JP2016035213A - Engine control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control unit capable of more reliably holding down a shift shock irrespectively of a shift pattern.SOLUTION: When it is determined that connection between a stepped transmission 5 and an engine 2 is cancelled, a gear position after shifting is estimated on the basis of an engine rotational speed and a vehicle speed at a time of this connection cancellation, a target rotational speed is determined on the basis of this estimated gear position after the shifting and a vehicle speed at a time of start of the shifting, a gear position after the shifting is re-estimated on the basis of an engine rotational speed and a vehicle speed after starting re-connection when reconnection between the stepped transmission 5 and the engine 2 starts, a target rotational speed is re-determined on the basis of this re-estimated gear position after the shifting and the vehicle speed, and the engine rotational speed is controlled to be equal to this target rotational speed after the connection cancellation until completion of the re-connection.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 consider a step-shifting speed, that is, a gear-shifting pattern in which gears such as one or two gears are skipped, this step skipping is performed. However, there is a problem that the engine speed cannot be matched with the speed on the transmission side after the gear shift, and the shift shock cannot be suppressed. For example, depending on the driver or the like, there may be a case where a gear shift is performed such as from the first speed to the third speed. In this case, when the shift assist control according to the device of Patent Document 1 is performed, the engine speed is changed. To maintain a value corresponding to a gear stage (gear stage on the first high speed side of the gear stage before the start of shifting) different from the subsequent gear stage (gear stage on the second high speed side of the gear stage before the start of shifting). A shift shock will occur.

  The present invention has been made in view of the above points, and provides an engine control apparatus that can more reliably suppress a shift shock regardless of a shift pattern.

  In order to solve the above problems, the present invention is an engine control device mounted on a vehicle having a stepped transmission, an engine, and a clutch that connects and disconnects the stepped transmission and the engine. A connection state determination means for determining a connection state between the stepped transmission and the engine; and when the reconnection is completed when the connection between the stepped transmission and the engine is released and then reconnected. The post-shift gear stage estimation means for estimating the post-shift gear stage, which is a gear stage, and the engine speed synchronized with the stepped transmission when the reconnection is completed are estimated, and this estimated value is determined as the target speed. After it is determined that the connection between the stepped transmission and the engine is released by the target rotational speed determination means and the connection state determination means, the connection state determination means causes the stepped transmission and the engine to Until it is determined that the reconnection is completed, and a rotation speed control means for controlling the rotation speed of the engine so as to achieve the target rotation speed, and the stepped transmission and the engine are controlled by the connection state determination means. The post-shift gear stage estimating means estimates the post-shift gear stage based on the engine speed and the vehicle speed at the time of the disconnection, and the target speed determining means is The target rotational speed is determined based on the estimated post-shift gear stage and the vehicle speed at the start of the shift, and it is determined by the connection state determination means that reconnection between the stepped transmission and the engine has started. Until the determined speed of rotation is maintained, and when the connection state determination means determines that reconnection between the stepped transmission and the engine has been started, Re-estimates the post-shift gear based on the engine speed and vehicle speed after the start of reconnection, and the target rotational speed determination means determines the target speed based on the re-estimated post-shift gear stage and the vehicle speed. An engine control device characterized by re-determining the rotational speed is provided.

  According to the present invention, the engine speed can be more reliably synchronized with the transmission after the shift regardless of the shift pattern such as shifting one step at a time or shifting by skipping the gear. The occurrence of shift shock can be avoided more reliably.

  Specifically, in the present invention, the post-shift gear stage is estimated when it is determined that the connection between the stepped transmission and the engine is released, and the reconnection between the stepped transmission and the engine is started. It is re-estimated when it is done. For this reason, if it is determined that the connection between the stepped transmission and the engine is released, the post-shift gear stage estimated is different from the actual gear stage after the shift, that is, when the reconnection is completed, the engine speed is Even if the rotational speed corresponding to the actual gear stage is not controlled, the gear stage after the shift can be corrected to a gear stage closer to the actual gear stage after the start of the reconnection. Since the engine speed can be controlled again to the speed corresponding to the actual gear stage after the start of reconnection until the reconnection is completed, the shift shock that occurs when the reconnection is completed can be more reliably suppressed. Can do.

  In the present invention, if the post-shift gear stage estimation means determines that the connection between the stepped transmission and the engine is released by the connection state determination means, the engine speed and vehicle speed at the time of the release of the connection are determined. And the estimated gear position at the time of the release of the connection is estimated as the post-shift gear stage and the stepped state determining means determines the stepped gear position. When it is determined that the reconnection between the transmission and the engine has started, the estimated re-connection is estimated based on the engine speed and the vehicle speed after the reconnection is started. It is preferable that the gear stage after the start is estimated as the post-shift gear stage.

  According to this configuration, it takes a relatively long time from when the connection between the stepped transmission and the engine is released to when the reconnection is started, and the gear stage on the first high speed side of the gear stage at the start of the shift. It is possible to control the engine speed to the speed corresponding to. For this reason, it is possible to more reliably suppress the shift shock at the time of one-stage shift with many opportunities to be executed.

