed decrease period, the predicted value of the engine speed (first predicted rotation value Ne1) is considered to deviate significantly from the actual value. .

Here, the engine rotation speed immediately after the clutch device 12 is in the transmission state includes the inertia Je of the engine 10 alone and the inertia Jg of the transmission 13, the engine rotation speed Ne and the gear immediately before the clutch device 12 is in the transmission state. It becomes a value according to the rotational speed Ng. Specifically, the clutch device is obtained by dividing the sum of the rotational energy acting on the crankshaft 11 and the rotational energy acting on the input gear by the sum of each inertia (Je + Jg) and calculating the square root of the divided value. It is possible to calculate the engine speed (Ne ′) immediately after 12 is set to the transmission state.
Ne ′ = √ ((Je × Ne ² + Jg × Ng ² ) / (Je + Jg)) (2)
Therefore, the ECU 30 as the second predicting means of the present embodiment obtains the estimated value Ne ′ of the engine rotational speed when the clutch device 12 shifts to the disconnected state and then returns to the transmission state during the rotation descent period. This is calculated using Equation (2). Then, it is possible to improve the accuracy of the predicted value of the engine rotation speed by calculating the second rotation predicted value Ne2 using the calculated estimated value Ne ′ of the engine rotation speed and using the second predicted rotation value Ne2. it can. Here, the first rotation predicted value Ne1, the rotation speed estimated value Ne ′, and the second rotation predicted value Ne2 calculated using the estimated value are collectively referred to as a “rotation predicted value”. In the present embodiment, the push-out timing of the pinion 41 and the drive timing of the motor 42 are determined using any of the first predicted rotation value Ne1, the estimated rotation speed value Ne ′, and the second predicted rotation value Ne2. ing.

  Next, the engine torque calculation process in this embodiment is shown in FIG. The engine torque calculation process is executed by the ECU 30 every predetermined time.

  In step S11, it is determined whether or not it is an engine speed reduction period in the engine automatic stop of the idling stop control. If it is determined that the engine speed is not decreasing (S11: NO), the process is terminated. If it is determined that the engine rotation is falling (S11: YES), it is determined in step S12 whether or not a crank pulse from the crank angle sensor 53 has been input. If no crank pulse is input (S12: NO), the process is terminated. When a crank pulse is input (S12: YES), a detected value (instantaneous rotational speed Ne) of the engine rotational speed is calculated in step S13.

  Next, in step S14, it is determined whether or not the clutch device 12 is in a transmission state. When it is determined that the clutch device 12 is in the transmission state (S14: YES), the inertia J of the engine 10 is set to Je + Jg in step S15. When it is determined that the clutch device 12 is in the disconnected state (S14: NO), the inertia J of the engine 10 is set to Je in step S16. Then, after setting the inertia J in step S15 or S16, in step S17, the engine torque Te is calculated using the inertia J and the engine rotational speed Ne calculated in step S13, and the process ends.

  Next, the rotational speed prediction process in this embodiment is shown in FIG. The ECU 30 performs the rotation speed prediction process every predetermined time. Note that the initial value of inertia J is set as Je + Jg.

  In step S21, it is determined whether or not it is an engine rotation speed decrease period in the engine automatic stop of the idling stop control. If it is determined that the engine speed is not decreasing (S21: NO), the process is terminated. When it is determined that it is the engine rotation descent period (S21: YES), it is determined in step S22 whether or not the state of the clutch device 12 has changed from the previous rotation prediction timing. When it is determined that the state of the clutch device 12 has not changed (S22: NO), it is determined in step S23 whether or not it is a rotational speed prediction timing. The rotational speed prediction timing is, for example, that the position of the piston is TDC. Thereby, the predicted value of the engine rotation speed is calculated every 180 ° CA. When it is determined that it is not the rotation speed prediction timing (S23: NO), the process is terminated.

