JP2016035212A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device capable of more reliably suppressing shift shock even if one-position skip shifting is implemented.SOLUTION: Demarcation lines X1 to X4 separating determination areas A1 to A5 for determining a gear position are located between a synchronous rotating speed line having, as an inclination, a value proportional to a gear ratio of a low-speed gear position and a synchronous rotational speed line having, as an inclination, a value proportional to a gear ratio of the high-speed gear position out of two gear positions corresponding to the separated two determination areas and set to a lower velocity side than a line connecting vehicle average values on these synchronous rotating speed lines at the same engine rotating speed and to a higher velocity side than the synchronous rotating speed line of the low-speed gear position.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an engine control device connected to a stepped transmission via a clutch.

  2. Description of the Related Art Conventionally, it is known that so-called shift assist control is performed in a vehicle having an engine connected to a stepped transmission via a clutch in order to suppress a shock that occurs during a shift, that is, a shift shock.

  That is, in general, at the time of shifting, the gear stage is changed after the connection between the stepped transmission and the engine is interrupted by the clutch, and then the stepped transmission and the engine are connected again. At the time of connection, if the rotation speed on the stepped transmission side and the rotation speed of the engine are not synchronized, vibration (shift shock) occurs in the vehicle. In order to suppress this shift shock, for example, control as disclosed in Patent Document 1 is performed.

  Specifically, in Patent Document 1, when the transmission and the engine are shut off by the clutch, the gear stage after the shift is predicted based on the gear stage immediately before the shut-off, and the engine speed is determined after the predicted shift. A throttle valve is controlled so that the engine speed corresponds to the gear stage.

JP-A-9-68063

  According to the device disclosed in Patent Document 1, since the engine speed is controlled to the speed corresponding to the gear stage after the shift, it is possible to suppress the difference between these speeds when the transmission and the engine are connected. And the shift shock can be reduced.

  However, since the apparatus of Patent Document 1 does not take into account the one-step skipping shift, when the one-step skipping shift is performed, the engine speed is made to coincide with the speed on the transmission side after the shift. There is a problem that the shift shock cannot be suppressed. That is, depending on the driver or the like, there is a case where a shift of one step is performed such as 1st to 3rd, 2nd to 4th, and in this case, shift assist control according to the device of Patent Document 1 is performed. Then, the engine speed is different from the gear stage after the shift (the gear stage on the second high speed side of the gear stage before the start of the shift) (the gear stage on the first high speed side of the gear stage before the start of the shift). Since the corresponding value is maintained, a shift shock occurs.

  The present invention has been made in view of this point, and provides an engine control device that can more reliably suppress a shift shock even when a one-step skip shift is performed.

  In order to solve the above problems, the present invention provides a control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch that connects and disconnects the transmission and the engine. The connection state between the stepped transmission and the engine is determined, and when shifting from the state where the stepped transmission and the engine are connected to each other to the disconnected state, it is determined that the shift is started, and the stepped transmission is performed. A shift state determining means for determining that the shift is completed when the machine and the engine are connected to each other, a gear stage estimating means for estimating a shift stage that realizes a shift relationship between the engine speed and the vehicle speed, and the shift end A post-shift gear stage estimation means for estimating the post-shift gear stage, and the engine speed synchronized with the stepped transmission at the end of the shift, and this estimated value is used as the target engine speed. The target engine speed is determined so that the target engine speed is equal to the target engine speed during the period from when it is determined that the shift is started by the shift speed determining unit and the shift state determining unit. And a gear speed estimating means for controlling the gear at the start of the shift based on the engine speed and the vehicle speed when the shift state determining means determines that the shift is started. The post-shift gear stage estimating means estimates the first gear stage on the high speed side of the estimated shift start gear stage as the post-shift gear stage, and the target rotational speed is estimated. The number determining means determines the target rotational speed based on the estimated post-shift gear stage and the vehicle speed when it is determined that the shift is started by the shift state determining means, and the gear stage estimating means The engine speed and the vehicle speed are estimated according to which of the determination regions set in advance for each gear stage, and a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed is estimated. The engine speed and the vehicle speed are partitioned by a boundary line set so as to increase in proportion, and the boundary line has two gear stages respectively corresponding to the two determination areas partitioned by the boundary line. Is located between the synchronous rotational speed line whose slope is a value proportional to the gear ratio of the low speed side gear stage and the synchronous rotational speed line whose slope is a value proportional to the gear ratio of the high speed side gear stage. , The lower vehicle speed side than the line connecting the average values of the vehicle speeds on these synchronous rotation speed lines at the same engine rotation speed, and the higher vehicle speed side than the synchronous rotation speed line of the low speed side gear stage. An engine control apparatus characterized by being set is provided (claim 1).

  According to the present invention, in both cases of shifting up by one step and shifting up by one step, the engine speed can be made to synchronize with the transmission after shifting. In either case, the control shift shock can be kept small.

  Specifically, in the present invention, the boundary line of the determination region that specifies the gear stage is on the lower vehicle speed side than the line passing through the center of the synchronous rotation speed line of the adjacent gear stage (the center of the vehicle speed at the same engine speed). Is set to Therefore, even when the engine speed and vehicle speed at the start of the shift are between the center of the synchronous speed line of the adjacent gear stage and the synchronous speed line of the low speed gear stage, When the vehicle speed of the vehicle is higher, that is, when the driver is accelerating suddenly to shift up one step, the gear at the start of shifting is the higher gear ( Since the gear stage on the high speed side is set as the gear stage after the shift, the gear stage after the shift is set to the high speed side skipped by the first speed. It is possible to cope with a shift up of the first speed skip. In addition, when the vehicle speed at the start of the shift is relatively low and the driver is assumed to shift up one step at a time, it is determined that the gear at the start of the shift is the low gear. Since the gear stage after the shift is set to a gear stage on the high speed side of the low speed side gear stage, it is possible to cope with a normal shift up by one stage.

