JP6294587B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to a technical field of an internal combustion engine control device that controls internal combustion engine torque such as engine torque during shift control of an automatic transmission such as a mechanical automatic transmission (AMT).

  2. Description of the Related Art Conventionally, in a large vehicle such as a bus or truck equipped with a mechanical automatic transmission, output control (hereinafter also referred to as engine torque control) of an engine that is an internal combustion engine is variously performed during shift control of the mechanical automatic transmission. ing.

  As a conventional engine control device for performing such engine output control, the engine output at the time of shifting completion (hereinafter also referred to as engine torque) is controlled so that the vehicle continues to travel smoothly when shifting of the mechanical automatic transmission is completed. An engine control device has been proposed (see, for example, Patent Document 1).

  In the engine control device described in Patent Document 1, when the shift signal generation means of the transmission ECU (TCU) detects the completion of the shift, the engine output control means corresponds to the rotational speed of the engine and cancels the rotational resistance. The engine output that does not transmit the driving torque due to the rotational resistance to the transmission is obtained from an α value map that is a preset engine output map, and the accelerator output of the driver is handled at a predetermined rate of change from the engine output. The engine output is controlled to increase at a constant rate (linearly) until the engine output is reached.

JP 2006-70708 A.

  By the way, in a mechanical automatic transmission, engine torque control is generally performed using communication means such as CAN after completion of shifting of the mechanical automatic transmission. However, depending on the control method, the engine torque control may run. May affect feeling. For example, when the clutch is controlled from disengagement to engagement, a shock may occur if the engine torque varies greatly. For this reason, engine torque control that suppresses shock as much as possible and has good acceleration performance is required.

However, in the engine control device described in Patent Document 1, the engine output control is started at time t ₂ when the clutch reaches the connection side γ for a certain degree as shown in FIG. ing. For this reason, the problem that the timing of engine output control start is late is considered. With such timing of the engine output control start is slow, by the time t ₃ when the engine torque is the accelerator opening value of the driver from t ₂ from the engine output control start time (corresponding to the driver's required torque value) in FIG. 4 It takes a long time. For example, in the case of an engine with poor followability, it may be considered that there is a delay from the start of the engine torque control instruction by the transmission ECU until the engine output actually increases.

Further, the α value map used for engine output control only shows the relationship between the engine speed and the throttle opening or fuel injection amount corresponding to the engine output value at which the rotational resistance is canceled. The engine output is output with only the rotational resistance. Therefore, the starting point of the engine output value when the clutch is on the connection side for a certain degree or more does not change according to the vehicle load (for example, road surface condition) and is constant. For this reason, for example, when the vehicle load is large such as a steep uphill traveling, it is difficult to obtain the acceleration feeling required by the driver.

  In addition, since the α value map is stored in the ROM of the transmission ECU, the engine output value is constant regardless of the running state of the vehicle. Such a problem may occur that these are not absorbed and are affected by these effects.

  The present invention has been made in view of such circumstances, and an object of the present invention is to reduce the delay of the internal combustion engine torque at the time of gear shifting as much as possible to improve the followability, and to adjust the internal combustion engine torque according to the vehicle running state. It is an object to provide an internal combustion engine control device that can be controlled in a controlled manner.

In order to solve the above-described problem, an internal combustion engine control device according to the present invention includes a shift signal generation unit that determines a shift position of a change lever and outputs a shift position determination signal, and a clutch rotational speed on the transmission side of the clutch. The clutch rotation speed output means for detecting and outputting the clutch rotation speed signal, the output rotation speed output means for detecting the rotation speed of the output shaft of the transmission and outputting the output rotation speed signal, and the shifting operation are started. after the and after gear-on completion of the transmission and outputs the engine torque instruction value when the disconnected state of the clutch starts the internal combustion engine torque control during shifting, further pre Symbol clutch connection after the start of the clutch engagement control of the clutch the speed and output speed signal from the output rotation speed output means Using brute vehicle acceleration change amount, the inner combustion engine and the internal combustion engine output control means for setting a torque instruction value, the internal combustion engine so that the engine torque instruction value output by the internal combustion engine torque is the internal combustion engine output control means And at least an internal combustion engine control unit that controls the engine.