  When it is determined that it is the rotational speed prediction timing (S23: YES), in step S24, the detected value Ne of the engine rotational speed calculated in step S13 is acquired. Next, in step S25, it is determined whether or not the clutch device 12 has changed from the disconnected state to the transmission state in the previous rotation fluctuation period. If it is determined that the clutch device 12 has not changed from the disconnected state to the transmission state in the previous rotation fluctuation period (S25: NO), in step S26, the previous rotation fluctuation period calculated by the engine torque calculation process is determined. The history value (previous value) of the engine torque Te is read.

Next, in step S28, a predicted value of the engine speed (first predicted rotation value Ne1) at each crank angle position (θn = 30, 60, 90, 120, 150, 180 ° CA) in the current rotational fluctuation period and The predicted arrival time t until reaching each crank angle position is calculated using the rotation detection value Ne at the same rotation position in the previous rotation fluctuation period. More specifically, each crank angle position (θn = 30, 60, 90, 120, 150, 180) is based on the detected value Ne of the engine speed, the history value of the engine torque Te, and the inertia J acting on the crankshaft 11. The predicted value (first rotation predicted value Ne1) of the engine rotation speed at (CA) and the predicted arrival time t until reaching each crank angle position are calculated, and the process is terminated.
ω ² (j) (θn + 1) = ω ² (j) (θn) −2 / J × Te (j−1) (θn−θn + 1) (3)
ω (θn) [rad / sec] = Ne (θn) × 360/60
Specifically, the predicted value Ne1 of the engine rotation speed is calculated using the above relational expression (3).

  If it is determined that the clutch device 12 has changed from the disconnected state to the transmitted state during the previous rotation fluctuation period (S25: YES), in step S27, instead of the history value (previous value) of the engine torque Te, A history value (previous value) of the engine torque Te in the previous rotation fluctuation period calculated by the engine torque calculation process is read. Then, in step S28, the predicted value Ne1 of the engine rotation speed at each crank angle position and the predicted arrival time t until reaching each crank angle position are calculated, and the process ends. That is, when the previous rotation fluctuation period includes a time point when the clutch device 12 is returned from the disconnected state to the transmission state, the rotation before the previous time is used instead of the history value of the engine torque Te in the previous rotation fluctuation period. The first rotation predicted value Ne1 at each crank angle position is calculated using the history value of the engine torque Te during the fluctuation period.

  When it is determined that the state of the clutch device 12 has changed from the previous rotation prediction timing (S22: YES), in step S29, the clutch device 12 has changed from the transmission state to the cutoff state, or from the cutoff state. It is determined whether the transmission state has been changed. When it is determined that the clutch device 12 has changed from the transmission state to the cutoff state (S29: YES), in step S30, the current detected value Ne of the engine speed is acquired. In step S31, the acquired detected value Ne of the current engine speed is stored as the gear speed Ng. In step S32, the value of inertia J is set to Je, and the process ends.

  When it is determined that the clutch device 12 has changed from the disconnected state to the transmission state (S29: NO), in step S33, the detected value of the engine rotational speed Ne immediately before the clutch device is in the transmission state is acquired. Next, in step S34, the ECU 30 as the gear rotation speed calculation means uses the gear rotation speed Ng stored in step S31 and the time during which the clutch device 12 has been in the disconnected state (interruption duration time), and the interruption duration time. The longer the is, the larger the loss energy acting on the input gear is, and the gear rotation speed Ng (gear predicted value) immediately before the clutch device 12 enters the transmission state is calculated. Specifically, the predicted gear value is calculated by subtracting the deceleration value corresponding to the cutoff duration from the gear rotation speed Ng stored in step S31.