  The present invention also provides a control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch that connects and disconnects the transmission and the engine, the stepped transmission and the engine. And determining that a shift has been started when shifting from a state in which the stepped transmission and the engine are connected to each other to a disconnected state, the stepped transmission and the engine A shift state determining means for determining that the shift is completed when the connected state is restored, a gear stage estimating means for estimating a gear stage for realizing a shift relationship between the engine speed and the vehicle speed, and a gear stage at the end of the shift. The post-shift gear stage estimation means for estimating the post-shift gear stage, and the target speed for estimating the engine speed synchronized with the stepped transmission at the end of the shift and determining this estimated value as the target speed A speed control for controlling the engine speed so that the target speed is reached after the determination means and the shift state determination means determine that the shift is started and until it is determined that the shift is completed. And the gear stage estimation means is based on the engine speed and the vehicle speed when the shift state is determined to be started by the shift state determination means, and is the gear stage at the start of the shift. The post-shift gear stage estimating means estimates the gear stage on the high speed side of the estimated shift start gear stage as the post-shift gear stage, and the target rotational speed determining means The target speed is determined on the basis of the post-shift gear stage and the vehicle speed when it is determined that the shift is started by the shift state determining means, and the gear stage estimating means Depending on whether the vehicle speed is included in a predetermined determination region for each gear step, a gear step that realizes the speed change relationship between the engine speed and the vehicle speed is estimated. And the vehicle speed are partitioned by a boundary line set so as to increase proportionally, and the boundary line is a low speed side of two gear stages respectively corresponding to the two determination regions partitioned by the boundary line Is located between a synchronous rotational speed line whose slope is a value proportional to the gear ratio of the gear stage and a synchronous rotational speed line whose slope is a value proportional to the gear ratio of the gear stage on the high speed side, at the same vehicle speed. It is set on the lower vehicle speed side than the line connecting the average values of the engine rotation speeds on these synchronous rotation speed lines, and on the higher vehicle speed side than the synchronous rotation speed line of the low speed side gear stage. A characteristic engine control device is provided (claim 2).

  Also according to the present invention, the boundary line of the determination region that specifies the gear stage at the start of shifting is lower than the line passing through the center of the synchronous rotation speed line of the adjacent gear stage (the center of the engine rotation speed at the same vehicle speed). Is set to Therefore, even when the engine speed and vehicle speed at the start of the shift are between the center of the synchronous speed line of the adjacent gear stage and the synchronous speed line of the low speed gear stage, When the vehicle speed of the vehicle is higher, that is, when the driver is accelerating suddenly to shift up one step, the gear at the start of shifting is the higher gear ( Since the gear stage on the high speed side is set as the gear stage after the shift, the gear stage after the shift is set to the high speed side skipped by the first speed. It is possible to cope with a shift up of the first speed skip. In addition, when the vehicle speed at the start of the shift is relatively low and the driver is assumed to shift up one step at a time, it is determined that the gear at the start of the shift is the low gear. Since the gear stage after the shift is set to a gear stage on the high speed side of the low speed side gear stage, it is possible to cope with a normal shift up by one stage.

  In the present invention, when it is determined by the shift state determining means that the reconnection between the stepped transmission and the engine has started, the gear position estimating means determines the engine speed and vehicle speed after the start of the reconnection. The post-shift gear stage estimation means re-estimates the estimated gear stage after the start of reconnection as the post-shift gear stage, and the target rotational speed determination means It is preferable to re-determine the target rotational speed based on the estimated post-shift gear stage and the vehicle speed after the start of reconnection.

  In this configuration, the post-shift gear stage is re-estimated even after reconnection between the stepped transmission and the engine is started. For this reason, if the post-shift gear stage estimated as the gear stage on the high speed side of the gear stage at the start of the shift is different from the actual gear stage after the shift, that is, when the reconnection is completed, the engine speed at the beginning of the shift is Even if it is not controlled to the rotational speed corresponding to the actual gear stage, the post-shifting gear stage can be corrected to a gear stage closer to the actual gear stage after the start of the reconnection and the target rotational speed can be set. The engine speed can be reset to the actual gear stage, and the engine speed is controlled to the speed corresponding to the actual gear stage after the reconnection is started until the reconnection is completed. Since it can be corrected, it is possible to more reliably suppress the shift shock that occurs when the reconnection is completed.

  In particular, since the boundary line of the determination area for identifying the gear stage is set as described above, the actual gear stage after the reconnection is the gear stage on the high speed side earlier after the start of the reconnection. Therefore, it is possible to more reliably avoid the occurrence of a shift shock at the time of step-up shift up.

  In the above configuration, the gear stage estimation means continuously estimates the gear stage after the shift state determination means determines that the reconnection is started and until it is determined that the reconnection is completed. Preferably, the post-shift gear stage estimation means continues to re-estimate the post-shift gear stage, and the target rotational speed determination means continues to redetermine the target rotational speed (claim 4).

  In this way, the actual gear stage after the shift can be estimated more correctly, and the engine speed can be controlled to a speed corresponding to the actual gear stage. It can be avoided reliably.

  In the present invention, the gear stage estimation is performed during a period from when it is determined that the reconnection between the stepped transmission and the engine is started by the shift state determination means until the reconnection is completed. The means estimates the gear stage at each time based on the engine speed and the vehicle speed at each time, and the post-shift gear stage estimation means determines that the estimated gear stage at each time is the gear stage at the start of the shift. If the estimated gear position at each time is re-estimated as the post-shifting gear stage, and the post-shifting gear stage is re-estimated. Preferably, the target rotational speed determination means re-determines the target rotational speed based on the re-estimated post-shift gear stage and the vehicle speed at each time (Claim 5).

  Even in such a configuration, after it is determined that the connection between the stepped transmission and the engine has been released and until the reconnection is completed, the post-shift gear stage has the vehicle speed and the engine at each time. Since the speed is re-estimated based on the rotational speed, the post-shifting gear stage can be corrected to a gear stage closer to the actual gear stage, and the engine is connected between the start of the reconnection and the completion of the reconnection. The rotational speed can be controlled again to the rotational speed corresponding to the actual gear stage. Therefore, it is possible to more reliably suppress a shift shock that occurs when reconnection is completed. In particular, since the boundary line of the determination area for identifying the gear stage is set as described above, the actual gear stage after the reconnection is the gear stage on the high speed side earlier after the start of the reconnection. Therefore, it is possible to more reliably avoid the occurrence of a shift shock at the time of step-up shift up.

  As described above, according to the present invention, it is possible to suppress the shift shock to be small both when the shift is performed one step at a time and when the shift of one step is performed.

1 is a diagram showing an outline of a vehicle to which an engine control device according to an embodiment of the present invention is applied. It is a figure which shows the control block which concerns on the control apparatus of the engine which concerns on embodiment of this invention. It is the flowchart which showed the control procedure of shift assist control. It is the flowchart which showed the control procedure of the rotation speed of an engine. It is a figure for demonstrating the determination area | region which concerns on 1st Embodiment. It is a figure for demonstrating the determination area | region which concerns on 2nd Embodiment. It is the figure which showed the change of each parameter at the time of the speed change which concerns on 3rd Embodiment. It is the figure which showed the change of each parameter at the time of the speed change which concerns on the modification of 4th Embodiment.

  Hereinafter, an engine control apparatus 1 according to an embodiment of the present invention will be described with reference to the drawings.

(1) Overall Configuration FIG. 1 is a schematic diagram showing a vehicle to which an engine control device 1 is applied.