  Further, the internal combustion engine control apparatus according to the present invention is configured such that the internal combustion engine output control means calculates the internal combustion engine torque instruction value by the rotational resistance until the clutch connection control of the clutch is started after the internal combustion engine torque control is started. It is characterized in that the torque value is set to be equal to or less than the torque value.

  Furthermore, the internal combustion engine control apparatus according to the present invention is characterized in that the internal combustion engine output control means increases the internal combustion engine torque instruction value after starting clutch connection control of the clutch.

  Further, the internal combustion engine control apparatus according to the present invention is characterized in that the internal combustion engine output control means increases the internal combustion engine torque instruction value based on the clutch connection speed after starting the clutch connection control of the clutch.

According to the internal combustion engine control device of the present invention configured as described above, the internal combustion engine output control means outputs the internal combustion engine torque instruction value after the transmission gear is engaged and when the clutch is disengaged at the time of shifting. Torque control is started. Therefore, the internal combustion engine torque instruction is output earlier before the clutch is moved from the disconnection side to the connection side, and the output of the internal combustion engine can be made to follow the internal combustion engine torque instruction value when the clutch is connected. The actual internal combustion engine torque value can be increased relatively quickly. Thus, when the internal combustion engine torque control is instructed, even if a slight delay occurs in signal transmission by the communication means or the like, the delay can be corrected and the vehicle can be prevented from decelerating. Good followability can be obtained.

  Further, the internal combustion engine torque command value is set to be equal to or less than the torque value for the rotational resistance after the internal combustion engine torque control is started by the internal combustion engine output control means. As a result, while suppressing an increase in the rotation of the internal combustion engine, the actual internal combustion engine torque value rapidly increases in accordance with the increase in the internal combustion engine torque instruction value at the stage of engaging the clutch, and the time loss of the shift is reduced. Can be made shorter. If the internal combustion engine speed decreases during downshifting or during gear engagement, it is necessary to align the internal combustion engine rotation to the rotation of the next clutch for the purpose of rotational alignment. It is assumed that it has finished.

  Further, the internal combustion engine torque control value is increased by the internal combustion engine output control means after the clutch connection control of the clutch is started. Thereby, the shock at the time of shifting can be relieved and the internal combustion engine torque can be increased in a short time.

  In particular, since the internal combustion engine torque command value is increased based on the clutch engagement speed after completion of gear engagement, the feeling of deceleration during clutch engagement can be achieved by connecting the clutch while the internal combustion engine rotation speed is increasing. And the internal combustion engine torque can be increased in a shorter time.

  Further, the internal combustion engine output control means sets the internal combustion engine torque instruction value after starting the clutch connection control based on the vehicle running state information that affects the vehicle load (road conditions, loading conditions, etc.). Therefore, the internal combustion engine torque command value can be set to an appropriate value regardless of the vehicle load condition. As a result, regardless of the vehicle load situation, the driver can obtain a good driving feeling without a sense of incongruity.

It is a block diagram showing typically an example of an embodiment of an engine control device which is an internal-combustion engine control device concerning the present invention. It is a figure explaining the engine torque control by the engine control apparatus of the example shown in FIG. It is a figure which shows the flow of the engine torque control of the example shown in FIG. It is a figure explaining the engine torque control by the conventional engine control apparatus of patent document 1. FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram schematically showing an example of an embodiment of an engine control apparatus which is an internal combustion engine control apparatus according to the present invention.
As shown in FIG. 1, an engine control device 1 which is an internal combustion engine control device of this example controls a transmission ECU 2 (TCU; Transmission Control Unit) that controls an automatic transmission of a vehicle and an engine 3 that generates engine torque. Engine ECU 4 (corresponding to the internal combustion engine controller of the present invention), a change lever shift position detection sensor 5, and a vehicle running state detection sensor 6. Further, the automatic transmission used together with the engine control device 1 includes a transmission 7 for performing a shift, a shift actuator 8 for engaging and disengaging the transmission 7 in order to control a shift shift of the transmission 7, and turning on / off power transmission. The clutch 9 includes a clutch actuator 10 that controls the operation of the clutch 9 in order to disconnect and connect (disconnect) the clutch 9.