  Next, in step S35, immediately after the clutch device 12 changes from the disconnected state to the transmission state, that is, an estimated value Ne 'of the current engine speed is calculated. Specifically, using equation (2), the gear rotation speed Ng and the predicted engine rotation speed Ne1 immediately before the clutch device 12 enters the transmission state, the inertia Jg of the input gear, and the inertia Je of the crankshaft 11 Based on the above, an estimated value Ne ′ of the current engine speed is calculated. That is, based on the inertia Je that acts on the crankshaft 11 in the shut-off state and the predicted value Ne of the engine rotation speed, the rotational energy that acts on the crankshaft 11 in the shut-off state is calculated. Further, based on the inertia Jg acting on the input gear in the disconnected state and the gear rotation speed Ng, the rotational energy acting on the input gear in the disconnected state is calculated. Then, based on the sum of the calculated values of rotational energy acting on the crankshaft 11 and the input gear, and the inertia Je + Jg acting on the crankshaft 11 in the transmission state, the engine speed when the clutch device 12 returns to the transmission state The estimated value Ne ′ is calculated. Next, in step S36, the inertia J of the engine 10 is set to Je + Jg that acts on the crankshaft 11 in the transmission state.

  Next, in step S37, using the estimated value Ne ′ of the current engine speed calculated in step S35, the next fluctuation period is included in the rotation fluctuation period included when the clutch device 12 is returned to the interrupted transmission state. A predicted value (second rotation predicted value Ne2) of the engine rotation speed at each crank angle position until reaching and a predicted arrival time t until reaching each crank angle position are calculated. Specifically, a difference (ΔNe) between the first rotation predicted value Ne1 calculated in step S28 at the time of return to the transmission state and the estimated engine speed Ne ′ calculated in step S35 is calculated. Then, the second rotation predicted value Ne2 is calculated by correcting ΔNe by adding it to the first rotation predicted value Ne1 calculated in step S28. Then, the predicted arrival time t is calculated using the calculated second rotation predicted value Ne2. After the process in step S37, the process ends.

  The effects of this embodiment will be described below.

  Based on the rotation states of the crankshaft 11 and the input gear in a shutoff state in which the input gear of the transmission 13 is separated from the crankshaft 11 and rotates in a period in which the engine speed decreases due to the automatic stop of the engine 10. The rotation estimated value Ne ′ and the second rotation predicted value Ne2 when returning from the state to the transmission state are calculated. For this reason, the engine speed can be accurately predicted even if the clutch device 12 is disconnected while the engine 10 is rotating down.

  The engine rotation speed when the clutch device 12 returns from the disconnected state to the transmission state can be predicted from the engine rotation speed and the gear rotation speed before returning to the transmission state. Therefore, based on the detected value Ne of the engine speed before returning to the transmission state and the gear rotation speed Ng, the estimated value Ne ′ of the engine speed when the clutch means returns from the disconnected state to the transmission state is calculated. Thus, it is possible to suitably calculate the rotation prediction value. Note that the first rotation predicted value Ne1 may be used as the engine rotation speed before returning to the transmission state, instead of the detection value Ne.

  When the clutch device 12 is in the transmission state, the crankshaft 11 and the input gear rotate together, so that the gear rotation speed is equal to the engine rotation speed. That is, the predicted gear value Ng in the shut-off state can be calculated using the detected value Ne or the predicted value Ne1 of the engine speed when the transmission state is changed to the shut-off state as an initial value.

  Since the loss energy due to the friction acting on the input gear increases as the duration time, which is the time from the transition to the shut-off state and the return to the transmission state thereafter, increases in this embodiment, the rotational speed is reduced. The gear predicted value Ng is calculated. As a result, the predicted gear value Ng can be calculated more accurately, and as a result, the accuracy of the estimated value Ne ′ of the engine speed and the predicted value Ne2 of the engine speed can be further improved.