  In the above configuration, when the post-shift gear stage estimation unit determines that the reconnection between the stepped transmission and the engine is started by the connection state determination unit, until the reconnection is completed, It is preferable to continuously estimate the gear stage after the start of the reconnection (claim 3).

  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.

  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 stepped transmission and the engine. After the shift, which is a gear stage when the reconnection is completed when the connection between the engine and the engine is disconnected after the connection between the stepped transmission and the engine is reconnected. Post-shift gear stage estimating means for estimating the gear stage, target engine speed determining means for estimating the engine speed synchronized with the stepped transmission when the reconnection is completed, and determining the estimated value as a target engine speed When the connection state determining means determines that the connection between the stepped transmission and the engine is released, the connection state determining means completes reconnection between the stepped transmission and the engine. Until a predetermined speed is established, and a rotational speed control means for controlling the rotational speed of the engine so as to achieve the target rotational speed, and the connection state determining means disconnects the connection between the stepped transmission and the engine. If it is determined, the post-shift gear stage estimating means estimates the shift start gear stage, which is the gear stage when the connection is released, based on the engine speed and the vehicle speed when the connection is released, and starts the shift. The gear stage on the high speed side of the hour gear stage is estimated as a post-shift gear stage, and the target rotational speed determination means is configured to perform the target rotation based on the post-shift gear stage and the vehicle speed at the time of disconnection. The post-shift gear stage estimation means determines that the reconnection has been completed after the connection state determination means determines that the connection between the stepped transmission and the engine has been released. Until The gear position at each time is estimated based on the engine speed and the vehicle speed at each time, and the gear position at the start of the shift is estimated as the post-shift gear position when the estimated gear position at each time is disconnected. If the gear position is higher than the gear position on the high speed side of the first gear stage, the gear stage at each time is re-estimated as the post-shift gear stage, and the target rotational speed determination means re-estimates the post-shift gear stage. If the engine speed is changed, the engine speed control device is provided that re-determines the target rotational speed based on the re-estimated post-shift gear stage and the vehicle speed at each time (Claim 4).

  Also with this device, 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 is based on the vehicle speed and the engine speed at each time. Since it is re-estimated, the gear position after the shift can be corrected to a gear position closer to the actual gear stage, and the engine speed can be changed between the start of the reconnection and the completion of the reconnection. The number of rotations corresponding to the stage can be controlled again. Therefore, it is possible to more reliably suppress a shift shock that occurs when reconnection is completed.

  As described above, according to the present invention, the shift shock can be more reliably suppressed regardless of the shift pattern.

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 graph which showed the relationship between a gear stage and synchronous rotation speed. It is the flowchart which showed the control procedure. It is the flowchart which showed the procedure of engine speed. It is a figure for demonstrating the effect which concerns on 1st Embodiment of this invention. It is the figure which showed the change of the engine speed at the time of implementing control different from this invention. It is the flowchart which showed the control procedure which concerns on 2nd Embodiment of this invention. It is a figure for demonstrating the effect which concerns on 2nd Embodiment of this invention.

  Hereinafter, an engine control apparatus 1 according to a first 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 21 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.

  Further, the vehicle is provided with a clutch stroke sensor SN3 for detecting the depression amount of the clutch pedal 11. 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.

  Further, the vehicle is provided with an accelerator sensor SN4 that detects the opening degree of the accelerator pedal 12 (accelerator opening degree) operated by the driver.

  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) Description of Each Part Related to Shift Assist Control The ECU 50 is a connection state determination unit (connection state determination unit) as a specific functional element related to shift assist control for suppressing a shift shock that may occur during a shift. 51, a post-shift gear stage estimation unit (post-shift gear stage estimation unit) 52, a target rotational speed determination unit (target rotational speed determination unit) 53, and a rotational speed control unit (rotational speed control unit) 54.

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

  Specifically, the connection 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 becomes larger than the 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.

  In addition, the connection 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.

  Further, after determining that the reconnection is started as described above, the connection 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.

  The post-shift gear stage estimation unit 52 estimates a post-shift gear stage that is a gear stage when reconnection between the transmission 5 and the engine 2 is completed, that is, at the end of the shift.

  When the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 is released, the post-shift gear stage estimation unit 52 estimates the post-shift gear stage. Further, the post-shift gear stage estimation unit 52 performs re-estimation of the post-shift gear stage after the connection state determination unit 51 determines that the reconnection between the transmission 5 and the engine 2 is started. In the present embodiment, the post-shift gear stage estimation unit 52 continues to estimate the post-shift gear stage continuously from the start of the reconnection until the reconnection is completed.

  Here, the estimation procedure of the post-shift gear stage performed when the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 is released, and the connection state determination unit 51 performs the transmission 5 and the engine 2. This is different from the post-shift gear position estimation procedure that is performed after it is determined that reconnection is determined to have been released.