The change lever shift position detection sensor 5 is a change lever unit (CLU; Change
Lever Unit) detects the shift position of the change lever and outputs a lever shift position detection signal. Further, the vehicle travel state detection sensor 6 detects vehicle travel state information during travel of the vehicle such as the vehicle speed and engine load, and outputs a vehicle travel state detection signal.

  The transmission ECU 2 includes a shift signal generating means 11, a gear shift control means 12, a clutch control means 13, a clutch engagement speed output means 14, an engine output control means 15, an output rotation speed output means 16, a clutch rotation speed output means 17, and An engine speed output means 18 is provided.

  The shift signal generation means 11 determines the shift position of the change lever based on the lever shift position detection signal from the change lever shift position detection sensor 5, and when the position is in the automatic shift mode, the shift position is determined from the vehicle running state. The necessity of switching the determination signal (target gear position) is determined, and in the case of the manual shift mode, the shift position determination signal is switched according to the lever operation of the driver, and the vehicle travel from the vehicle travel state detection sensor 6 is performed. Based on the state detection signal, vehicle traveling state information such as vehicle speed and engine load during traveling of the vehicle is determined and a vehicle traveling state determination signal is output.

  The gear shift control unit 12 sets an operation control condition for the shift actuator 8 based on the shift position determination signal from the shift signal generation unit 11, and outputs a shift actuator operation control signal based on the set operation control condition to the shift actuator 8. To do. The shift actuator 8 sets the transmission 7 to the gear position based on the shift position determination signal from the shift signal generation means 11 by performing gear engagement or gear disengagement of the corresponding transmission 7 based on the shift actuator operation control signal. . In this case, a feedback signal for setting the shift shift is output from the shift actuator 8 to the gear shift control means 12.

  The clutch control unit 13 sets an operation control condition for the clutch actuator 10 based on the shift position determination signal and the vehicle running state determination signal from the shift signal generation unit 11, and a clutch actuator operation control signal based on the set operation control condition. Is output to the clutch actuator 10. The clutch actuator 10 performs connection / disconnection control of the clutch 9 based on the clutch actuator operation control signal. In that case, a feedback signal for connection / disconnection control of the clutch 9 is output from the clutch actuator 10 to the clutch control means 13. The clutch control means 13 outputs a set clutch connection speed signal based on the condition of the connection speed of the clutch 9 among the set operation control conditions of the clutch actuator 10 to the clutch connection speed output means 14. The clutch connection speed output means 14 outputs a clutch connection speed signal based on the set clutch connection speed signal from the clutch control means 13.

  The engine output control means 15 sets an engine output instruction value (engine torque instruction value) based on the lever shift position detection signal and the vehicle running state detection signal from the shift signal generation means 11, and based on the set engine torque instruction value An engine output signal is output to the engine ECU 4. Then, the engine ECU 4 drives and controls the engine 3 with an engine torque instruction value based on the engine output signal from the engine output control means 15. At this time, the engine ECU 4 outputs an engine speed signal.

The output rotation speed output means 16 detects the rotation speed of the output shaft in the transmission 7 and outputs the output rotation speed signal to the engine output control means 15. The clutch rotational speed output means 17 detects the clutch rotational speed on the driven side (transmission side) of the clutch 9 and outputs the clutch rotational speed signal to the engine output control means 15. Further, the engine speed output means 18 outputs an engine speed signal from the engine ECU 4 to the engine output control means 15. The engine output control means 15 resets the engine torque instruction value based on the output rotation speed signal, the clutch rotation speed signal, and the engine rotation speed signal, and the engine output based on the reset engine torque instruction value. The signal is output again to the engine ECU 4.