  The rotational speed of the crankshaft 11 when returning from the shut-off state to the transmission state can be calculated based on the sum of rotational energy acting on the crankshaft 11 and the input gear in the shut-off state. The rotational energy acting on the crankshaft 11 and the input gear in the shut-off state is proportional to the square value of each rotational speed, and is proportional to the inertia acting on the crankshaft 11 and the input gear. Therefore, the rotational energy acting on the crankshaft 11 calculated from the rotational speed of the crankshaft 11 and the inertia Je acting on the crankshaft 11, and the input gear calculated from the rotational speed of the input gear and the inertia Jg acting on the input gear. The rotation estimated value Ne ′ is calculated on the basis of the rotational energy acting on. Thereby, the precision of the rotation estimated value Ne 'and the second rotation predicted value Ne2 can be further improved.

  In the rotation fluctuation period determined based on the combustion of the engine 10, the engine torque Te (instantaneous torque) varies according to the rotation position. In this case, by using the initial rotation detection value in each rotation fluctuation period and the tendency of torque fluctuation at each crank angle position in the rotation fluctuation period, the first rotation predicted value for each predetermined interval in the rotation fluctuation period is obtained. Calculation is possible. Further, when a clutch operation occurs during the rotation descent period, the second rotation predicted value Ne2 is temporarily used instead of the first rotation predicted value Ne1, but immediately after that, the next rotation fluctuation period. Similarly, the first rotation predicted value Ne1 cannot be used in the period until the time becomes.

  In this regard, until the next rotation fluctuation period, the first rotation predicted value Ne1 is corrected based on the difference (ΔNe) between the first rotation predicted value Ne1 and the rotation estimated value Ne ′ at the time of return to the transmission state. Thus, the second rotation predicted value Ne2 is calculated, so that an appropriate rotation prediction can be performed immediately after the clutch operation.

  It is assumed that the engine torque Te acting on the crankshaft 11 is constant if the rotation angle position determined by the piston position is the same during the rotation descent period. Under the assumption, the first rotation predicting means sets a period of increase / decrease of the instantaneous rotation speed accompanying the increase / decrease change in the volume of the combustion chamber of the engine 10 (180 ° CA in this embodiment) as the rotation fluctuation period. Based on the engine rotational speed in the previous rotational fluctuation period, the engine rotational speed (instantaneous rotational speed) in the subsequent rotational fluctuation period is predicted. More specifically, the engine torque Te at each crank angle position is calculated using the detected value of the engine rotation speed at each crank angle position, and the calculated value (history value) of the engine torque Te is used at the same crank angle position. A predicted value of the engine rotation speed (first rotation predicted value Ne1) is calculated.

  Here, when the clutch device 12 returns from the disconnected state to the transmitting state, the energy acting on the crankshaft 11 changes discontinuously. That is, it is assumed that the engine torque Te acting on the crankshaft 11 is constant at the rotation angle position determined by the piston position in one cycle of the rotation fluctuation period including the time point when the depression operation of the clutch pedal 17 occurs. Disappear. For this reason, if the predicted rotation value is calculated using the engine torque Te calculated in one cycle of the rotation fluctuation period including the time point when the depression operation of the clutch pedal 17 occurs, the calculation accuracy of the first predicted rotation value Ne1 decreases. To do.

  Therefore, in this embodiment, instead of the history value (previous value) of the engine torque Te calculated in one cycle of the rotation fluctuation period including the time point when the depression operation of the clutch pedal 17 occurs, the depression of the clutch pedal 17 is released. The first rotation predicted value Ne1 is calculated based on the history value (previous value) of the engine torque Te calculated before the operation occurs.

  In the disconnected state, the input gear is separated from the crankshaft 11 and rotates. In the transmission state, the crankshaft 11 and the input gear rotate as a unit. For this reason, the inertia acting on the crankshaft 11 in the shut-off state is reduced by the inertia of the input gear compared to the inertia acting on the crankshaft 11 in the transmission state. Therefore, as the value of the inertia J acting on the crankshaft 11 in the shut-off state, the first rotation predicted value Ne1 is obtained by using the value Je obtained by subtracting the inertia of the input gear from the inertia J = Je + Jg acting on the output shaft in the transmission state. By calculating, it becomes possible to calculate the predicted value Ne1 more accurately. In the present embodiment, the engine torque used for calculating the predicted rotation value is also input from the inertia J = Je + Jg acting on the output shaft in the transmission state as the value of the inertia J acting on the crankshaft 11 in the shut-off state. The value Je subtracted by the gear inertia is used.

