JP5846086B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that is applied to an engine having an engine output shaft connected to a manual transmission via a clutch, and controls the rotational speed of the engine in accordance with a change in a target gear position of the manual transmission.

  In a vehicle equipped with a manual transmission, the driver depresses the clutch pedal to release the clutch, then operates the shift lever to change the gear position of the manual transmission, then depresses the clutch pedal and releases the clutch. Shifting is performed by re-engaging. If the rotational speed of the engine and the input shaft rotational speed are significantly different at the time of re-engagement of the clutch when shifting the manual transmission, a shift shock is likely to occur.

  Conventionally, Patent Document 1 proposes an engine control device that controls the rotational speed of the engine so as to be synchronized with the input shaft rotational speed when a change in the target gear position of the manual transmission is detected.

JP 2008-309230 A

  If the engine rotational speed control is performed according to such a change in the target gear position of the manual transmission, a shift shock can be suitably suppressed. However, at present, many vehicles equipped with a manual transmission are equipped with sensors that directly detect the target gear position of the manual transmission, such as a shift position sensor that detects the operation position of the shift lever of the driver. Therefore, it is required to realize the above technique with a smaller sensor configuration.

  The present invention has been made in view of such circumstances, and a problem to be solved is to accurately perform engine speed control in accordance with a change in a target gear position of a manual transmission with a simpler configuration. It is an object of the present invention to provide an engine control device that can handle the above.

  In order to solve the above-mentioned problem, the invention according to claim 1 is applied to an engine having an engine output shaft connected to a manual transmission via a clutch, and the engine according to a change in a target gear position of the manual transmission. The premise is an engine control device that controls the rotational speed of the engine. Then, the smoothed value of the input shaft rotation speed obtained by performing the smoothing process on the detection result of the input shaft rotation speed of the manual transmission, and the smoothing process having a smoothness smaller than that for the smooth value are input. The value obtained by applying to the detection result of the shaft rotation speed and the rough value of the input shaft rotation speed, which is one of the detected values of the input shaft rotation speed, are obtained respectively, and the deviation between them is large after the clutch is released. Therefore, it is determined that the target gear position has changed, and the rotational speed control is performed.

  When the target gear position changes to the upshift side of the manual transmission, the input shaft rotational speed of the manual transmission decreases, and when the target gear position changes to the downshift side, the input shaft rotation of the manual transmission rotates. Increases speed. Therefore, it appears that the change in the target gear position of the manual transmission can be easily detected from the change in the input shaft rotation speed.

  However, when the clutch is released, torsional vibrations are generated in the components of the drive system such as the propeller shaft, whereby the input shaft rotation speed periodically rises and falls. Therefore, simply looking at the change in the input shaft rotation speed, the change in the input shaft rotation speed due to the torsional vibration after the clutch is released and the change in the input shaft rotation speed due to the change in the target gear position of the manual transmission are shown. Indistinguishable, it is difficult to confirm the change in the target gear position of the manual transmission.

  In that respect, in the above configuration, it is confirmed that the target gear position of the manual transmission has been changed when the deviation between the smooth value of the input shaft rotation speed and the rough value thereof has increased. In the smooth value obtained by performing the smoothing process on the input shaft rotation speed, a steep change in the input shaft rotation speed due to the change in the target gear position of the manual transmission is hardly reflected in the value. On the other hand, the value obtained by performing smoothing processing with a smoothness smaller than that on the detection result of the input shaft rotational speed, or the rough value of the input shaft rotational speed, which is the actual value of the input shaft rotational speed, A steep change in the input shaft rotational speed accompanying a change in the target gear position of the transmission is remarkably reflected by the value. Therefore, looking at the deviation between these smooth and rough values, it is possible to accurately determine the change in the input shaft rotation speed due to the change in the target gear position of the manual transmission and the change in the input shaft rotation speed due to the torsional vibration after the clutch is released. Can be distinguished. As a result, it is possible to accurately detect the change in the target gear position without directly detecting the change in the target gear position using a shift position sensor or the like. Therefore, according to the above configuration, a change in the target gear position of the manual transmission can be accurately detected with a simpler configuration, and the engine rotation speed can be accurately controlled in accordance with the change.