  When the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 has been released, the post-shift gear stage estimation unit 52 performs the engine at the time of this determination, that is, at the start of shift (immediately before determination and immediately before shift). 2 is estimated, and the post-shift gear stage is estimated based on the estimated gear stage at the start of the shift. On the other hand, after it is determined that reconnection has started, the post-shift gear stage estimation unit 52 estimates the gear stage that is about to be connected to the engine 2 and estimates this gear stage itself as the post-shift gear stage.

  Specifically, when the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 is released, the post-shift gear stage estimation unit 52 determines the engine speed at the time of this determination, that is, at the start of the shift. Based on the NE and the vehicle speed Vsp, the gear stage that realizes these shift relationships is estimated as the gear stage at the start of the shift. Then, the estimated gear position on the high speed side of the estimated shift start gear stage is estimated as the post-shift gear stage.

  On the other hand, the post-shift gear stage estimation unit 52 is based on the engine speed NE and the vehicle speed Vsp at each time after the connection state determination unit 51 determines that the reconnection between the transmission 5 and the engine 2 is started. The gear stage that realizes these shift relationships is estimated, and the estimated gear stage itself is estimated as the post-shift gear stage.

  The engine speed NE when the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 is released and after it is determined that the reconnection between the transmission 5 and the engine 2 is started. The procedure for estimating the gear stage that realizes these shift relationships based on the vehicle speed Vsp and the vehicle speed Vsp is the same, and the post-shift gear stage estimation unit 52 indicates that the engine speed NE and the vehicle speed Vsp are shown in FIG. It is determined which of the first region A1 to the fifth region A5 is set in advance, and if it is in the first region A1, the gear stage that realizes the gear ratio between the engine speed NE and the vehicle speed Vsp is determined. Estimated as 1st speed, 2nd speed when in the 2nd area A2, 3rd speed when in the 3rd area A3, 4th speed when in the 4th area, 5th speed when in the 5th area .

  The regions A1 to A5 are regions that are set in consideration of a predetermined amount of deviation from the reference synchronous rotational speed with reference to the reference synchronous rotational speed at each gear stage. Here, the reference synchronous rotational speed is the rotational speed of the engine 2 synchronized with the transmission 5 in a reference state in which there is no tire reduction, tire slip, and resistance / mechanical loss in the clutch 4 and the transmission 5 or the like. It is. The reference synchronous rotation speed NEs_i (i: gear stage, i = 1 to 5) at each gear stage is Vsp, the gear ratio of each gear stage is KGEAR_i (i = 1 to 5), and the reduction ratio of the final reduction gear 6a. Where FGR is the reference tire diameter and TS is the reference tire diameter, NEs_i = Vsp × FGR × KGEAR_i × K (K is a constant). Lines L1 to L5 in FIG. 3 indicate reference synchronous rotation speeds in the first to fifth gears, respectively.

  Each of the areas A1 to A5 is set to an area extending from the lower side to the higher side around the lines L1 to L5 of the reference synchronous speed. In the present embodiment, the second to fifth regions A2 to A5 are boundary lines L11 to L15 passing through the center of the adjacent reference synchronous speed lines (the center value of the engine speed at the same vehicle speed), that is, adjacent reference synchronous speeds. A line having an inclination of the average value of the rotational speed line, and is sandwiched between lines L11 to L15 that are derived by applying the average value of the gear ratios of adjacent gear stages to the gear ratio of the above formula A. Is set. Further, the first region A1 is set to the entire lower vehicle speed side than the center line L11 of the line L1 of the first-speed reference synchronous rotation speed and the line L2 of the second-speed reference synchronous rotation speed.

  Thus, in the present embodiment, the total engine speed and the total vehicle speed region are set to any one of the gear region, and the post-shift gear step estimation unit 52 selects any one of the first to fifth gear steps. Is definitely determined. However, in a normal state in which the clutch 4 is not slipping and the engine 2 and the transmission 5 are firmly connected, the engine speed and the vehicle speed are substantially the values on the reference synchronous speed lines L1 to L5. .

  Based on the post-shift gear stage estimated by the post-shift gear stage estimation section 52 and the vehicle speed when this estimation is performed, the target rotational speed determination unit 53 rotates the engine synchronized with the transmission 5 after the shift. The number is determined as the target rotational speed. As described above, the post-shift gear stage is the gear stage on the first high speed side of the gear stage at the start of the shift when it is determined by the continuation state determination unit 51 that the connection between the transmission 5 and the engine 2 has been released. After the connection state determination unit 51 determines that the reconnection between the transmission 5 and the engine 2 has been started, it is equivalent to the gear stage at each time. Accordingly, when the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 is released, the target rotation speed determination unit 53 determines the post-shift gear stage estimated at the time of determination, that is, at the start of the shift. The target rotational speed is determined based on the gear stage on the first high speed side of the gear stage and the vehicle speed at the time of this determination, that is, at the start of the shift. After the connection state determination unit 51 determines that the reconnection between the transmission 5 and the engine 2 has been started, the target rotation speed determination unit 53 determines the gear stage (equivalent) at each time and the vehicle speed Vsp at each time. Based on the above, the target rotational speed is determined.