  By using the first rotation predicted value Ne1, the rotation estimated value Ne ′, and the second rotation predicted value Ne2 calculated by the rotation speed prediction process in the embodiment, the difference between the rotation speed predicted value and the actual value can be reduced. it can. Therefore, when the automatic restart is performed during the rotation descent period, the first rotation estimated value Ne1, the estimated rotation value Ne ′, the second estimated rotation value Ne2, and the pinion 41 in the state in which the pinion 41 is rotated are ring gears. In the system that engages the pinion 41 on the basis of a predetermined meshing rotation speed meshed with the gear 18, the restart can be suitably performed.

(Other embodiments)
In the above-described embodiment, when the clutch device 12 returns from the disconnected state to the transmission state during the period in which the engine rotational speed decreases due to the automatic stop of the engine 10, the estimated value Ne ′ of the engine rotational speed and the second predicted rotational value Ne2 was calculated using Equation (2). In other words, the estimated value Ne ′ and the second estimated rotation value Ne2 are calculated using the predicted value Ne1 of the engine speed or the detected value Ne of the engine speed, the predicted gear value Ng, and the inertia Je, Jg. This may be changed. For example, the estimated value Ne ′ and the second rotation predicted value Ne2 may be calculated without using any of the gear predicted value Ng and the inertia Je and Jg. Specifically, when the clutch device 12 returns from the disengaged state to the transmission state, an estimated value Ne ′ is calculated by adding a predetermined value to the predicted value Ne1 of the engine rotation speed, and the estimated value Ne It is good also as a structure which calculates 2nd rotation estimated value Ne2 based on '.

  Further, the estimated value Ne ′ and the second rotation predicted value Ne2 may be calculated without using the inertias Je and Jg. Specifically, the estimated value Ne ′ is calculated by adding a value obtained by multiplying the detected value Ne of the engine rotational speed or the difference between the predicted value Ne1 and the gear rotational speed Ng to a predetermined ratio to the first rotational predicted value Ne1. The second rotation predicted value Ne2 may be calculated based on the estimated value Ne ′.

  The energy loss acting on the input gear may be regarded as extremely small, and the gear rotation speed Ng in the disconnected state may be constant. That is, the engine rotation speed Ne at time T2 in FIG. 4 is regarded as the gear rotation speed Ng at time T3, and the engine rotation speed when the clutch device 12 returns from the disconnected state to the transmission state using the gear rotation speed Ng. The estimated value Ne ′ may be calculated.

  -Instead of the history value (previous value) of the engine torque Te calculated in one cycle of the rotation fluctuation period including the time point when the depression operation of the clutch pedal 17 occurs, the calculation is performed before the depression operation of the clutch pedal 17 occurs. The first rotation predicted value Ne1 is calculated on the basis of the history value (previous value) of the engine torque Te. Here, instead of the history value (previous value) of the engine torque Te, the engine calculated before the depression of the clutch pedal 17 is performed, that is, the engine calculated in the state where the clutch device 12 is in the transmission state. The first rotation predicted value Ne1 may be calculated based on the history value of the torque Te. The first rotation predicted value Ne1 after the clutch device 12 is returned to the transmission state is calculated by using the history value of the engine torque Te calculated in the state where the clutch device 12 is in the transmission state. Can be improved.

  When the clutch device 12 is changed from the transmission state to the cutoff state, the predicted values Ne1 and Ne2 of the engine rotation speed and the engine torque Te may be calculated on the assumption that the inertia J acting on the crankshaft 11 does not change.