  According to claim 2, when the rough value exceeds the smooth value, it is determined that the target gear position has changed to the downshift side, and when the rough value falls below the smooth value, the target to the upshift side is determined. If it is determined that there is a change in the gear position, it is possible to determine a change in the target gear position toward the upshift side and a change in the target gear position toward the downshift side. According to the third aspect of the present invention, when the rough value of the input shaft rotational speed exceeds the input shaft rotational speed when the clutch is released and the rough value exceeds the smooth value, the change of the target gear position toward the downshift side Judge that there is a change in the target gear position to the upshift side when the rough value falls below the input shaft rotation speed when the clutch is released and the rough value falls below the smooth value. However, the same determination is possible.

  Incidentally, the input shaft rotational speed after the clutch is released tends to gradually decrease due to frictional resistance caused by oil agitation in the manual transmission. Therefore, in order to more accurately determine the change in the target gear position on the upshift side and the downshift side, as in claim 4, the smooth value and rough value for determining that the target gear position has changed to the upshift side. It is desirable to make the minimum deviation value larger than the minimum deviation value between the smooth value and the rough value for determining that the target gear position has changed to the downshift side.

If the target gear position of the manual transmission is set to a low-speed gear position that is inappropriate for the input shaft rotation speed of the current manual transmission due to an erroneous operation by the driver, the engine will overspeed after re-engaging the clutch. There is a risk of becoming. Therefore, as by claim 5, when it is determined that there is change in the target gear position to the downshift side, the input of the manual transmission whether there is a possibility that the engine after refastening the clutch is overspeed If it is determined based on the shaft rotation speed and there is a possibility of over-rotation, the driver can be informed that the speed change operation is incorrect and cancel the erroneous speed change operation. The driver can be urged to avoid over-rotation of the engine .

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows typically the whole structure about one Embodiment of the engine control apparatus of this invention. The flowchart which shows the process sequence of the shift determination routine employ | adopted as the same embodiment. The flowchart which shows the process sequence of the misshift warning routine employ | adopted as the same embodiment. The time chart which shows the control aspect at the time of the speed change of the embodiment. The graph which shows the relationship between the gain and frequency of a low-pass filter used for calculation of a smooth value in other embodiments of the engine control device of the present invention. The time chart which shows transition of the actual value of the input rotational speed at the time of gear shifting, and the value after the said low-pass filter process.

  Hereinafter, an embodiment of the engine control device of the present invention will be described in detail with reference to FIGS. The engine control device of this embodiment is applied to an engine mounted on a vehicle with a manual transmission.

  As shown in FIG. 1, an engine output shaft 11 that is an output shaft of the engine 10 is connected to a transmission input shaft 15 that is an input shaft of a manual transmission 14 via a clutch 12. The clutch 12 is released / engaged in response to the driver's depression / depression of the clutch pedal 13 to connect / disconnect power transmission between the engine output shaft 11 and the transmission input shaft 15. On the other hand, the manual transmission 14 changes the gear position according to the driver's operation of the shift lever 16 and changes the gear ratio of the drive system of the vehicle.

  The engine 10 is controlled by the engine control unit 17. The engine control unit 17 is input with detection signals from sensors provided in each part of the vehicle. Such sensors include an engine speed sensor 18 that detects the rotation speed of the engine 10 (engine speed NE), a clutch opening sensor 19 that detects the clutch opening CLSTL, and a rotation speed (input shaft rotation) of the transmission input shaft 15. There are an input shaft rotation speed sensor 20 for detecting the speed NI), a vehicle speed sensor 21 for detecting the vehicle speed, and the like. The clutch opening CLSTL indicates the distance between the two friction plates provided in the clutch 12.

  As part of the engine control, the engine control unit 17 performs the rotation speed control of the engine 10 for synchronizing the engine rotation speed NE with the input shaft rotation speed NI when the gear position of the manual transmission 14 is switched, that is, rotation at the time of shifting. Perform synchronous control. This shift rotation synchronous control is started in response to confirmation of the change in the target gear position of the manual transmission 14. When the shift synchronous control is started, the engine rotational speed NE is feedback-controlled to the target engine rotational speed set according to the input shaft rotational speed NI. The gear shift rotation synchronization control is continued until the synchronization between the engine rotation speed NE and the input shaft rotation speed NI is completed.