  The engine 2 shown in FIG. 1 is an engine mounted on a vehicle as a driving source for traveling. FIG. 1 shows an in-line four-cylinder direct injection engine as the engine 2. As shown in FIG. 1, the engine 2 discharges exhaust gas generated in the engine body 20, an engine body 20 in which a plurality of cylinders are formed, an intake passage 21 for introducing air into the engine body 20. The exhaust passage 22 is provided. The engine body 20 is supplied with ignition energy by spark discharge to an injector (see FIG. 2) 23 for injecting fuel into each cylinder, and to a mixture of fuel and air injected from the injector 23. An ignition plug 29 for burning the air-fuel mixture is provided for each cylinder.

  The intake passage 21 includes four independent intake passages 21a communicating with each cylinder, a surge tank 21b commonly connected to the upstream end of each independent intake passage 21a, and one upstream extending from the surge tank 21b. And an intake pipe 21c. An openable and closable throttle valve 25 for adjusting the flow rate of intake air introduced into the engine body 20 is provided in the middle of the intake pipe 21c.

  A clutch 4, a transmission (stepped transmission) 5, and a differential 6 are interposed between the engine 2 and the wheel 3 configured as described above, and a driving force generated by the engine 2. Is transmitted to the wheel 3 via these.

  The transmission 5 is a stepped transmission. In this embodiment, a five-speed transmission having five gears is used as the forward gear. That is, the transmission 5 includes an input shaft 5a to which the driving force of the engine 2 is input, and an output shaft 5b that outputs the driving force to the wheel 3 side, and between the input shaft 5a and the output shaft 5b. Have five gears with different gear ratios. The transmission 5 is also provided with a rear gear. The transmission 5 is a manual transmission, and the gear stage is changed by a driver operating a shift lever (not shown).

  The clutch 4 connects and disconnects the engine 2 and the transmission 5. The clutch 4 has a clutch plate 4a connected to the output shaft of the engine 2 and a clutch plate 4b connected to the input shaft 5a of the transmission 5, and the clutch plates 4a and 4b are in pressure contact with each other. And the connection state of the engine 2 and the transmission 5 is changed by switching to the separated state. The clutch 4 changes the connection state between the engine 2 and the transmission 3 according to the operation of the clutch pedal 11 by the driver. Specifically, when the clutch pedal 11 is depressed (clutch cut), the clutch plates 4a and 4b are separated to disconnect the connection state between the engine 2 and the transmission 5, and the clutch pedal 11 is depressed. When the operation is released, the clutch plates 4a and 4b are pressed to bring the engine 2 and the transmission 5 into a connected state.

  The differential 6 distributes the driving force transmitted from the transmission 5 to the left and right wheels 3 and 3. The differential 6 includes a final reduction gear 6a, and the driving force transmitted from the transmission 5 is transmitted to the wheels 3 and 3 after being decelerated by the final reduction gear 6a.

  Further, an alternator 30 that is driven by the engine 2 to generate electric power is connected to the engine 2 via a winding transmission member such as a belt.

(2) Control system (2-1) Overview The control system of the engine 2 will be described. In this embodiment, each part of the engine is centrally controlled by an ECU (engine control unit) 50 shown in FIGS. 1 and 2. As is well known, the ECU 50 is a microprocessor including a CPU, a ROM, a RAM, and the like.

  The engine 2 and the vehicle are provided with a plurality of sensors for detecting the state quantities of the respective parts, and information from each sensor is input to the ECU 50.

  For example, the engine body 20 is provided with a crank angle sensor SN1 that detects the engine speed. Specifically, the crank angle sensor SN1 detects the rotation angle and rotation speed of the crankshaft, and the engine speed is specified based on the rotation speed of the crankshaft detected by the crank angle sensor SN1. Is done.

  The vehicle is provided with a vehicle speed sensor SN2 that detects the vehicle speed. Specifically, the vehicle speed sensor SN2 detects the rotation speed of the output shaft 5b of the transmission 5, and the wheel speed is determined based on the rotation speed of the output shaft 5b of the transmission 5 detected by the vehicle speed sensor SN2. 3 and the vehicle speed are specified.

  The vehicle is also provided with a clutch stroke sensor SN3 that detects the amount of depression of the clutch pedal 11, and an accelerator sensor SN4 that detects the opening (accelerator opening) of the accelerator pedal 12 operated by the driver.

  In the present embodiment, the clutch stroke sensor SN3 outputs a signal corresponding to the depression amount of the clutch pedal 11. In the present embodiment, the clutch stroke sensor SN3 does not output a signal when the clutch pedal 11 is not depressed (output value 0), and is proportional to the depression amount when the clutch pedal 11 is depressed. Use one that outputs increasing values.

  The ECU 50 is electrically connected to the sensors SN1 to SN4, and based on signals input from the sensors, the above-described various information (engine speed, vehicle speed, depression state of the clutch pedal, accelerator opening) To get.

  The ECU 50 controls each part of the vehicle while executing various determinations and calculations based on the input signals from the sensors SN1 to SN4. For example, the ECU 50 is electrically connected to the injector 23, the throttle valve 25, and the spark plug 29, and outputs a drive control signal to each of these devices based on the result of the above calculation.

(2-2) Flow of shift assist control In the present vehicle, the ECU 50 performs shift assist control for suppressing a shift shock that may occur during a shift. An outline of shift assist control by the ECU 50 will be described with reference to a flowchart of FIG.

  First, in step S1, it is determined whether or not shifting has been started. This determination is repeated until the determination result is YES and it is determined that the shift is started.

  If the determination in step S1 is YES and it is determined that the shift is started, the gear stage at the start of the shift is estimated in step S2. Next, in step S3, the gear stage after the shift is estimated. Thereafter, in step S4, the engine speed synchronized with the transmission in the gear stage after the speed change is determined as the target speed. Next, in step S5, each part of the engine is controlled so that the engine speed becomes the target speed. Details of the control of the engine speed will be described later.

  Next, in step S6, it is determined whether or not the shift has been completed. If the determination in step S6 is YES and it is determined that the shift has been completed, the process proceeds to step S8, and the control for setting the engine speed to the target speed, that is, shift assist control is stopped. Specifically, the control for changing the opening of the throttle valve, the fuel injection amount, and the ignition timing so that the engine speed is the target speed is stopped. On the other hand, if the determination in step S6 is no, the process returns to step S5. That is, step S5 is performed until the determination in step S6 is YES.

  Next, a detailed procedure for controlling the engine speed in step S5 will be described with reference to FIG. This control is performed by a later-described rotation speed control unit 54 that is functionally included in the ECU 50.

  First, in step S21, a deviation between the target engine speed determined in step S4 and the actual engine speed (hereinafter referred to as the actual engine speed as appropriate), that is, a value obtained by subtracting the actual engine speed from the target engine speed. A certain rotation speed deviation is calculated.