  Specifically, the target rotational speed determination unit 53 selects the vehicle speed corresponding to the reference rotational speed corresponding to the reference synchronous rotational speed of the post-shift gear stage (the vehicle speed at the start of the shift or each time after the reconnection start determination. A value corresponding to the vehicle speed at () is extracted and determined as 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 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.

  The rotational speed control unit 54 controls the engine rotational speed to the target rotational speed set by the target rotational speed determination unit 53. In the present embodiment, the rotational speed control unit 54 calculates an engine output corresponding to the target rotational speed, and is injected from the opening and ignition timing of the throttle valve 25 and the injector 23 so that this engine output is output. The engine speed is controlled by changing the fuel injection amount. A specific control procedure of the engine speed will be described later.

(2-3) Shift Assist Control Flow A control flow performed by the respective parts 51 to 54 configured as described above will be described with reference to the flowchart of FIG.

  First, in step S1, it is determined whether or not a shift is started, that is, whether or not the state where the engine 2 and the transmission 5 are connected is shifted to a disconnected state. As described above, this determination is performed by the connection state determination unit 51, and the connection state determination unit 51 performs this determination based on a signal from the clutch stroke sensor SN3. The determination in step S1 is repeated until it is determined that the determination result is YES and 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. As described above, this determination is performed by the post-shift gear stage estimation unit 52, and the post-shift gear stage estimation unit 52 estimates the gear stage at the start of the shift based on the engine speed and the vehicle speed at the start of the shift.

  Next, in step S3, the post-shift gear stage is estimated. As described above, this estimation is performed by the post-shift gear stage estimation unit 52. Here, since the estimation at step S3 is an estimation performed at the start of the shift, as described above, the post-shift gear stage estimation unit 52 is the gear on the first high speed side of the shift start gear stage estimated at step S2. The gear is estimated as the post-shift gear.

  Next, in step S4, the target rotational speed is determined. As described above, this determination is performed by the target rotational speed determination unit 53, and the target rotational speed determination unit 53 determines the target rotational speed based on the post-shift gear stage estimated in step S3 and the vehicle speed at the start of the shift. To do.

  Next, in step S5, the engine speed is controlled to become the target speed. As described above, this control is performed by the rotation speed control unit 54. A detailed control procedure of the engine speed will be described later.

  Next, in step S6, it is determined whether or not reconnection between the engine 2 and the transmission 5 has been started. As described above, this determination is performed by the connection state determination unit 51, and the connection state determination unit 51 performs this determination based on a signal from the clutch stroke sensor SN3.

  If this determination is NO, the process returns to step S5. That is, step S5 is performed until the determination in step S6 is YES. At this time, the value determined in step S4 is used as the target rotational speed used for the control in step S5. That is, until the determination in step S6 becomes YES, the engine speed is set to the target speed set based on the gear position on the one-speed side of the gear stage at the start of the shift and the vehicle speed at the start of the shift. Control.

  If the determination in step S6 is YES, the post-shift gear stage is re-estimated in step S7. As described above, when re-estimation is performed, the post-shift gear stage estimation unit 52 estimates the post-shift gear stage based on the engine speed NE and the vehicle speed Vsp at the timing of the re-estimation.

  Next, in step S8, the target rotational speed is determined again. As described above, this determination is performed by the target rotation speed determination unit 53. The target rotation speed determination unit 53 determines the target speed based on the post-shift gear stage estimated in step S7 and the vehicle speed at the timing of performing this determination. Re-determine the rotation speed.

  Next, in step S9, the engine speed is controlled to be the target speed re-determined in step S8. This control procedure is the same as step S5, and is performed by the rotation speed control unit 54.

  Next, in step S10, it is determined whether or not the shift has been completed, that is, whether or not the reconnection between the engine 2 and the transmission 5 has been completed. As described above, this determination is performed by the connection state determination unit 51, and the connection state determination unit 51 performs this determination based on a signal from the clutch stroke sensor SN3.

  If the determination in step S10 is YES and it is determined that the shift has been completed, the process proceeds to step S11, and 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, when the determination in step S10 is NO, the process returns to step S7 and steps S7 to S9 are performed. That is, until the determination in step S10 becomes YES, steps S7 to S9 are repeated, and the post-shift gear stage is re-estimated based on the engine speed NE and the vehicle speed Vsp at each time. The target rotational speed is re-determined based on the vehicle speed Vsp, and the engine rotational speed is controlled so as to be the re-determined target rotational speed.

  Next, with reference to FIG. 5, a detailed procedure for controlling the engine speed in steps S5 and S9 performed by the engine speed controller 54 will be described.

  First, in step S21, the rotational speed control unit 54 deviates between the target rotational speed determined by the target rotational speed determination unit 53 in step S4 and the actual engine rotational speed (hereinafter referred to as actual engine rotational speed as appropriate). That is, a rotational speed deviation which is a value obtained by subtracting the actual engine rotational speed from the target rotational speed is calculated.