  In order to perform such rotation-time rotation synchronization control accurately, it is necessary to accurately check the change in the target gear position of the manual transmission 14 according to the operation of the shift lever 16 by the driver. However, the vehicle to which the present embodiment is applied is not provided with a shift position sensor that detects the operation position of the shift lever 16, and the change in the target gear position cannot be directly confirmed. Yes. Therefore, in this embodiment, the change in the target gear position is confirmed from the change in the input shaft rotational speed NI accompanying the change in the target gear position.

  However, when the clutch 12 is released at the time of shifting, the drive system of the vehicle is disconnected from the engine 10, and torsional vibration is generated in the drive system due to the reaction. The torsional vibration causes the input shaft rotational speed NI to periodically rise and fall. Therefore, simply looking at the input shaft rotational speed NI can distinguish between the torsional vibration of the drive system after the clutch 12 is released and the change in the input shaft rotational speed NI due to the change in the target gear position of the manual transmission 14. However, it is difficult to confirm the change.

  Therefore, in this embodiment, the change in the target gear position is confirmed using the following two values. One of these values is a smooth value NI_sm of the input shaft rotation speed obtained by performing smoothing processing on the detection result of the input shaft rotation speed NI. The other is either the value obtained by applying smoothing processing with a smoothness smaller than that for the smooth value NI_sm to the detection result of the input shaft rotational speed NI, or the detected value of the input shaft rotational speed NI. It is a rough value of a certain input shaft rotation speed. In this embodiment, after the clutch 12 is released, it is determined that the target gear position has changed when the deviation between the smooth value NI_sm and the rough value becomes large.

  In the present embodiment, a smoothing process is used as a smoothing process for calculating the smooth value NI_sm. In this embodiment, the detected value of the input shaft rotational speed NI is used as it is as the rough value of the input shaft rotational speed.

  Note that the annealing process is performed by updating the value obtained by dividing the difference between the value to be subjected to the annealing process and the current value by the averaging coefficient. The calculation of the smooth value NI_sm here is performed by the following equation. In the following expression, “NI_sm [n]” indicates the value of the smooth value NI_sm calculated this time, and “NI_sm [n−1]” indicates the value of the smooth value NI_sm calculated last time. “TN” is an annealing coefficient, and its value is a constant equal to or greater than “1”.

NI_sm [n] = NI_sm [n-1] + (NI−NI_sm [n-1]) / TN

In the smooth value NI_sm thus obtained, since the rapid change in the input shaft rotational speed NI is smoothed by smoothing, the rapid change in the input shaft rotational speed NI accompanying the change in the target gear position of the manual transmission 14. Is less likely to be reflected in that value. On the other hand, the detected value of the input shaft rotational speed NI used as the rough value shows a steep change in the input shaft rotational speed NI accompanying the change in the target gear position of the manual transmission 14 as it is. Therefore, by looking at the deviation between the smooth value and the rough value, it becomes possible to accurately detect the change in the input shaft rotational speed accompanying the change in the target gear position of the manual transmission.

  In the present embodiment, the confirmation of the change in the target gear position is performed through the process of the shift determination routine shown in FIG. The processing of this routine is repeatedly executed by the engine control unit 17 for each prescribed control cycle while the engine 10 is in operation.

  When this routine starts, it is first determined in step S100 whether or not the manual transmission 14 has been warmed up. If the warm-up is not completed (NO), the current routine is terminated as it is, and if completed (YES), the process proceeds to step S101.

  When the process proceeds to step S101, whether or not the clutch 12 is released is confirmed in step S101. If the clutch 12 is not released (NO), this routine is terminated as it is, and if the clutch 12 is released (YES), the process proceeds to step S102. Whether the clutch 12 is released is determined based on the clutch opening CLSTL detected by the clutch opening sensor 19. Specifically, if the clutch opening CLSTL is larger than a predetermined value than the opening when the clutch 12 is completely engaged, it is determined that the clutch 12 is released. Otherwise, the clutch 12 is not opened. It is determined that there is.

  When the process proceeds to step S102, it is confirmed in step S102 whether or not the engine rotational speed NE and the input shaft rotational speed NI are deviated. Specifically, it is confirmed whether or not the state where the absolute value of the difference between the engine rotational speed NE and the input shaft rotational speed NI is equal to or greater than a predetermined value continues for a certain period of time. Here, if the engine rotational speed NE and the input shaft rotational speed NI are not deviated (NO), the current process is terminated as it is, and if it is deviated (YES), the process proceeds to step S103.