  Next, in step S22, the engine speed increase / decrease rate that is increased / decreased per unit time is set. Specifically, a value obtained by multiplying the target rotational speed deviation calculated in step S22 by a preset control gain is calculated as the rotational speed increase / decrease rate.

  Next, in step S23, a torque increase / decrease amount required to increase the engine speed by the speed increase / decrease rate is calculated. Specifically, the ECU 50 stores a map of the increase / decrease amount of the required torque with respect to a preset rotation speed increase / decrease rate. From this map, the required torque corresponding to the rotation speed increase / decrease rate set in step S22 is stored. Increase / decrease amount is extracted.

  Next, in step S24, a rotation speed maintenance torque that is an engine torque necessary to maintain the current engine rotation speed is calculated. Specifically, the ECU 50 stores a map of preset engine speed and rotation speed maintenance torque, and a value corresponding to the actual engine speed is extracted from this map.

  Next, in step S26, a target torque for engine speed, which is an engine torque required to increase / decrease the engine torque by the required torque increase / decrease amount calculated in step S23 while maintaining the engine speed at the current value, is calculated. Is done. Specifically, a value obtained by adding the rotation speed maintenance torque calculated in step S24 and the necessary torque increase / decrease amount calculated in step S23 is calculated as the rotation speed target torque.

  Next, in step S26, a target torque for power generation necessary for driving the alternator 30 is calculated. The alternator 30 is driven to generate the required power generation amount from various electric devices, and the torque necessary for driving the alternator 30 is determined based on this power generation amount. In this embodiment, the ECU 50 stores a map of a preset power generation amount of the alternator 30 and an engine torque necessary for causing the alternator 30 to generate this power generation amount. Torque to be extracted.

  Next, in step S27, the target engine output is calculated. In the present embodiment, the power generation target torque calculated in step S26 is added to the rotation speed target torque calculated in step S25, and the mechanical resistance torque generated by the engine rotation is further added to this total value. Necessary required torque is calculated, and a target engine output is obtained by adding a pumping loss amount to the engine output necessary to obtain the final required torque.

  Next, in step S28, based on the target engine output calculated in step S27, a target air amount and an ignition timing for outputting the target engine output are determined, and the determined target air amount is supplied to the engine 2. The opening of the throttle valve is determined. Further, the fuel injection amount is determined based on the target air amount.

  In step S29, the throttle valve 25, the injector 23, and the spark plug 29 are controlled so that the throttle valve opening, the fuel injection amount, and the ignition timing determined in step S28 are obtained.

(2-3) Description of Each Part Related to Shift Assist Control The ECU 50 includes, as specific functional elements related to the shift assist control, a shift state determination unit (shift state determination unit) 51, a gear stage estimation unit (gear stage estimation unit). 52, a post-shift gear stage estimation unit (post-shift gear stage estimation unit) 53, a target revolution number determination unit (target revolution number determination unit) 54, and a revolution number control unit (revolution number control unit) 55.

  The shift state determination unit 51 determines a connection state between the engine 2 and the transmission 5. The shift state determination unit 51 performs the above determination based on the detection signal of the clutch stroke sensor SN3.

  Specifically, the shift state determination unit 51 outputs a signal larger than a predetermined value from the clutch stroke sensor SN3, and the depression amount of the clutch pedal 11 is larger than a first reference amount set in advance by the clutch stroke sensor SN3. When it is detected that the engine 2 and the transmission 5 are disconnected, it is determined that the shift is started. In this embodiment, when the output of the clutch stroke sensor SN3 becomes larger than 0 and the depression amount of the clutch pedal 11 becomes larger than 0, it is determined that the connection is released.

  Further, the shift state determination unit 51 reduces the output value from the clutch stroke sensor SN3 from the maximum value to a predetermined value, and the second reference in which the depression amount of the clutch pedal 11 is preset from the maximum amount by the clutch stroke sensor SN3. When it is detected that the amount has decreased, it is determined that reconnection between the engine 2 and the transmission 5 has started. In the present embodiment, when the output of the clutch stroke sensor SN3 decreases from the maximum value and the depression amount of the clutch pedal 11 decreases from the maximum amount, it is determined that reconnection has been started immediately.

  In addition, after determining that the reconnection is started as described above, the shift state determination unit 51 decreases the output value from the clutch stroke sensor SN3 to a predetermined value, and the clutch stroke sensor SN3 depresses the depression amount of the clutch pedal 11. Is detected to have fallen to a preset third reference amount, it is determined that reconnection between the engine 2 and the transmission 5 has been completed. In this embodiment, when the output of the clutch stroke sensor SN3 decreases to 0 and the depression amount of the clutch pedal 11 becomes 0, it is determined that the reconnection is completed and the shift is completed.

  In the present embodiment, instead of the clutch stroke sensor SN3, a so-called clutch switch that only determines whether or not the amount of depression of the clutch pedal 11 is equal to or greater than a predetermined amount is used, and the amount of depression of the clutch pedal 11 is equal to or greater than a predetermined value. Shift may be started, and it may be determined that the shift has been completed when the state is equal to or greater than a predetermined value and below the predetermined value.

  The gear stage estimation unit 52 estimates a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed.

  The gear stage estimation unit 52 estimates the gear stage depending on whether the vehicle speed Vsp and the engine speed NE are in the preset first determination area A1 to fifth determination area A5 shown in FIG. . Specifically, when the vehicle is in the first determination area A1 shown in FIG. 3, the gear stage is estimated as the first speed, when it is in the second determination area A2, it is the second speed, and when it is in the third determination area A3, it is the third speed. If it is in the fourth determination area, it is estimated as 4th speed, and if it is in the fifth determination area, it is estimated as 5th speed.

  As shown in FIG. 5, the vehicle speed Vsp and the engine speed NE are all assigned to one of the determination areas, and these determination areas are partitioned by first to fourth boundary lines X1 to X4. . Specifically, the first determination area A1 and the second determination area A2 are partitioned by the first boundary line X1, and the second determination area A2 and the third determination area A3 are partitioned by the second boundary line X2. The third determination area A3 and the fourth determination area A4 are partitioned by the third boundary line X3, and the fourth determination area A4 and the fifth determination area A5 are partitioned by the fourth boundary line X4.

  Each of the boundary lines X1 to X4 is proportional to the engine speed and the vehicle speed at a position close to a reference synchronous speed line, which will be described later, of the low-speed gear stage among the two gear stages corresponding to the divided determination areas. The line is set to increase.