  Next, in step S22, the engine speed increase / decrease rate that is increased / decreased per unit time is set. The rotation speed control unit 54 calculates a value obtained by multiplying the target rotation speed deviation calculated in step S22 by a preset control gain as the rotation speed increase / decrease rate.

  In step S23, the rotational speed control unit 54 calculates an increase / decrease amount of torque necessary to increase the engine rotational speed by the rotational speed increase / decrease rate. Specifically, the rotation speed control unit 54 stores a map of the amount of increase / decrease in required torque with respect to a preset rotation speed increase / decrease rate, and corresponds to the rotation speed increase / decrease rate set in step S22 from this map. Extract the amount of torque increase / decrease.

  Next, in step S24, the rotation speed control unit 54 calculates a rotation speed maintenance torque that is an engine torque necessary to maintain the current engine rotation speed. Specifically, the rotational speed control unit 54 stores a map of preset engine rotational speed and rotational speed maintenance torque, and extracts a value corresponding to the actual engine rotational speed from this map.

  Next, in step S25, the rotation speed control unit 54 is the engine torque necessary to increase or decrease the engine torque by the required torque increase / decrease amount calculated in step S23 while maintaining the engine rotation speed at the current value. Calculate the target torque for rotational speed. Specifically, the rotation speed control unit 54 calculates 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 as the rotation speed target torque.

  Next, in step S26, the rotation speed control unit 54 calculates a power generation target torque necessary for driving the alternator 30. 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 the present embodiment, the rotation speed control unit 54 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. The torque corresponding to the amount of power generation is extracted.

  Next, the rotation speed control unit 54 calculates a target engine output in step S27. In the present embodiment, the rotation speed control unit 54 adds the power generation target torque calculated in step S26 to the rotation speed target torque calculated in step S25, and further, this total value is a machine generated as the engine rotates. The final required torque is calculated by adding the resistance torque, and the amount of pumping loss is further added to the engine output necessary to obtain the final required torque to obtain the target engine output.

  Next, in step S28, the rotation speed control unit 54 determines a target air amount and an ignition timing for outputting the target engine output based on the target engine output calculated in step S27, and determines the determined target air. The opening degree of the throttle valve for supplying the amount to the engine 2 is determined. Further, the fuel injection amount is determined based on the target air amount.

  In step S29, the rotation speed control unit 54 controls the throttle valve 25, the injector 23, and the spark plug 29 so that the throttle valve opening, the fuel injection amount, and the ignition timing determined in step S28 are obtained.

(3) Operation By performing the shift assist control as described above, in the present embodiment, if the post-shift gear stage estimated when it is determined that the connection between the transmission and the engine has been released, Even if it is different from the actual gear stage when the reconnection is completed, the post-shift gear stage is closer to the actual gear stage between the start and completion of the reconnection of the transmission 5 and the engine 2. Since the correction is made, the engine speed can be controlled again to the speed corresponding to the actual gear stage during this period. Therefore, regardless of the shift pattern such as shifting one step at a time or shifting by skipping, the engine speed can be more reliably synchronized with the transmission after the shift, and a shift shock occurs. Can be avoided more reliably.

  This will be specifically described with reference to FIGS.

  FIGS. 6 and 7 show that the accelerator pedal is depressed at time t1 and the clutch pedal is depressed from a state where the vehicle is traveling at a constant speed at the vehicle speed Vsp (1) with two gears. After the release of the connection between the engine 2 and the transmission 5 is started, the gear stage is changed to the fourth stage, and then the depression of the clutch pedal is reduced at the time t2, whereby the engine 2 and the transmission 5 are restarted. The change of each parameter is shown when the connection is started and the depression of the clutch pedal is completely released at time t3, thereby completing the reconnection of the engine 2 and the transmission 5.

  FIG. 7 shows an example when the shift assist control according to the present embodiment is performed. On the other hand, FIG. 6 simply estimates the post-shift gear stage as the gear stage on the high-speed side of the gear stage at the start of the shift, and sets the target rotational speed corresponding to this and sets the engine 2 and the transmission 5 A case is shown in which the engine speed is controlled to be the target speed until disconnection is started.

  As shown in FIG. 6, when the above simple control is performed, the engine speed is greatly reduced at the end of the shift.

  More specifically, at time t1, the post-shift gear stage is estimated to be the third gear stage, which is the first gear stage of the gear stage at the start of the shift, and a target rotational speed NE_3 corresponding to this is set. Until the disconnection of the transmission 5 is started, the engine speed is controlled so as to be the target speed NE_3. By this control, the engine speed decreases to near the target speed NE_3 near time t2. Here, if the actual gear stage after the shift is three, the engine speed is set to the target speed NE_3, that is, the speed corresponding to the three-stage gear, so that the engine 2 and the transmission 5 are connected. At time t3 when fully connected, no shift shock occurs. However, as described above, the actual gear stage after the shift is not the third stage but the fourth stage, and the rotational speed corresponding to the four-stage gear is a lower rotational speed NE_4 than in the case of the third stage. Therefore, at time t3, the engine 2 and the transmission 5 are completely in a state where the rotational speed of the engine does not match the appropriate rotational speed corresponding to the four-stage gear, that is, the rotational speed of the transmission 5 in the four-stage gear. Is connected to the engine, and the engine speed is drastically reduced to cause a shift shock.