  When the process proceeds to step S103, in step S103, it is determined whether or not the rough value of the input shaft rotational speed (the current detected value of the input shaft rotational speed NI) is greater than the smooth value NI_sm. More specifically, it is determined whether or not the difference (NI_sm−NI) of the rough value with respect to the smooth value NI_sm of the input shaft rotation speed is equal to or greater than a predetermined determination value α. A positive value is set as the determination value α.

  If the rough value of the input shaft rotation speed is not smaller than the smooth value NI_sm, the process proceeds to step S105. On the other hand, if the rough value of the input shaft rotation speed is smaller than the smooth value NI_sm, the process proceeds to step S104. In step S104, after the determination that the target gear position has changed to the upshift side, that is, the upshift determination is performed, the processing of this routine is terminated. Incidentally, the determination value α is the minimum value of the deviation between the smooth value NI_sm and the rough value, which is determined to have a change in the target gear position toward the upshift side.

  On the other hand, when the process proceeds to step S105, in step S105, it is determined whether or not the rough value of the input shaft rotational speed (the current detected value of the input shaft rotational speed NI) is greater than the smooth value NI_sm. . More specifically, it is determined whether or not the difference (NI−NI_sm) between the smooth value NI_sm and the rough value of the input shaft rotation speed is equal to or larger than a predetermined determination value β. Here, if the rough value of the input shaft rotation speed is not larger than the smooth value NI_sm, the process of this routine is terminated as it is. On the other hand, if the rough value of the input shaft rotation speed is larger than the smooth value NI_sm, the process proceeds to step S106. In step S106, after the determination that the target gear position has changed to the downshift side, that is, the downshift determination is performed, the processing of this routine is finished.

  Note that a positive value larger than the determination value β used for the downshift determination described above is set as the determination value α used for the upshift determination. This is due to the following reason. That is, the input shaft rotational speed NI after the clutch 12 is released tends to gradually decrease due to frictional resistance caused by oil agitation in the manual transmission 14. In order to reflect such a decrease in the determination, the determination values α and β are set as described above.

  In response to the upshift determination and the downshift determination in the shift determination routine described above, the above-described rotation synchronous control during shift is performed. In the present embodiment, the contents of the rotation-time rotation synchronization control such as the target engine rotation speed setting mode are changed between the upshift determination and the downshift determination.

  By the way, if the target gear position of the manual transmission 14 is set to a low-speed gear position that is inappropriate for the current vehicle speed due to an erroneous operation by the driver, the engine 10 may be over-rotated after the clutch 12 is re-engaged. There is. For example, when an upshift operation from “second gear” to “third gear” is to be performed, a downshift operation from “second gear” to “first gear” is performed. In the present embodiment, when the downshift determination is made in the shift determination routine, it is determined based on the input shaft rotational speed NI whether or not there is a possibility that the engine 10 will overspeed after the clutch 12 is re-engaged. . When there is a possibility of over-rotation, the driver is informed so that the shift operation is cancelled.

  Such notification, that is, misshift warning is performed through processing of a misshift warning routine shown in FIG. The processing of this routine is performed by the engine control unit 17 following the processing of the shift determination routine.

  When this routine is started, it is first determined in step S200 whether or not a downshift determination has been made. Here, if the downshift determination is not made (NO), the process of this routine is terminated as it is.

  On the other hand, if the downshift determination has been made (S200: YES), the process proceeds to step S201. In step S201, it is determined whether or not the input shaft rotational speed NI is equal to or higher than a predetermined determination value γ. . The determination value γ is the minimum value of the input shaft rotational speed NI at which the engine rotational speed NE after re-engagement of the clutch 12 is in an overspeed range when the gear position of the manual transmission 14 is changed to the downshift side. It is set to that value. Here, if the input shaft rotational speed NI is less than the determination value γ (NO), the processing of this routine is terminated as it is.

  On the other hand, if the input shaft rotational speed NI is equal to or higher than the determination value γ (S201: YES), the process proceeds to step S202, and a misshift warning is given to the driver in step S202. In the present embodiment, such a misshift warning is made by setting the target engine speed in the rotation synchronous control during shifting to a value higher than normal, or by setting the feedback gain of the engine rotational speed NE in the rotation synchronous control during shifting from the normal. Is set to a large value, and the engine speed NE is greatly increased.