  The engine output control means 15 of the engine control apparatus 1 of this example determines the engine torque instruction value and outputs it to the engine ECU 4 as follows, and the engine ECU 4 sets the engine 3 so that the determined engine torque instruction value is obtained. The drive is controlled. That is, when determining the engine torque instruction value, the engine output control means 15 determines the difference between the engine speed and the clutch speed, the vehicle load (that is, the amount of change in vehicle acceleration during a shift), and the gear shift. The engine torque instruction value is determined using the three vehicle information of the clutch engagement speed after the shift is completed.

  First, the engine output control means 15 determines an engine torque instruction value based on the difference between the engine speed from the engine speed output means 18 and the clutch speed from the clutch speed output means 17. Thus, the engine torque instruction value is determined using the difference between the engine speed and the clutch rotation speed, so that the engine torque instruction value can be determined (adjusted) while the clutch 9 is disengaged as shown in FIG. In addition, it is not determined (adjusted) after the clutch connection control of the clutch 9 is started and before the clutch is connected. When the engine torque instruction value is determined after the clutch connection control is started and before the clutch 9 is engaged, the engine torque instruction value may be increased before the clutch is engaged. When the engine torque instruction value is increased before the clutch is connected in this way, there is a possibility that the rotation of the engine 3 jumps up. However, in the engine control apparatus 1 of this example, as described above, the engine torque instruction value is not determined after the clutch connection control is started but before the clutch is connected, so that the rotation of the engine 3 does not jump up.

  The engine output control means 15 is based on the clutch rotational speed from the clutch rotational speed output means 17, the output rotational speed from the output rotational speed output means 16, and the clutch connection speed from the clutch connection speed output means 14. At the same time as the clutch 9 is connected, the engine torque instruction value is increased based on the clutch engagement speed after completion of the gear shift shift. By increasing the engine torque instruction value at the same time as the clutch is connected in this way, the loss of the shift time is reduced. Therefore, the shift time (the engine torque instruction value from the start of the shift is determined by the driver's accelerator opening value (driver requested torque value). ), That is, the time until shifting is completed. In addition, since the engine torque command value is increased based on the clutch engagement speed after the gear shift shift is completed, the feeling of deceleration during clutch engagement is eliminated by connecting the clutch while the engine rotation speed is increasing. The engine output increases in a short time.

  Further, the engine output control means 15 adjusts the engine torque instruction value according to the vehicle load (the amount of change in vehicle acceleration during shifting). In that case, the engine output control means 15 calculates the vehicle acceleration change amount based on the output rotational speed of the output shaft in the transmission 7 from the output rotational speed output means 16. This output rotational speed is the rotational speed of the output shaft during clutch disengagement at the time of shifting, and the obtained vehicle acceleration change amount is stored in the engine output control means 15 during this clutch disengagement. Then, a load on the vehicle is detected based on the vehicle acceleration change amount.

  The reason why the vehicle load (vehicle acceleration change amount) is used in determining the engine torque instruction value in this way is as follows. That is, the engine output at the time of shifting is, for example, the vehicle load (during shifting) during uphill traveling, loaded vehicle (full load) traveling, downhill traveling, empty vehicle traveling, flat land traveling or normal loaded vehicle traveling, etc. Changes in the vehicle acceleration change amount). When the vehicle is traveling uphill or when the vehicle is loaded (full load or almost full load), the vehicle load is large and the engine load also increases. Therefore, in this case, it is necessary to set the engine torque value higher. In this case, the vehicle acceleration change amount during the shift obtained by calculation is negative, and the engine torque value is increased as the negative value increases. In addition, since the vehicle load is small and the engine load is small when the vehicle is traveling downhill or when the vehicle is traveling empty, it is necessary to set the engine torque value to be weak in the shift in this case. In this case, the amount of change in vehicle acceleration during the shift is positive, and the engine torque value is decreased as the positive value increases. Therefore, as described above, the engine torque instruction value is adjusted according to the vehicle load (the amount of change in vehicle acceleration during shifting), so that the engine torque instruction value regardless of the vehicle load condition (road surface condition, loading condition, etc.). Is set to an appropriate value. As a result, regardless of the vehicle load situation (road surface condition, loading situation, etc.), the driver can obtain a good driving feeling without a sense of incongruity.