  On the other hand, as shown in FIG. 7, when the control according to the present embodiment is performed, the engine speed does not rapidly decrease at the end of the shift at time t3, and the shift shock is suppressed to a small level.

  More specifically, at time t1, the post-shift gear stage is estimated to be the third gear stage, which is the first gear stage of the gear stage at the start of the shift, and a target rotational speed NE_3 corresponding to this is set. The engine speed is controlled so as to be the target speed NE_3 until time t2 when the reconnection of the transmission 5 is started. Accordingly, the engine speed decreases to the vicinity of the target speed NE_3 in the vicinity of time t2.

  Here, in the control according to the present embodiment, after the time t2 when the reconnection of the engine 2 and the transmission 5 is started, the post-shift gear stage is re-estimated based on the vehicle speed and the engine speed every moment. Therefore, after time t2, it is possible to re-estimate the post-shift gear stage as the actual four gear stages. Specifically, since the actual gear position after the shift is different from the estimated three speeds, the vehicle speed and the engine speed after the time t2 are such that these shift relationships are the actual post-shift gear relationships. Therefore, the actual post-shift gear stage is appropriately re-estimated based on these changes. In the example shown in FIG. 7, as described above, after time t2, the vehicle speed increases and the engine speed decreases, and in the control according to the present embodiment, after the shift at time t10 based on these values. The gear stage can be re-estimated as 4 stages. As the post-shift gear stage is re-estimated to be 4 stages, the target rotational speed is also reset to the rotational speed NE_4 corresponding to the 4th stage. Then, after time t10, the engine speed is controlled so as to be the target speed NE_4. As a result, when the control according to the present embodiment is performed, at time t3, the engine speed becomes the speed corresponding to the fourth speed, that is, the speed corresponding to the speed of the transmission 5 in the fourth speed. The occurrence of shock is avoided.

  In particular, in the above embodiment, when it is determined that the reconnection between the transmission 5 and the engine 2 has been started, the gear stage after the start of the reconnection is estimated every moment until the reconnection is completed. Therefore, it is possible to more accurately estimate the gear stage after the shift and control the engine speed to a speed corresponding to the actual gear stage, and more reliably avoid the occurrence of a shift shock after the shift. it can.

(4) Second Embodiment In the first embodiment, when the post-shift gear stage estimation unit 52 determines that the connection between the transmission 5 and the engine 2 is released by the connection state determination unit 51, and the connection state Although the case where the post-shift gear stage is estimated after the determination section 51 determines that the reconnection between the transmission 5 and the engine 2 is started has been described, the post-shift gear stage estimation section 52 is configured as follows. You may comprise.

  When the connection state determination unit 51 determines that the connection between the transmission 5 and the engine 2 has been released, the post-shift gear stage estimation unit 52 according to the second embodiment follows the same procedure as in the first embodiment. The post-shift gear stage is estimated. That is, also in the second embodiment, the post-shift gear stage estimation unit 52, when determining the disconnection, based on the engine speed NE and the vehicle speed Vsp at the start of the shift, a gear that realizes these shift relationships. The speed is estimated as the gear position at the start of shifting. Then, the estimated gear position on the high speed side of the estimated shift start gear stage is estimated as the post-shift gear stage.

  Here, in the first embodiment, the post-shift gear stage estimation unit 52 determines that the reconnection between the transmission 5 and the engine 2 has started, and then, based on the engine speed NE and the vehicle speed Vsp at each time. Thus, the gear stage that realizes these shift relationships is estimated, and this estimated gear stage is used as the final post-shift gear stage.

  On the other hand, the post-shift gear stage estimation unit 52 according to the second embodiment differs from the first embodiment in that it is determined that the connection between the transmission 5 and the engine 2 has been released, and then reconnects them. In the meantime, the gear stage (hereinafter referred to as the current gear stage as appropriate) that realizes these shift relationships is estimated based on the engine speed NE and the vehicle speed Vsp at each time. The post-shift gear stage estimation unit 52 then determines the post-shift gear stage estimated at the time of the disconnection determination, that is, the gear stage on the first high speed side of the gear stage at the start of the shift, and the gear stage at each time (current gear stage). And the higher gear is estimated as the final post-shift gear.

  FIG. 8 shows a flow of control according to the second embodiment.

  Steps S1 to S4 are the same as in the first embodiment. Specifically, first, in step S1, it is determined whether or not a shift is started. If it is determined that the shift is started, the gear stage at the start of the shift is estimated in step S2, and the post-shift gear stage is estimated in step S3. As described above, the post-shift gear stage estimation unit 52 estimates the gear stage at the start of the shift based on the engine speed and the vehicle speed at the start of the shift, and after shifting the gear stage on the first high speed side of the gear stage at the start of the shift. Estimated as a gear stage. In step S4, the target rotational speed is determined based on the post-shift gear stage estimated in step S3 and the vehicle speed at the start of the shift. The specific procedure for estimating the gear stage based on the engine speed and the vehicle speed and the specific procedure for determining the target speed based on the gear stage and the vehicle speed are the same as in the first embodiment.