(Operation of the embodiment)
Next, the operation of the engine control apparatus of this embodiment will be described.
FIG. 4 shows an example of a control mode at the time of downshift in the engine control apparatus of the present embodiment. When the driver depresses the clutch pedal 13 at time t1 in the figure and the clutch 12 is released, the engine rotational speed NE and the input shaft rotational speed NI begin to deviate. The input shaft rotational speed NI at this time periodically rises and falls due to torsional vibration of the drive system accompanying the release of the clutch 12. However, since the change in the input shaft rotational speed NI at this time is not so steep, the deviation between the smooth value NI_sm of the input shaft rotational speed and the rough value (the detected value of the current input shaft rotational speed NI) is very large. Don't be. Therefore, neither the upshift determination nor the downshift determination is made with the change in the input shaft rotational speed NI due to the torsional vibration at this time.

  Thereafter, when the driver operates the shift lever 16 to change the target gear position of the manual transmission 14 to the downshift side, the manual transmission 14 starts changing the gear position to the downshift side. As a result, the input shaft rotational speed NI is rapidly increased. At this time, the steep change in the input shaft rotation speed NI is smoothed by the smoothing process, so that the reflection on the smooth value NI_sm is delayed. Therefore, at this time, the deviation between the smooth value NI_sm of the input shaft rotational speed and the rough value (the detected value of the current input shaft rotational speed NI) becomes large.

When these deviations are greater than or equal to the determination value α at time t2 in the figure, a downshift determination is made, and the rotation- time rotation synchronization control is started. When the shift synchronous control is started, the engine rotational speed NE is feedback-controlled to the target engine rotational speed set according to the input shaft rotational speed NI. Then, such shift rotation synchronization control is continued until the synchronization between the input shaft rotation speed NI and the engine rotation speed NE is completed at time t3 in FIG.

Incidentally, the downshift in this case is due to the erroneous operation, when the engine 10 by the re-engagement of the clutch 12 after the shift end is overspeed is predicted, in shift revolution synchronization control, the engine rotational speed NE It is blown up more than usual, so that the driver is warned of a misshift.

(Effect of embodiment)
According to the engine control apparatus of the present embodiment described above, the following effects can be obtained.
(1) In this embodiment, the smoothed value NI_sm of the input shaft rotational speed NI obtained by smoothing the detection result of the input shaft rotational speed NI, and the detected value (rough value) of the input shaft rotational speed NI Is determined after the clutch 12 is disengaged, it is determined that there is a change in the target gear position, and the rotation synchronous control at the time of shifting is performed. In this way, the change in the input shaft rotational speed due to the torsional vibration of the drive system after the clutch 12 is released is distinguished from the change in the input shaft rotational speed NI accompanying the change in the target gear position of the manual transmission 14. Is possible. Therefore, the change in the target gear position can be accurately confirmed without directly detecting it using a shift position sensor or the like. Therefore, the rotational speed control of the engine 10 according to the change of the target gear position of the manual transmission 14, that is, the rotational synchronization control during shifting can be accurately performed with a simpler configuration.

  (2) In this embodiment, when the rough value of the input shaft rotation speed (current detection value of the input shaft rotation speed NI) exceeds the smooth value NI_sm, it is determined that the target gear position has changed to the downshift side. doing. Further, when the rough value of the input shaft rotational speed is lower than the smooth value NI_sm, it is determined that the target gear position has changed to the upshift side. Therefore, it is possible to accurately determine the change in the target gear position toward the downshift side and the upshift side.

  (3) In the present embodiment, the determination value α that is the minimum deviation of the smooth value NI_sm and the rough value for which the upshift determination is made is the determination value β that is the minimum value of the deviation for which the downshift determination is made. It is set to a larger value. Therefore, it is possible to make an accurate determination in anticipation of a decrease in the input shaft rotational speed NI due to frictional resistance after the clutch 12 is released.

  (4) When the manual transmission 14 has not been warmed up, the frictional resistance due to oil agitation and the like is large, and the transition of the input shaft rotational speed NI after the clutch 12 is disengaged is different from normal. Downshift determination accuracy decreases. In this respect, in the present embodiment, the determination is performed on the condition that the warming-up of the manual transmission 14 is completed, so that the determination accuracy can be improved.