  More specifically, each of the boundary lines X1 to X4 is lower than the central lines Y1 to Y4 shown in FIG. It is a line set so as to be on the higher vehicle speed side than L4. The central lines Y1 to Y4 are lines that connect the average values of vehicle speeds on the synchronous rotational speed lines L1 to L5 at the same engine rotational speed and are located at the center of the synchronous rotational speed lines L1 to L5 of adjacent gear stages. is there. And each determination area | region A1-A5 is set to the area | region pinched | interposed by these boundary lines X1-X4. The first determination area A1 that specifies the first speed is set to the entire area on the lower vehicle speed side than the boundary line X1 that divides the first determination area A1 and the second determination area A2. The fifth determination area A5 for specifying the fifth speed is set to the entire area on the higher vehicle speed side than the boundary line X4 that divides the fourth determination area A4 and the fifth determination area A5.

  The reference synchronous rotation speed lines L1 to L5 are lines connecting the reference synchronous rotation speeds at the respective vehicle speeds at the respective gear stages. Specifically, the reference synchronous rotation speed is the reference state of the engine 2 synchronized with the transmission 5 in a reference state in which there is no tire reduction, tire slip, or resistance / mechanical loss in the clutch 4 and the transmission 5 or the like. The number of revolutions. The reference synchronous rotation speed NEs_i (i: gear stage, i = 1 to 5) at each gear stage is set such that the vehicle speed is Vsp, the gear ratio of each gear stage is KGEAR_i (i = 1 to 5), and the final reduction gear 6a. The reduction ratio is FGR, the reference tire diameter is TS, and NEs_i = Vsp × FGR × KGEAR_i × K (K is a constant; hereinafter, this equation is appropriately referred to as equation A), and the reference synchronous rotation speed. Lines L1 to L5 are reference synchronous rotation speed lines that connect the reference synchronous rotation speeds at the 1st to 5th speeds, respectively. That is, the reference synchronous rotation speed lines L1 to L5 are lines that are expressed by applying the gear ratio of each gear stage to the above formula A, and have a slope that is proportional to the gear ratio of each gear stage. .

  In the present embodiment, the boundary lines X1 to X4 are adjacent to each other on the high vehicle speed side in the difference in vehicle speed (difference at the same rotation speed) from the reference synchronous rotation speed lines L1 to L5 adjacent on the low vehicle speed side. It is set to be 1/4 of the difference in vehicle speed from the center lines Y1 to Y4 (difference at the same rotational speed). Specifically, taking the first boundary line X1 as an example, as shown in FIG. 5, a point P1 on the first boundary line X1 and a reference synchronous speed line L1 at the same engine speed as this point P1. At the point Q1 and the point R1 on the central line Y1 at the same engine speed as the points P1 and Q1, the difference between the vehicle speed at the point P1 and the vehicle speed at the point Q1, and the difference between the vehicle speed at the point Q1 and the vehicle speed at the point R1 Are set in a one-to-four relationship.

  Since the boundary lines X1 to X4 and the determination areas A1 to A5 are set as described above, in this device, when the engine speed and the vehicle speed are shifted from the reference synchronous speed lines L1 to L5 to the high vehicle speed side. Even if the amount of deviation is relatively small, it is determined that the gear stage is the gear stage on the high speed side. For example, when the engine speed NE1 and the vehicle speed Vsp1 are located at the point S1 in FIG. 5, the position of the point S1 is at the first speed reference synchronous speed line L1 rather than the second speed reference synchronous speed line L2. Despite being close to, the gear stage is estimated to be second gear.

  Based on the engine speed and the vehicle speed when the shift state determination unit 51 determines that the shift has been started, the gear stage estimation unit 52 determines a shift start gear stage that is the gear stage at the start of the shift. presume. Here, when the gear stage estimation unit 52 estimates the gear stage as described above, the engine speed and the vehicle speed shift from the reference synchronous speed lines L1 to L5 to the high vehicle speed side. In this case, even if the amount of deviation is relatively small, the gear stage at the start of shifting is estimated as the high-speed gear stage.

  The post-shift gear stage estimation unit 53 estimates a gear stage at the end of the shift (hereinafter, appropriately referred to as a post-shift gear stage). The post-shift gear stage estimation unit 53 estimates, as a post-shift gear stage, a gear stage on the first speed high speed side of the estimated shift start gear stage at the start of the shift. For example, if the gear stage at the start of the shift is the second speed, the third speed is estimated as the post-shift gear stage. In the present embodiment, the post-shift gear stage estimation unit 53 maintains the post-shift gear stage estimated at the start of the shift, that is, the gear stage on the first high speed side of the shift start gear stage until the shift is completed. To do.

  The target rotational speed determination unit 53 estimates the rotational speed of the engine synchronized with the transmission 5 at the end of the shift, and determines this estimated value as the target rotational speed. When the shift is started, the target rotational speed determination unit 53 determines the target rotational speed based on the post-shift gear stage estimated by the post-shift gear stage estimation unit 53 and the vehicle speed at the start of the shift. The target rotational speed determination unit 53 extracts a value corresponding to the vehicle speed at the start of the shift from the reference rotational speed corresponding to the reference synchronous rotational speed of the post-shift gear stage, and determines the target rotational speed. Specifically, the target rotational speed determination unit 53 determines the engine rotational speed that is derived when the gear ratio of the post-shift gear stage estimated by the above equation A and the vehicle speed are applied as the target rotational speed. In the present embodiment, as described above, the post-shift gear stage estimated by the post-shift gear stage estimation unit 53 is maintained at the gear stage on the first high speed side of the shift start gear stage until the shift is completed. Therefore, in accordance with this, the target rotational speed determination unit 53 maintains the target rotational speed determined at the start of the shift until the shift is completed.

  The rotational speed control unit 54 controls the engine rotational speed to the target rotational speed set by the target rotational speed determining unit 53 as described above.

(3) Operation As described above, in the vehicle to which the engine control apparatus according to the present embodiment is applied, the target value of the engine speed is determined based on the gear stage at the start of the shift, and this target value is set. The engine speed is controlled. For this reason, the difference in rotational speed between the transmission and the engine can be kept small after a shift, and the occurrence of a shift shock associated with this rotational speed difference can be suppressed.

  Moreover, in this vehicle, in both cases of shifting up by one step and shifting up by one step, the engine speed can be set to the number of rotations synchronized with the transmission after shifting. In either case, the control shift shock can be kept small.