  On the other hand, in the second embodiment, the current gear stage is estimated by the post-shift gear stage estimation unit 52 in step S36, which proceeds after step S4. As described above, the post-shift gear stage estimation unit 52 estimates the gear stage that realizes these shift relationships as the current gear stage based on the engine speed NE and the vehicle speed Vsp at each time.

  Next, in step S37, the current gear stage estimated in step S16 is compared with the post-shift gear stage estimated in step S3, that is, the gear stage on the first high speed side of the shift start gear stage, and the current gear stage is compared. It is determined whether or not the gear is equal to or lower than the gear on the high speed side of the first gear.

  If the determination in step S37 is YES and the current gear is equal to or lower than the gear on the high speed side of the first gear of the shift start, the process proceeds to step S40.

  On the other hand, if the determination in step S37 is NO and the current gear stage is higher than the gear stage on the first high speed side of the gear stage at the start of shifting, the post-shifting gear stage is determined in step S36 in step S38. The estimated current gear is updated. Then, in step S39, which proceeds after step S38, the target rotational speed is determined again. Specifically, the target rotational speed is redetermined on the basis of the updated post-shift gear stage, that is, the current gear stage, and the current vehicle speed, that is, the vehicle speed at the timing of the redetermination. After step S39, the process proceeds to step S40.

  In step S40, the control of steps S5 and S9 described in the first embodiment is performed, and the throttle valve opening and the fuel injection are performed so that the engine speed becomes the target speed re-determined in step S4 or step S39. The amount and ignition timing are increased or decreased. After step S40, the process proceeds to step S41.

  In step S41, it is determined whether or not the shift has been completed, that is, whether or not the reconnection between the engine 2 and the transmission 5 has been completed.

  If the determination in step S41 is YES and it is determined that the shift has been completed, the process proceeds to step S42, and control for setting the engine speed to the target speed, that is, shift assist control is stopped.

  On the other hand, when the determination in step S41 is NO, the process returns to step S36 and steps S36 to S41 are performed.

  FIG. 9 shows changes in parameters when the upshift from the second speed to the fourth speed is started at time t1 in the second embodiment configured as described above. In FIG. 9, the current gear is the estimated current gear, and the actual gear is changed from the second speed to the fourth speed.

  As shown in FIG. 9, in the second embodiment, 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, also in the second embodiment, if the post-shift gear stage estimated when it is determined that the connection between the transmission and the engine is released is the actual speed after the shift, that is, when the reconnection is completed. Even if the gear is different from the gear, the post-shift gear is corrected to a gear closer to the actual gear until the reconnection of the transmission 5 and the engine 2 is completed. The speed can be controlled again according to the gear stage, and the occurrence of a shift shock can be more reliably avoided regardless of the shift pattern.

  In particular, in the second embodiment, unlike the first embodiment, it is not necessary to determine whether or not reconnection between the transmission 5 and the engine 2 has been started. Therefore, in the second embodiment, the configuration for this determination can be simplified. For example, in the second embodiment, instead of the clutch stroke sensor that outputs a signal corresponding to the depression amount of the clutch pedal 11 according to the first embodiment, it is determined whether or not the depression amount of the clutch pedal 11 is a predetermined amount or more. It is possible to use a so-called clutch switch.

(5) Other Modifications In the first embodiment, a case has been described in which the post-shift gear stage is estimated as the gear stage on the high speed side of the shift start gear stage at the start of the shift. The high-speed gear stage may be estimated as the post-shift gear stage.

  However, the gear stage is often changed one by one. For this reason, the post-shift gear stage is estimated as the gear stage on the high speed side of the shift start gear stage as described above, and until the reconnection is started after the connection between the transmission 5 and the engine 2 is released. The engine speed is set to the speed corresponding to the gear stage on the high speed side of the gear stage at the start of the shift over a relatively long period of time (a time longer than the time from reconnection start to completion). By controlling, it is possible to reduce the chance of occurrence of a shift shock and to further enhance comfort.

  Further, in the first embodiment, only the case where the shift assist control is performed only at the time of upshifting has been described, but the shift assist control may be performed at the time of downshifting. When the shift assist control is performed at the time of downshifting, the target rotational speed determination unit 53 changes the gear position on the lower speed side (for example, the first lower speed side) than the gear position at the start of the shift to the gear stage after the shift. Estimate as

  However, at the time of downshifting, it is necessary to increase the engine speed and the driver performs the operation of depressing the accelerator. Therefore, it is not necessary to separately control the engine speed. Regardless of automatic operation, it is considered unfavorable for operation safety. On the other hand, at the time of shifting up, since the mechanical resistance of the engine 2 is small, the decrease in the engine speed is slow, and accordingly, there is a high possibility that a shift shock will occur. For this reason, it is preferable to perform the shift assist control at least during shift-up as in the above embodiment.