  (5) When the clutch 12 is not completely disengaged, the input shaft rotational speed NI changes due to the influence of the engine side, so that the upshift / downshift determination accuracy decreases. In this respect, in the present embodiment, the determination accuracy can be improved because the determination is made on the condition that the complete release of the clutch 12 is confirmed from the detection result of the clutch opening CLSTL.

  (6) In the present embodiment, the determination is made on the condition that the engine rotational speed NE and the input shaft rotational speed NI are deviated. Therefore, the determination is not performed unless the power transmission between the engine output shaft 11 and the transmission input shaft 15 is interrupted, and the determination accuracy is improved.

(Other embodiments)
In the above embodiment, the smoothing process is used as the smoothing process for calculating the smooth value NI_sm of the input shaft rotation speed. In addition, for example, the following smoothing process can be used.

  The first-order lag filter can be used to smooth the detection result of the input shaft rotational speed NI for calculating the smooth value NI_sm. The calculation of the smooth value NI_sm when the first-order lag filter is employed can be performed by the following equation, for example. Note that “Ni_sm [n]” in the following equation is the current value of the smooth value, and “Ni_sm [n−1]” is the previous value of the smooth value. “Ts” is a sampling interval (detection interval) of the input shaft rotational speed NI, and “Tf” is a filter time constant.

Ni_sm [n] = {Ts · Ni + Tf · Ni_sm [n-1]} / (Tf + Ts)

Further, the moving average process can be adopted as a smoothing process for calculating the smooth value NI_sm. In this case, the smooth value NI_sm can be calculated by, for example, the following equation. Note that “Ni [m]” (where “m” is an integer from 0 to i) in the following equation is the detected value of the input shaft rotational speed NI m times before, “η1”, “η2”,. ... “Ηi” is a weighting constant for each detected value.

Ni_sm = (η0 · Ni [0] + η1 · Ni [1] + ... + ηi · Ni [i]) / (η0 + η1 + ... + ηi)

Furthermore, the low-pass filter can be used for smoothing the detection result of the input shaft rotational speed NI for calculating the smooth value NI_sm. As shown in FIG. 5, the low-pass filter in this case is set so that the resonance frequency range of the drive system is included in the pass frequency range. The frequency of fluctuation of the input shaft rotational speed NI due to the torsional vibration of the drive system after the clutch 12 is released becomes the resonance frequency of the drive system. Therefore, as shown in FIG. 6, the value obtained by subjecting the detection result of the input shaft rotational speed NI to the low pass filter process reflects the fluctuation of the input shaft rotational speed NI due to the torsional vibration of the drive system after the clutch 12 is released. The On the other hand, the steep change in the input shaft rotational speed NI accompanying the change in the target gear position of the manual transmission 14 is not reflected in the value subjected to the low-pass filter process.

  On the other hand, in the above embodiment, the detected value itself of the input shaft rotational speed NI is used as the rough value of the input shaft rotational speed. However, smoothing processing with a smoothness smaller than that for the smooth value NI_sm is performed. It is also possible to use the value obtained by applying to the NI detection result as such a rough value. The smoothing degree is reduced by setting a small value for the smoothing coefficient (a value close to “1”) in the smoothing process, and by setting a small value for the filter time constant for the first-order lag filter. Processing can be performed by reducing the number of detected detection values to be processed or by relatively increasing the weighting constant of the latest detection value. In any case, if the degree of smoothness is made sufficiently small, a sharp change in the input shaft rotational speed NI accompanying a change in the target gear position of the manual transmission 14 is generally reflected in the value after the smoothing process. Thus, by taking a deviation from the value obtained by increasing the smoothing degree until such a steep change is smoothed, it is possible to confirm the change of the target gear position.

Furthermore, the above embodiment can be implemented with the following modifications.
In the above embodiment, completion of warming-up of the manual transmission 14 is used as the determination execution condition. However, if sufficient determination accuracy can be secured even when the warm-up is not completed, the determination may be omitted from the determination execution condition. good.

  In the above embodiment, the determination condition is that the clutch 12 is completely opened, but the clutch 12 is partially released if sufficient determination accuracy can be ensured even if the clutch 12 is not completely released. The determination may be performed at a later stage.