  Specifically, as described above, the boundary lines X1 to X4 that delimit the determination regions A1 to A5 that specify the gear stage at the start of the shift pass through the center of the synchronous rotation speed lines L1 to L5 of the adjacent gear stages. It is set to a lower vehicle speed side than the lines Y1 to Y4, and is set to a position closer to the synchronous rotation speed lines L1 to L5 of the low speed side gear stage. If the engine speed and the vehicle speed at the start of the shift are on the higher vehicle speed side than the boundary lines X1 to X4, it is estimated that the gear stage at the start of the shift is the higher gear stage. Therefore, the engine speed and the vehicle speed at the start of the shift are between the center of the synchronous speed line of the adjacent gear stage and the synchronous speed line of the low-speed gear stage. Even if it is estimated that the gear is on the low speed side, the vehicle speed at the start of the shift is on the higher speed side, and the driver is accelerating suddenly to shift up one step. If it is determined, the gear stage at the start of shifting is determined to be the high-speed gear stage (corresponding). Further, since the gear stage on the high speed side is set as the gear stage after the shift, the gear stage after the shift is set to the high speed side where the first speed is skipped, and this one stage skip is performed. Further, the engine speed can be controlled to the speed of the transmission at the high-speed side gear stage, and the occurrence of a shift shock at the time of shifting up the first speed can be suppressed.

  For example, when the engine speed NE1 and the vehicle speed Vsp1 at the start of the shift are positioned at the point S1 in FIG. 5, that is, the engine speed NE1 and the vehicle speed Vsp1 at the start of the shift are the first reference synchronous speed. When the gear is located closer to the reference synchronous speed line L1 of the first speed than the center line Y1 of the line L1 and the second speed reference synchronous speed line L2, the actual gear stage is the first speed at the start of the shift. It is believed that there is. On the other hand, the position of this point S1 is located on the higher vehicle speed side than the first-speed reference synchronous rotation speed line L1, and the driver suddenly accelerated immediately before the start of shifting to shift up one step. Conceivable. That is, when shifting up by one step, the driver generally increases the vehicle speed in order to avoid engine stall and to keep the engine speed after shifting within a more appropriate range. In many cases, the engine speed and the vehicle speed at the start of the shift are higher than the reference synchronous speed line in the gear stage in which the vehicle is running, so the point S1 is positioned as described above. If so, there is a very high possibility that a shift up by one step will be performed. Under such operating conditions, it is assumed that the gear stage at the start of the shift is simply the first speed, the gear stage after the shift is the next second speed, and the engine speed is the same as that of the transmission in the gear stage after the shift. If the speed is controlled to synchronize, when the gear shift is completed with the gears shifted up to the third speed, the engine speed does not match the speed of the transmission. A shock occurs. On the other hand, in the present embodiment, when the point S1 is at the above-described position and there is a high possibility that a shift up by one step is performed, it is estimated that the gear stage at the start of the shift is the second speed (equivalent). Since the engine speed is controlled assuming that the gear stage after the shift is 3rd speed, the engine speed and the speed of the transmission can be matched after the shift, and a shift shock is avoided. can do.

  On the other hand, the engine speed and the vehicle speed at the start of the shift are on the lower vehicle speed side than the boundary lines X1 to X4, and the driver does not perform excessive acceleration and performs normal one-stage upshifting. Is determined to be the actual gear position on the low speed side, and the gear stage on the high speed side of the actual gear stage is set as the gear stage after the shift. At the same time, since the engine speed is controlled by the speed of the transmission at this gear stage, the shift shock can be kept small even when shifting up by one stage.

(4) Second Embodiment In the above embodiment, the case where each center line Y1 to Y4 is set to a line connecting the average values of the vehicle speeds at the same engine speed of the adjacent synchronous speed lines L1 to L5 has been described. 6, these central lines Y1 to Y4 are lines that connect the average values of the engine speeds at the same vehicle speed of the adjacent synchronous speed lines L1 to L5 (for example, ΔNE1 and ΔNE2 in FIG. 6). And the boundary lines X1 to X4 may be set on the lower vehicle speed side than the center lines Y1 to Y4. That is, each of the central lines Y1 to Y4 is a line having an inclination of the average value of two adjacent synchronous rotation speed lines, and the average value of the gear ratios of the two adjacent gear stages is represented by the gear of the above formula A. The boundary line X1 to X4 is a line expressed by applying a ratio, and the value between the average value and the gear ratio of the low-speed gear stage among the divided gear stages is set to the gear ratio of the above formula A. It may be a line represented by fitting.

(5) Third and Fourth Embodiments In the above embodiments, the post-shift gear stage estimation unit 53 sets the post-shift gear stage estimated at the start of a shift, that is, the gear stage on the first high speed side of the shift start gear stage. Until the shift is completed, the post-shift gear stage is maintained, and accordingly, the target rotational speed determination unit 53 determines that the gear stage on the first high speed side of the shift start gear stage, the vehicle speed at the start of the shift, In the above description, the target rotational speed determination unit 53 is maintained until the speed change is completed, but the post-shift gear stage is re-estimated and the target speed is determined. The rotational speed may be re-determined to the rotational speed according to the re-estimated post-shift gear stage. Next, the third embodiment and the fourth embodiment in such a case will be described.

(5-1) Third Embodiment In the third embodiment, the post-shift gear stage estimation unit 53 determines when the shift state determination unit 51 determines that the connection between the transmission 5 and the engine 2 has been released, that is, a shift. In addition to the start, after the shift state determination unit 51 determines that reconnection between the transmission 5 and the engine 2 has been started, the post-shift gear stage is estimated (re-estimated) and the post-shift gear stage is updated. To do. In the present embodiment, the post-shift gear position estimation unit 53 continues to reestimate the post-shift gear stage from the start of reconnection until the reconnection is completed.

  The procedure for estimating the post-shift gear stage at the start of the shift is the same as in the first embodiment, and the gear stage on the first high speed side of the shift start gear stage is estimated as the post-shift gear stage.

  On the other hand, after the reconnection is started, the post-shift gear stage estimation unit 52 estimates the gear stage at each time estimated by the gear stage estimation unit 52 as the post-shift gear stage. That is, in the third embodiment, the gear stage estimation unit 52 continuously estimates the gear stage at each time after the start of reconnection, and the post-shift gear stage estimation unit 52 estimates with the gear stage estimation unit 52. The estimated gear is re-estimated as the post-shift gear.

  Specifically, after the reconnection is started, the gear stage estimation unit 52 estimates the gear stage that realizes these shift relationships based on the engine speed NE and the vehicle speed Vsp at each time, and the post-shift gear stage estimation unit 52 Estimates the estimated gear stage itself as the post-shift gear stage. The procedure for estimating the gear stage based on the engine speed NE and the vehicle speed Vsp at each time is the same as the procedure for estimating the gear stage at the start of the shift. Is estimated based on which of the first region A1 to the fifth region A5 in FIG.

  Then, when the post-shift gear stage is re-estimated, the target rotational speed determination unit 53 determines the target rotational speed based on the re-estimated post-shift gear stage and the vehicle speed when the re-estimation is performed. decide. That is, the target rotational speed determination unit 53 determines the engine rotational speed that is derived when the gear ratio of the post-shift gear stage estimated by the above equation A and the vehicle speed are applied as the target rotational speed.