  A rotation speed sensor is provided in the transmission 13, the rotation speed of the input gear is detected by the sensor, and the detected value is used to predict the engine rotation speed when the clutch device 12 returns from the disconnected state to the transmission state. It may be configured to calculate the value Ne2.

  In the above embodiment, a transmission having a constantly meshing structure is used as the transmission 13, but it is sufficient that the power is cut off between the transmission input shaft 21 and the transmission output shaft 23 in the neutral state. Other structures such as a synchronous meshing type may be used.

  In the above embodiment, the starter device 40 having the pinion drive relay 49 that controls energization / non-energization of the coil 48 and the motor drive relay 44 that controls energization / non-energization of the motor 42 is applied to the present invention. Although described, the configuration of the starter device 40 that can independently control the movement of the pinion 41 and the rotation of the motor 42 is not limited to the above. For example, a conventional starter device provided with a relay for controlling motor energization may be applied to the present invention. Specifically, in the starter device 40 of FIG. 3, instead of the motor drive relay 44, a contact for energizing the motor is provided at the end of the plunger opposite to the lever, and the motor 42, the battery 46, In the meantime, the present invention is applied to a configuration in which a relay for motor conduction control that can be switched on / off based on a control signal from the ECU 30 is provided. Even in this configuration, the pinion drive relay 49 and the motor energization control relay are individually controlled, so that the meshing operation of the pinion 41 and the ring gear 18 and the rotation operation of the motor 42 can be controlled independently. It is.

  -Although the engine control system of this embodiment is applied to a 4-cylinder engine, the number of cylinders is not limited, For example, you may apply to a 6-cylinder engine.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Crankshaft (output shaft), 12 ... Clutch apparatus (clutch means), 13 ... Transmission, 23 ... Transmission output shaft (output part), 30 ... ECU (automatic stop means, restart means, rotation) Speed calculation means, first prediction means, second prediction means), 53... Crank angle sensor (rotation sensor), 131 to 135.

Claims (9)