  In the first embodiment, a case has been described in which the post-shift gear stage is re-estimated from moment to moment after reconnection between the engine 2 and the transmission 5 is started. This re-estimation is performed at a predetermined timing after reconnection. You may make it perform. 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.

  In each of the above embodiments, the case where the number of stages of the transmission 5 is five has been described, but the number of stages of the transmission 5 is not limited to this.

2 Engine 4 Clutch 5 Transmission (Stepped transmission)
51 Connection state determination unit (connection state determination means)
52 Post-shift gear stage estimation section (post-shift gear stage estimation means)
53 Target rotational speed determination unit (target rotational speed determination means)
54 Rotational speed control unit (Rotational speed control means)

Claims (4)

A control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch for connecting and disconnecting the stepped transmission and the engine,
Connection state determination means for determining a connection state between the stepped transmission and the engine;
A post-shift gear stage estimation means for estimating a post-shift gear stage that is a gear stage at the time of completion of the reconnection when the connection between the stepped transmission and the engine is released and then connected again;
Target rotational speed determining means for estimating the rotational speed of the engine synchronized with the stepped transmission when the reconnection is completed, and determining the estimated value as a target rotational speed;
After the connection state determining means determines that the connection between the stepped transmission and the engine has been released, the connection state determining means determines that the reconnection between the stepped transmission and the engine has been completed. Rotation speed control means for controlling the rotation speed of the engine so that the target rotation speed is reached,
When it is determined by the connection state determination means that the connection between the stepped transmission and the engine has been released, the post-shift gear stage estimation means is configured to change the speed change based on the engine speed and the vehicle speed when the connection is released. A rear gear stage is estimated, and the target rotational speed determining means determines the target rotational speed based on the estimated post-shift gear stage and the vehicle speed at the time of disconnection, and the connection state determining means determines the stepped gear speed. The determined target rotational speed is maintained until it is determined that reconnection between the transmission and the engine is started,
When it is determined by the connection state determination means that reconnection between the stepped transmission and the engine has started, the post-shift gear stage estimation means is based on the engine speed and vehicle speed after the start of reconnection. The engine control apparatus according to claim 1, wherein the post-shift gear stage is re-estimated, and 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. The engine control device according to claim 1,
When the connection state determining means determines that the connection between the stepped transmission and the engine is released, the post-shift gear stage estimating means is connected based on the engine speed and the vehicle speed when the connection is released. A gear stage at the time of release is estimated, a gear stage on the high-speed side of the estimated gear stage at the time of release of connection is estimated as the post-shift gear stage, and the stepped transmission and the gear stage are estimated by the connection state determination means. If it is determined that reconnection with the engine has been started, the gear position after the start of reconnection is estimated based on the engine speed and vehicle speed after the start of reconnection, and the estimated gear after the start of reconnection is estimated. A control apparatus for an engine, characterized in that a speed is estimated as the post-shift gear stage. The engine control device according to claim 2,
The post-shift gear stage estimation means continues when the reconnection between the stepped transmission and the engine is started by the connection state determination means until the reconnection is completed. An engine control device that estimates a gear stage after the start of reconnection. A control device for an engine mounted on a vehicle having a stepped transmission, an engine, and a clutch for connecting and disconnecting the stepped transmission and the engine,
Connection state determination means for determining a connection state between the stepped transmission and the engine;
A post-shift gear stage estimation means for estimating a post-shift gear stage that is a gear stage at the time of completion of the reconnection when the connection between the stepped transmission and the engine is released and then connected again;
Target rotational speed determining means for estimating the rotational speed of the engine synchronized with the stepped transmission when the reconnection is completed, and determining the estimated value as a target rotational speed;
After the connection state determining means determines that the connection between the stepped transmission and the engine has been released, the connection state determining means determines that the reconnection between the stepped transmission and the engine has been completed. Rotation speed control means for controlling the rotation speed of the engine so that the target rotation speed is reached,
When it is determined by the connection state determination means that the connection between the stepped transmission and the engine is released, the post-shift gear stage estimation means is based on the engine speed and vehicle speed when the connection is released. The gear stage at the start of shifting, which is the gear stage at the time of disconnection, is estimated, and the gear stage on the higher speed side of the gear stage at the start of shifting is estimated as the post-shifting gear stage. Determining the target rotational speed based on the post-shift gear position and the vehicle speed at the time of disconnection,
The post-shift gear stage estimation means is determined until the reconnection is determined after the connection state determination means determines that the connection between the stepped transmission and the engine is released. The gear stage at each time is estimated based on the engine speed and the vehicle speed at each time, and the gear stage at each shift start is estimated as the post-shift gear stage when the connection is released. If the gear is on the higher speed side than the first gear, the gear at each time is re-estimated as the gear after shifting,
The target rotational speed determining means, when the post-shift gear stage is re-estimated, 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.

Images