  In this way, in the present embodiment, the target rotational speed is once determined at the start of the shift, and the value set at the start of the shift until the reconnection between the engine 2 and the transmission 5 is started. Although it is maintained, it is re-determined from time to time after the start of reconnection, that is, re-determined continuously from the start of reconnection until the completion of reconnection.

  For this reason, the driver does not perform rapid acceleration or the like when performing step-up shift up, and the amount of deviation from the reference synchronous rotation speed line between the engine speed and the vehicle speed at the start of shifting is very small. Even if it is not possible to estimate the gear stage after skipping at the start of shifting, the gear stage after shifting can be reestimated to the gear stage after skipping the actual speed, and the engine speed can be The rotational speed corresponding to the actual gear stage can be controlled, and the shift shock can be more reliably suppressed.

  In particular, in the present embodiment, since the determination region for determining the gear stage is set as described above, the gear stage after the shift is changed to the gear stage on the high speed side, that is, the gear stage after the actual gear skipping earlier. It is possible to re-estimate, and the engine speed can be more reliably controlled to an appropriate engine speed before the end of the shift.

  This will be specifically described with reference to FIG. FIG. 7 shows the change of each parameter when the gear stage is shifted from the second stage (second speed) to the first stage by shifting up (shifting up to the fourth stage (fourth speed)) at time t1. It is shown.

  As shown in FIG. 7, when the amount of deviation between the engine speed and the vehicle speed from the reference synchronous speed line is very small, at the start of the shift at time t1, the post-shift gear stage is This is estimated to be the third gear (the third gear) which is the first gear on the higher gear side. Then, a target rotational speed NE_3 corresponding to this is set, and the engine rotational speed is controlled to become this target rotational speed NE_3 until time t2 when the reconnection of the engine 2 and the transmission 5 is started. Accordingly, around the time t2, the engine speed decreases to near the target speed NE_3.

  When reconnection is started at time t2, the vehicle speed increases and the engine speed decreases with the actual gear stage being four. Here, in the third embodiment, the post-shift gear stage is re-estimated after the start of reconnection, but the gear stage determination area is set as described above, that is, the reference synchronization of a predetermined gear stage. Since the region from the rotational speed line (L1 to L4) to the boundary line (X1 to X4) of the region of the gear stage on the higher speed side than this gear stage is set narrowly, the engine rotational speed slightly decreases. The post-shift gear stage can be appropriately re-estimated to 4 stages at the stage where the vehicle speed has slightly increased (time t10). Therefore, the target rotational speed can be controlled again to an appropriate rotational speed NE_4 corresponding to these four stages, and the engine rotational speed can be more reliably synchronized with the transmission 5 at the end of shifting.

  Here, in the above description, the case where the post-shift gear stage is re-estimated from moment to moment after reconnection between the engine 2 and the transmission 5 has been described, but this re-estimation is performed at a predetermined timing after reconnection. May be. However, if this re-estimation is performed from time to time, the actual gear stage after the shift can be estimated more accurately, and the engine speed can be controlled to the speed corresponding to the actual gear stage. Can be more reliably avoided.

(5-2) Fourth Embodiment In addition, the configuration for re-estimating the post-shift gear stage may be as follows instead of the configuration according to the third embodiment.

  The gear stage estimation unit 52 according to the fourth embodiment is in a period from when it is determined that the connection between the transmission 5 and the engine 2 is released and the shift is started until the reconnection is completed, that is, the shift is completed. In the meantime, the gear stage (hereinafter referred to as the current gear stage as appropriate) that realizes these speed change relationships is estimated based on the engine speed NE and the vehicle speed Vsp at each time. Then, the post-shift gear stage estimation unit 53 is the post-shift gear stage estimated at the start of the shift, that is, the gear stage on the first high speed side of the shift start gear stage, and at each time estimated by the gear stage estimation unit 52. The gear stage (current gear stage) is compared, and the higher gear stage is estimated as the final post-shift gear stage. The procedure for estimating the post-shift gear stage at the start of the shift is the same as in the first embodiment, and the gear stage on the first high speed side of the shift start gear stage is estimated as the post-shift gear stage.

  This will be specifically described with reference to FIG. FIG. 8 shows the change of each parameter when the upshift similar to that of FIG. 7 is performed. In FIG. 8, the current gear stage is the estimated current gear stage, and the actual gear stage is changed from the second speed to the fourth speed.

  As shown in FIG. 8, at the start of the shift at time t1, the post-shift gear stage is estimated as the third speed, and the rotation speed corresponding to this is set as the target rotation speed. Then, the engine speed starts to decrease toward the target speed.

  Further, the current gear stage is estimated to be two stages from time t1 to time t20 until the engine speed decreases by a predetermined amount. When the engine speed decreases by a predetermined amount, the current gear position is estimated to be 3 at time t20. Furthermore, when the reconnection between the engine 2 and the transmission 5 is started, the relationship between the vehicle speed and the engine speed changes in a relationship corresponding to the actual four gears, and time t10. The current gear stage is estimated to be 4 stages.

  Here, the post-shift gear stage estimated at the start of the shift (the gear stage on the first high speed side of the gear stage at the start of the shift) is three stages, and the current gear stage exceeds the post-shift gear stage at time t10 and the high speed side. It becomes. Therefore, at time t10, the post-shift gear stage is updated to the current gear stage, the fourth speed, and the target rotational speed is redetermined to the rotational speed corresponding to the fourth speed. Then, the rotational speed is controlled toward the re-determined target rotational speed.

  As described above, in the fourth embodiment, if the current gear stage estimated by the gear stage estimation unit 52 exceeds the gear stage on the high speed side of the first gear stage at the start of the shift, Will be updated to the current gear. Therefore, according to the fourth embodiment, even if the post-shift gear stage is estimated to be different from the actual gear stage at the start of the shift, the post-shift gear stage is re-estimated to an appropriate gear stage during the shift. The engine speed can be made to correspond to this appropriate gear at the end of shifting. That is, the shift shock can be suppressed. Also in the fourth embodiment, since the gear speed determination region is set as described above, the post-shift gear stage is set to an appropriate gear stage in response to slight changes in engine speed and vehicle speed. Since it can be estimated again at an early stage, the engine speed can be more reliably synchronized with the transmission 5 at the end of shifting.

  Further, in the fourth embodiment, unlike the third embodiment, it is not necessary to determine whether or not reconnection between the transmission 5 and the engine 2 is started. Therefore, in the fourth embodiment, the configuration for this determination can be simplified. For example, in the fourth embodiment, instead of a clutch stroke sensor that outputs a signal corresponding to the amount of depression of the clutch pedal 11, a sensor that only determines whether or not the amount of depression of the clutch pedal 11 is greater than or equal to a predetermined amount, so-called A clutch switch can be used.