A clutch for transmitting and shutting off power between the engine (10), the transmission (13), and the output shaft (11) of the engine and the input gears (131 to 135) of the transmission according to an operation by a driver Means (12),
When the clutch means is in the transmission state, the input gear of the transmission rotates integrally with the output shaft, and when the clutch means is in the disconnected state, the input gear of the transmission is disconnected from the output shaft. Rotate
The transmission is applied to a vehicle in which transmission of power between the input gear and the output part (23) of the transmission is released in a neutral state.
Automatic stop means for automatically stopping the engine on the condition that the transmission is in the neutral state and the clutch means is shifted from a disengaged state to a transmission state;
Restarting means for automatically restarting the engine on the condition that a transition from the transmission state of the clutch means to the cutoff state has occurred during the automatic stop of the engine;
A rotation speed calculation means for calculating a rotation detection value as an engine rotation speed based on a detection signal of a rotation sensor (53) for detecting rotation of the output shaft;
A first prediction means for calculating a predicted rotation value that is a predicted value of the engine rotation speed based on the plurality of rotation detection values that are moved back and forth in time series in a rotation descent period in which the engine rotation speed decreases with the automatic stop;
During the rotation descent period, when the clutch means shifts to the disconnected state and then returns to the transmission state, the predicted rotation value is calculated based on the rotation states of the output shaft and the input gear in the disconnected state. An idling stop control device comprising: a second prediction unit. The second prediction means includes
When the clutch means returns from the disengaged state to the transmission state, any of the rotation detection value calculated by the rotation speed calculation means and the rotation prediction value calculated by the first prediction means before returning to the transmission state. And the gear rotation speed that is the rotation speed of the input gear before returning to the transmission state, as the rotation states of the output shaft and the input gear,
The idling stop control device according to claim 1, wherein the predicted rotation value when the clutch means is returned from the disengaged state to the transmitting state is calculated based on the rotational state.   The rotation detection value calculated by the rotation speed calculation means when the clutch means shifts to the disengaged state, and the rotation calculated by the first prediction means when the clutch means similarly shifts to the disengagement state. The idling stop control device according to claim 2, further comprising gear rotation speed calculation means for calculating the gear rotation speed before the clutch means returns to the transmission state based on any one of predicted values.   4. The idling according to claim 3, wherein the gear rotation speed calculation means calculates the gear rotation speed based on an interruption continuation time until the clutch means shifts from the transmission state to the interruption state and returns to the transmission state. Stop control device. The second prediction means includes
Based on one of the rotation detection value calculated by the rotation speed calculation unit and the rotation prediction value calculated by the first prediction unit and the moment of inertia acting on the output shaft in the disengagement state of the clutch unit. The calculated rotational energy acting on the output shaft;
Similarly, when the clutch means is in the disengaged state, the clutch means is disengaged using the sum of the rotational energy acting on the input gear calculated based on the gear rotation speed and the moment of inertia acting on the input gear. The idling stop control device according to any one of claims 2 to 4, wherein the predicted rotation value when returning from a state to a transmission state is calculated. The rotation speed calculation means calculates an instantaneous rotation speed as the rotation detection value at a predetermined interval in a rotation fluctuation period corresponding to one cycle of the rotation fluctuation based on the volume change of the combustion chamber of the engine,
The first prediction means calculates the predicted rotation value at each predetermined interval in the current rotation fluctuation period using the rotation detection value at the same rotation position in the previous rotation fluctuation period,
The second prediction means includes
When the clutch means is returned from the disengaged state to the transmission state, either the rotation detection value calculated by the rotation speed calculation means or the rotation prediction value calculated by the first prediction means, and the second prediction Calculating a difference from the rotation predicted value calculated by the means;
The rotation that has been calculated by the first predicting means for the rotation variation period based on the calculated difference until the next rotation variation period is included in the rotation variation period that is included at the time when the state is returned to the transmission state. The idling stop control device according to claim 1, wherein the rotation predicted value is calculated by correcting a predicted value. The rotation speed calculation means calculates an instantaneous rotation speed as the rotation detection value at a predetermined interval in a rotation fluctuation period corresponding to one cycle of the rotation fluctuation based on the volume change of the combustion chamber of the engine,
The first prediction means includes
The rotation prediction value for each predetermined interval in the current rotation fluctuation period is calculated using the rotation detection value at the same rotation position in the previous rotation fluctuation period,
When the previous rotation fluctuation period includes a time point at which the clutch means is returned from the disconnected state to the transmission state, the previous rotation change period is replaced with the rotation detection value at the predetermined interval. Based on the rotation detection value for each predetermined interval in the rotation fluctuation period before the rotation fluctuation period, the predicted rotation value for the current rotation fluctuation period is calculated for each predetermined interval. The idling stop control device according to any one of claims 1 to 6. The first prediction means includes
In addition to the plurality of rotation detection values moving back and forth in the time series, the rotation prediction value is calculated based on the moment of inertia acting on the output shaft,
Using the value obtained by subtracting the moment of inertia of the input gear of the transmission from the moment of inertia acting on the output shaft in the transmission state as the value of the moment of inertia acting on the output shaft in the disconnected state of the clutch means, The idling stop control device according to any one of claims 1 to 7, wherein the predicted rotation value in the disengaged state of the clutch means is calculated. A starter (40) having a pinion (41) meshing with the ring gear by moving toward the ring gear (18) provided on the output shaft and a motor (42) for rotating the pinion is used. Applied to idling stop control system,
The restarting means, when performing the automatic restart during the rotation descent period, the rotation prediction value calculated by the first prediction means and the second prediction means, respectively, and the pinion in a rotated state The idling stop control device according to any one of claims 1 to 8, wherein the pinion is engaged based on a predetermined meshing rotation speed for meshing the pinion with the ring gear.

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