  Further, as shown in FIG. 2, the engine control device 1 sets the engine torque control start timing at the time of gear shift immediately after the completion of the gear shift shift (gear-on / gear-off) of the transmission with the clutch 9 disengaged (example shown in FIG. 2). In this case, the operation is started immediately after the gear application is completed. For example, in an automatic transmission such as a two-pedal mechanical automatic transmission (AMT), the transmission ECU 2 instructs the engine ECU 4 to perform engine torque control. May cause a slight delay in signal transmission. For this reason, it is necessary to correct this delay. Therefore, by issuing the engine torque instruction early before the clutch 9 is moved from the disconnection side to the connection side, the engine output follows the engine torque instruction value when the clutch 9 is connected, so that the actual engine torque value increases. The vehicle will not slow down. By controlling the engine torque control start timing in this way, the actual engine torque value increases relatively quickly after the engine torque control starts, and the followability of the engine 3 becomes good.

  When engine torque control is started, the torque instruction value is increased as shown in FIG. At this time, until the engine speed becomes the same as or substantially the same as the clutch speed, the torque instruction value is increased to a torque value β smaller than the torque value α corresponding to the rotational resistance and then held at this torque value β. . Thereby, the torque instruction value is adjusted to such an extent that the rotation of the engine 3 does not blow up. In this state, the clutch 9 is in a state in which the connection control is not started but is not completely disconnected and is slightly connected (a connection state weaker than a connection state in the half clutch; a standby state in the half clutch). In this way, the torque instruction value is maintained at a torque value β that is smaller than the rotational resistance α, so that the actual engine torque rapidly increases in accordance with the increase of the torque instruction value at the stage of engaging the clutch, and the shift time loss And the shift time becomes shorter. If the internal combustion engine speed decreases during downshifting or during gear engagement, it is necessary to align the internal combustion engine rotation to the rotation of the next clutch for the purpose of rotational alignment. It is assumed that it has finished.

When the engine speed is the same as or substantially the same as the clutch speed, connection control of the clutch 9 is started. As a result, the clutch 9 is brought into a half-clutch state, and the torque instruction value is slightly increased by a predetermined amount in this half-clutch state. At this time, the predetermined amount of the torque instruction value to be raised differs depending on the traveling state of the vehicle when the vehicle is traveling uphill, when the vehicle is traveling on flat ground, and when the vehicle is traveling downhill. That is, the predetermined amount of the torque instruction value is large when traveling uphill, small when traveling downhill, and set to an intermediate value between traveling uphill and traveling downhill when traveling on flat ground. When the clutch 9 is completely connected, the torque instruction value increases in a parabolic shape (secondary curve shape) according to the traveling state of the vehicle. Thus, the torque instruction value is increased in a parabolic manner, so that the shock at the time of shifting is reduced and the engine torque value is increased in a short time.

Next, a specific example of engine torque control by the engine control apparatus 1 of this example will be described. FIG. 3 is a diagram showing a flow of engine torque control in this example.
As shown in FIG. 3, when the shift control (that is, engine torque control at the time of shift) is started by the shift command in step S1, the torque instruction value becomes almost zero, and the actual engine torque value becomes low, step S2 Thus, the disengagement control of the clutch 9 is started. When the disengagement of the clutch 9 is completed in step S3, gear shift control of the gear of the transmission 7 (shift control for gear engagement after gear disengagement) is started for gear shifting in step S4. Next, in step S5, it is determined whether or not the gear has been engaged. If it is determined that the gears have been engaged, engine torque control of the engine 3 is started in step S6. Next, in step S7, it is determined whether or not the difference between the engine speed and the clutch speed is equal to or greater than a first specified value P1 defined in advance. If it is determined that the difference between the engine rotational speed and the clutch rotational speed is equal to or greater than the first specified value P1, the engine torque instruction value (the aforementioned torque smaller than the rotational resistance α is set to an extent that the engine rotational speed continues to decrease in step S8. Value β) is output (0 <torque instruction value (torque value β) <resistance torque component).