(6) Other Modifications In the first embodiment described above, as the boundary lines X1 to X4, the difference in vehicle speed (difference at the same rotation speed) from the reference synchronous rotation speed lines L1 to L5 adjacent on the low vehicle speed side. The case where the vehicle speed is set to be ¼ of the difference in vehicle speed (difference at the same rotation speed) with the adjacent central lines Y1 to Y4 on the high vehicle speed side has been described. Not exclusively.

  Further, the number of transmission stages is not limited to five.

2 Engine 4 Clutch 5 Transmission 51 Shift state determination unit (shift state determination means)
52 Gear stage estimation unit (gear stage estimation means)
53 Post-shift gear stage estimation section (post-shift gear stage estimation means)
54 Target rotational speed determination unit (target rotational speed determination means)
55 Rotational speed control unit (Rotational speed control means)
X1-X4 boundary line L1-L5 Synchronous rotation speed line

Claims (5)

A control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch for connecting and disconnecting the transmission and the engine,
In addition to determining the connection state between the stepped transmission and the engine, it is determined that shifting has started when the stepped transmission and the engine are shifted from a state where they are connected to each other, and the state where the stepped transmission is started. Shift state determining means for determining that the shift has been completed when the stage transmission and the engine are connected to each other;
Gear stage estimation means for estimating a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed;
A post-shift gear stage estimating means for estimating a post-shift gear stage that is a gear stage at the end of the shift;
Target rotational speed determining means for estimating the rotational speed of the engine synchronized with the stepped transmission at the end of shifting, and determining the estimated value as the target rotational speed;
Rotational speed control means for controlling the rotational speed of the engine so as to reach the target rotational speed from when it is determined that the shift is started by the shift state determining means until it is determined that the shift is completed. ,
The gear stage estimation means estimates a gear stage at the start of shift, which is the gear stage at the start of the shift, based on the engine speed and the vehicle speed when it is determined that the shift is started by the shift state determination means. ,
The post-shift gear stage estimating means estimates the gear stage on the high-speed side of the estimated shift start gear stage as a post-shift gear stage,
The target rotational speed determination means determines the target rotational speed based on the estimated post-shift gear stage and the vehicle speed when it is determined that the shift is started by the shift state determination means,
The gear stage estimation means estimates a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed, depending on which of the determination regions set in advance for each gear stage includes the engine speed and the vehicle speed. ,
Each of the determination areas is defined by a boundary line set so that the engine speed and the vehicle speed increase in proportion.
The boundary line includes a synchronous rotational speed line and a high speed side that are inclined at a value proportional to the gear ratio of the low speed gear stage of the two gear stages respectively corresponding to the two determination areas defined by the boundary line. Positioned between the synchronous rotational speed lines having a gradient proportional to the gear ratio of the gear stage, and the lower vehicle speed side than the line connecting the average values of the vehicle speeds on the synchronous rotational speed lines at the same engine rotational speed, The engine control device is set on the higher vehicle speed side than the synchronous rotation speed line of the low speed side gear stage. A control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch for connecting and disconnecting the transmission and the engine,
In addition to determining the connection state between the stepped transmission and the engine, it is determined that shifting has started when the stepped transmission and the engine are shifted from a state where they are connected to each other, and the state where the stepped transmission is started. Shift state determining means for determining that the shift has been completed when the stage transmission and the engine are connected to each other;
Gear stage estimation means for estimating a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed;
A post-shift gear stage estimating means for estimating a post-shift gear stage that is a gear stage at the end of the shift;
Target rotational speed determining means for estimating the rotational speed of the engine synchronized with the stepped transmission at the end of shifting, and determining the estimated value as the target rotational speed;
Rotational speed control means for controlling the rotational speed of the engine so as to reach the target rotational speed from when it is determined that the shift is started by the shift state determining means until it is determined that the shift is completed. ,
The gear stage estimation means estimates a gear stage at the start of shift, which is the gear stage at the start of the shift, based on the engine speed and the vehicle speed when it is determined that the shift is started by the shift state determination means. ,
The post-shift gear stage estimating means estimates the gear stage on the high-speed side of the estimated shift start gear stage as a post-shift gear stage,
The target rotational speed determination means determines the target rotational speed based on the estimated post-shift gear stage and the vehicle speed when it is determined that the shift is started by the shift state determination means,
The gear stage estimation means estimates a gear stage that realizes a speed change relationship between the engine speed and the vehicle speed, depending on which of the determination regions set in advance for each gear stage includes the engine speed and the vehicle speed. ,
Each of the determination areas is defined by a boundary line set so that the engine speed and the vehicle speed increase in proportion.
The boundary line includes a synchronous rotational speed line and a high speed side that are inclined at a value proportional to the gear ratio of the low speed gear stage of the two gear stages respectively corresponding to the two determination areas defined by the boundary line. Positioned between the synchronous rotational speed lines having an inclination that is proportional to the gear ratio of the gear stage, the vehicle speed side lower than the line connecting the average values of the engine rotational speeds on the synchronous rotational speed lines at the same vehicle speed, The engine control device is set on the higher vehicle speed side than the synchronous rotation speed line of the low speed side gear stage. The engine control device according to claim 1 or 2,
When it is determined by the shift state determining means that the reconnection between the stepped transmission and the engine has started, the gear position estimating means performs a gear based on the engine speed and the vehicle speed after the start of the reconnection. The post-shift gear stage estimating means re-estimates the estimated gear stage after the start of reconnection as the post-shift gear stage, and the target rotational speed determining means is configured to re-estimate the re-estimated gear stage. An engine control apparatus characterized by re-determining the target rotational speed based on a rear gear stage and a vehicle speed after the start of reconnection. The engine control device according to claim 3,
The gear position estimating means continuously estimates the gear stage from the time when the reconnection state is determined by the shift state determining means until it is determined that the reconnection is completed. The engine control apparatus, wherein the rear gear stage estimation means continues to re-estimate the post-shift gear stage, and the target speed determination means continues to re-determine the target speed. The engine control device according to claim 1 or 2,
From the time when the reconnection between the stepped transmission and the engine is determined by the shift state determination means to the time when it is determined that the reconnection is completed, the gear position estimation means Based on the engine speed and the vehicle speed, the gear stage at each time is estimated, and the post-shift gear stage estimation means is configured so that the estimated gear stage at each time is one speed higher than the gear stage at the start of the shift. If the speed is higher than the gear, the estimated gear at each time is re-estimated as the post-shift gear,
When the post-shift gear stage is re-estimated, the target rotational speed determination means re-determines the target rotational speed based on the re-estimated post-shift gear stage and the vehicle speed at each time. An engine control device.

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