  In the above-described embodiment, the difference between the engine rotational speed NE and the input shaft rotational speed NI is used as the determination condition. However, if sufficient determination accuracy can be ensured, the engine rotational speed NE and the input shaft rotational speed NI The determination may be performed even before the stage sufficiently deviates.

  In the above embodiment, the driver has been informed that there is a possibility that the engine 10 may over-rotate due to the re-engagement of the clutch 12 after the shift due to the engine rotational speed NE being blown up. May be performed. For example, notification can be performed by lighting an indicator provided on an instrument panel or the like.

  In the above embodiment, whether or not there is a possibility that the engine 10 may be over-rotated due to re-engagement of the clutch 12 after the shift is determined based on the input shaft rotational speed NI of the manual transmission 14, but the determination is It can also be done based on vehicle speed and gear ratio.

  In the above embodiment, the driver is informed that the engine 10 may be over-rotated due to re-engagement of the clutch 12 after shifting. You may not perform.

  In the above embodiment, the determination value α is larger than the determination value β. However, if the decrease in the input shaft rotational speed NI due to the frictional resistance after the clutch 12 is released is sufficiently small, the determination values α, β Even if is set to the same value, accurate determination is possible.

  In the above embodiment, whether the change of the target gear position is a change to the downshift side or a change to the upshift side, depending on the magnitude relationship between the rough value and the smooth value when the deviation between the rough value and the smooth value increases. Was determined. It is also possible to add a magnitude relationship between the input shaft rotation speed when the clutch 12 is released and the rough value of the current input shaft rotation speed to the determination condition for such determination. That is, the rough value exceeds the input shaft rotation speed when the clutch 12 is released and the rough value exceeds the smooth value as a condition for downshift determination, and the rough value falls below the input shaft rotation speed when the clutch 12 is released. In addition, the rough value may be lower than the smooth value as a condition for the upshift determination.

  In the above embodiment, the change of the target gear position to the downshift side and the upshift side is determined. However, if it is not particularly necessary to distinguish between them for control purposes, the target gear position is not determined and is simply determined. Only the presence or absence of a change in gear position may be determined.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Engine output shaft, 12 ... Clutch, 13 ... Clutch pedal, 14 ... Manual transmission, 15 ... Transmission input shaft, 16 ... Shift lever, 17 ... Engine control unit, 18 ... Engine rotational speed sensor, 19 ... Clutch opening sensor, 20 ... Input shaft rotational speed sensor, 21 ... Vehicle speed sensor.

Claims (5)

In an engine control device that is applied to an engine having an engine output shaft connected to a manual transmission via a clutch and controls the rotational speed of the engine in accordance with a change in a target gear position of the manual transmission,
A smooth value of the input shaft rotation speed obtained by performing a smoothing process on the detection result of the input shaft rotation speed of the manual transmission, and a smoothing process having a smoothness smaller than that for the smooth value A value obtained by applying to the detection result of the rotational speed and a rough value of the input shaft rotational speed, which is one of the detected values of the input shaft rotational speed, are respectively obtained, and the deviations are large after the clutch is released. Then, it is determined that there is a change in the target gear position, and the rotational speed control is performed. When the rough value exceeds the smooth value, it is determined that the target gear position has changed to the downshift side,
The engine control device according to claim 1, wherein when the rough value is less than the smooth value, it is determined that the target gear position has changed to the upshift side. When the rough value exceeds the input shaft rotation speed when the clutch is released and the rough value exceeds the smooth value, it is determined that the target gear position has changed to the downshift side,
2. When the rough value is lower than the input shaft rotation speed when the clutch is released and the rough value is lower than the smooth value, it is determined that the target gear position has changed to the upshift side. The engine control device described. The minimum value of the deviation that is determined to have a change in the target gear position toward the upshift side is greater than the minimum value of the deviation that is determined to be a change in the target gear position toward the downshift side. The engine control device according to claim 2 or 3. When it is determined that there is a change in the target gear position toward the downshift side, it is determined based on the input shaft rotation speed whether there is a possibility that the engine is over-rotated after re-engagement of the clutch, The engine control apparatus according to any one of claims 2 to 4, wherein when there is a possibility of over-rotation, the driver is notified of that.