  Next, in step S9, it is determined whether or not the absolute value of the difference between the engine speed and the clutch speed is equal to or less than a second specified value P2 that is specified in advance. If it is determined that the absolute value of the difference between the engine speed and the clutch speed is equal to or less than the second specified value P2 (that is, the engine speed and the clutch speed are substantially the same), the clutch of the clutch 9 is determined in step S10. Connection control is started. In step S11, the actual engine torque value is set to the difference between the torque value corresponding to the increased clutch engagement speed, the driver request torque value (accelerator opening), and the previous torque instruction value, and the control counter (count value after the start of shift control). Is calculated as the sum of the square of, the square of the control cycle, and the value multiplied by the gain value determined from the vehicle acceleration change amount. That is, after starting the engine torque control instruction, the torque instruction value is increased according to the clutch connection speed, and the torque instruction value is further increased by multiplying the time integral value by the gain value corresponding to the vehicle acceleration change amount. In step S12, it is determined whether or not the absolute value of the difference between the driver request torque value and the actual engine torque value is equal to or less than a third specified value P3 defined in advance. If it is determined that the absolute value of the difference between the driver request torque value and the actual engine torque value is equal to or smaller than the third specified value P3, the shift control (that is, engine torque control at the time of shift) is finished in step 13.

  If it is determined in step S12 that the absolute value of the difference between the driver request torque value and the actual engine torque value is greater than the third specified value P3, the process proceeds to step S11, and the processes after step S11 are executed. If it is determined in step S9 that the absolute value of the difference between the engine speed and the clutch speed is greater than the second specified value P2, the process proceeds to step S8, and the processes after step S8 are executed. Further, when it is determined in step S7 that the difference between the engine speed and the clutch speed is smaller than the first specified value P1, the sum of the clutch speed and the first specified value P1 at that time is determined in step S14. The engine torque instruction value is output so as to increase the engine speed until. Thereafter, the process proceeds to step S7, and each process after step S7 is executed. Further, if it is determined in step S5 that the gear is not engaged, the process of step S5 is continued.

According to the engine control apparatus 1 of this example, the engine output control means 15 outputs the engine torque instruction value after the gear of the transmission 7 is engaged at the time of shifting and the clutch 9 is disengaged, and the engine torque control is started. Accordingly, before the clutch 9 is moved from the disconnected side to the connected side, that is, before the clutch connection control is started, the engine torque instruction is output early, and when the clutch 9 is connected, the output of the engine 3 is set to the engine torque instruction. The actual engine torque value can be increased relatively quickly. As a result, when engine torque control is instructed, even if a slight delay occurs in signal transmission by communication means or the like, the delay can be corrected and the vehicle can be prevented from decelerating, and the engine 3 can be improved. Followability can be obtained.

  Further, the engine output instruction means 15 sets the engine torque instruction value to a torque value β equal to or less than the torque value α corresponding to the rotational resistance until the clutch connection control of the clutch 9 is started after the engine torque control is started. As a result, the actual engine torque value quickly increases in accordance with the increase in the torque instruction value at the stage where the clutch is engaged, the shift time loss is reduced, and the shift time can be further shortened.

  Further, the engine output control means 15 increases the engine torque instruction value after starting the clutch connection control of the clutch 9. Thereby, the shock at the time of gear shifting is relieved and the engine torque can be increased in a short time.

  In particular, the engine torque instruction value increases based on the clutch connection speed after completion of gear application, and the clutch can be connected while the engine rotation speed is increasing, thereby eliminating the feeling of deceleration when the clutch is connected. At the same time, the engine torque can be increased in a shorter time.

  Furthermore, the engine output control means 15 adjusts the engine torque instruction value according to the vehicle load (the amount of change in vehicle acceleration during shifting) as described above, so that the vehicle load situation (road surface condition, loading condition, etc.) Regardless, the engine torque instruction value is set to an appropriate value. As a result, regardless of the vehicle load situation (road surface condition, loading situation, etc.), the driver can obtain a good driving feeling without a sense of incongruity.

In addition, this invention is not limited to the above-mentioned example, A various design change is possible. For example, in the example shown in FIG. 2 described above, the vehicle travel path is used as the vehicle travel information in setting different torque instruction values. For example, the loading state of the vehicle can be used as the vehicle travel information. In that case, the predetermined amount of torque command value is large when the vehicle is fully or almost fully loaded, small when the vehicle is empty, and when the vehicle is normally loaded, when it is fully loaded and when the vehicle is empty. Set to an intermediate value. In addition, the predetermined amount of the torque instruction value is generally large when traveling with a large vehicle load, small when traveling with a small vehicle load, and generally when traveling with a normal vehicle load, regardless of the travel path and the loaded state. It is set to an intermediate value between traveling with a large vehicle load and traveling with a small vehicle load.
In short, the present invention can be modified in various ways within the scope of the matters described in the claims.

  The internal combustion engine control apparatus according to the present invention can be suitably used for an internal combustion engine control apparatus that controls internal combustion engine torque such as engine torque during shift control of an automatic transmission such as a mechanical automatic transmission (AMT).

DESCRIPTION OF SYMBOLS 1 ... Engine control apparatus, 2 ... Transmission ECU (TCU), 3 ... Engine, 4 ... Engine ECU, 5 ... Change lever shift position detection sensor, 6 ... Vehicle running state detection sensor, 7 ... Transmission, 8 ... Shift actuator, DESCRIPTION OF SYMBOLS 9 ... Clutch, 10 ... Clutch actuator, 11 ... Shift signal generation means, 12 ... Gear shift control means, 13 ... Clutch control means, 14 ... Clutch connection speed output means, 15 ... Engine output control means, 16 ... Output rotation speed output Means, 17 ... clutch speed output means, 18 ... engine speed output means

Claims (4)

Shift signal generating means for determining the shift position of the change lever and outputting a shift position determination signal;
Clutch rotational speed output means for detecting the clutch rotational speed on the transmission side of the clutch and outputting a clutch rotational speed signal;
Output rotational speed output means for detecting the rotational speed of the output shaft of the transmission and outputting an output rotational speed signal;
After the shift operation is started, the and after gear-on completion of the transmission and outputs the engine torque instruction value when the disconnected state of the clutch starts the internal combustion engine torque control during shifting, further clutch engagement before Symbol clutch after the start of the control by using the vehicle acceleration change amount based on the clutch connecting speed and the output speed signal from the output rotation speed output means and the internal combustion engine output control means for setting the internal combustion engine torque instruction value,
An internal combustion engine control unit for controlling the internal combustion engine so that the internal combustion engine torque becomes the internal combustion engine torque instruction value output by the internal combustion engine output control means;
An internal combustion engine control device comprising: The internal combustion engine output control means sets the internal combustion engine torque instruction value to be equal to or less than the torque value corresponding to the rotational resistance until the clutch connection control of the clutch is started after the internal combustion engine torque control is started. The internal combustion engine control device according to claim 1 . The internal combustion engine control device according to claim 2 , wherein the internal combustion engine output control means increases the internal combustion engine torque instruction value after starting clutch connection control of the clutch. The internal combustion engine control device according to claim 3 , wherein the internal combustion engine output control means increases the internal combustion engine torque instruction value based on a clutch connection speed after starting clutch connection control of the clutch.

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