JP2016098729A - Driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving force control device capable of shortening time lag from start of a shifting operation by a driver to sufficient change of actual driving force of an engine while suppressing acceleration or deceleration of a ride-type vehicle against driver's intention before the gear shifting is completed.SOLUTION: In a driving force control device 1, a control portion 4 changes a throttle opening toward a throttle opening corresponding to a no-load line after temporarily changing the throttle opening to a prescribed opening deviated to the no-load line, in a case where a gear shifting operation detecting portion 3 detects a gear shifting operation of a dog-type transmission in a state that a clutch state detecting portion 2 detects connection of a main clutch.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving force control device, and more particularly, to a driving force control device mounted on a straddle-type vehicle that transmits driving force of an engine to driving wheels through a main clutch and a dog transmission in order.

  Some motorcycles have a dog-type transmission. In such a dog-type transmission, the driver does not operate the main clutch, and the dogs of the dog-type transmission are in contact with each other (dog teeth), and one of the engine and the driving wheel drives the other, Shifting can be performed. According to such a configuration, the driver can quickly shift gears by omitting the operation of the main clutch.

  However, in a state where one of the engine and the driving wheel is driving the other, a large pressing force acts on the contact surface between the dogs of the dog type transmission. For this reason, even if the driver tries to separate the dogs for shifting, it is difficult to separate the dogs by the operation of the driver because a large static frictional force proportional to the pressing force is acting on the contact surface. Tend to be.

  Under such circumstances, Patent Document 1 relates to a shift control device for a motorcycle. When a shift operation of a driver is detected in a state where one of an engine and a drive wheel is driving the other, the throttle is electronically controlled. A configuration is disclosed in which contact between dogs is temporarily released by changing the opening and changing the driving force of the engine.

Japanese Patent No. 4392794

  However, according to the study of the present inventor, the configuration of Patent Document 1 is such that when a shift operation is detected in a state where one of the engine and the drive wheels is driving the other, the throttle opening is electronically controlled. By changing the driving force of the engine, the contact between the dogs is temporarily released, but the engine actually starts after the driver starts a shift operation (shift-up operation and shift-down operation). There is room for improvement in terms of shortening the time lag until the driving force sufficiently changes. This is because the feeling of shifting is improved by shortening the time lag, and shifting can be completed early.

  Here, according to a further study by the present inventor, a configuration for increasing the amount of change in the throttle opening is conceivable as a configuration for shortening the time lag. However, simply increasing the amount of change in the throttle opening may cause the vehicle to accelerate or decelerate against the driver's will until the shift is completed. Such a tendency becomes more prominent when the vehicle is a lightweight straddle-type vehicle such as a motorcycle.

  The present invention has been made through the above-described studies, and the driver can perform a shifting operation while suppressing the acceleration or deceleration of the straddle-type vehicle against the intention of the driver until the shifting is completed. An object of the present invention is to provide a driving force control device capable of reducing the time lag from the start of the engine until the actual driving force of the engine changes sufficiently.

  In order to achieve the above object, the present invention is mounted on a straddle-type vehicle that transmits engine driving force to driving wheels through a main clutch and a dog type transmission in order, and detects connection or disconnection of the main clutch. A clutch state detection unit, a shift operation detection unit that detects a shift operation of the dog transmission, a motor drive unit that drives a motor that changes the throttle opening of the engine, and the clutch state detection unit When the shift operation detection unit detects the shift operation of the dog type transmission in a state where the connection is detected, the engagement of the dogs of the dog type transmission is released or weakened, and the dog type transmission By controlling the motor drive so that shifting is possible. A control unit that temporarily changes the throttle opening to change the driving force temporarily, and operates the engine capable of releasing the engagement between the dogs. A no-load line indicating a state is set in advance, and the control unit is configured so that the shift operation detection unit detects the shift operation of the dog transmission while the clutch state detection unit detects the connection of the main clutch. In order to change the throttle opening to an opening corresponding to the no-load line after changing the throttle opening to a predetermined opening deviated from the no-load line. Controlling the motor drive unit is a first aspect.

  According to the present invention, in addition to the first aspect, the control unit changes the throttle opening to the predetermined opening and maintains it, and then opens the throttle opening corresponding to the no-load line. The second aspect is to control the motor driving unit so as to be changed every time.

  In addition to the first or second aspect, the present invention provides the motor drive unit, wherein the control unit changes the throttle opening to the opening corresponding to the no-load line and maintains it. The third aspect is to control the above.

  According to the driving force control apparatus according to the first aspect of the present invention described above, the control unit detects that the shift operation detection unit detects the shift operation of the dog transmission while the clutch state detection unit detects the connection of the main clutch. The motor drive unit is controlled so that the throttle opening is changed to the opening corresponding to the no-load line after the throttle opening is temporarily changed to a predetermined opening deviated from the no-load line. Therefore, it is possible to prevent the straddle-type vehicle from accelerating or decelerating against the driver's will until the shift is completed, and the engine actually starts after the driver starts the shift operation. The time lag until the driving force changes sufficiently can be shortened.

  Further, according to the driving force control apparatus according to the second aspect of the present invention, the control unit changes the throttle opening to the predetermined opening and maintains it, and then the throttle opening corresponding to the no-load line. Since the motor drive unit is controlled so as to be changed, the change in the intake air amount of the engine can be promoted, and the actual driving force of the engine changes sufficiently after the driver starts the shifting operation. Time lag can be shortened.

  Further, according to the driving force control apparatus according to the third aspect of the present invention, the control unit controls the motor driving unit so as to change the throttle opening to an opening corresponding to the no-load line and maintain it. Therefore, the state where the dogs are disengaged or weakened can be maintained, and the straddle-type vehicle can be prevented from accelerating or decelerating against the intention of the driver.

FIG. 1 is a block diagram illustrating a configuration of a driving force control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing the flow of the driving force control process by the driving force control apparatus in the present embodiment. FIG. 3A is a diagram mainly showing a temporal change in the target throttle opening accompanying a shift-down operation when executing the driving force control process by the driving force control apparatus in the present embodiment, and FIG. FIG. 10 is a diagram mainly showing a temporal change in a target throttle opening accompanying a downshift operation when executing a driving force control process of a comparative example in the present embodiment. FIG. 4A is a diagram mainly showing a time change of the target throttle opening accompanying a shift-up operation when executing the driving force control process by the driving force control apparatus in the present embodiment, and FIG. FIG. 10 is a diagram mainly showing a temporal change in a target throttle opening accompanying a shift-up operation when executing a driving force control process of a comparative example in the present embodiment.

  Hereinafter, a driving force control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of driving force control device]
First, the configuration of the driving force control apparatus in the present embodiment will be described with reference to FIG.

  FIG. 1 is a block diagram showing the configuration of the driving force control apparatus in this embodiment.

  As shown in FIG. 1, the driving force control device 1 according to the present embodiment is configured by an electronic control device such as an ECU (Electronic Control Unit), both of which are sequentially connected to an engine through a main clutch and a dog transmission that are not shown. It is typically mounted on a straddle-type vehicle such as a motorcycle that transmits the drive force to the drive wheels.

  The driving force control device 1 includes a clutch state detection unit 2, a shift operation detection unit 3, a control unit 4, and a motor drive circuit 5. The clutch state detection unit 2, the shift operation detection unit 3, and the control unit 4 are shown as functional blocks of the ECU. In addition, the driving force control device 1 includes a memory (not shown) and the like, and a control program and control data necessary for the driving force control device 1 are stored in the memory.

  Specifically, the clutch state detection unit 2 connects or disconnects the main clutch based on an input signal from the clutch switch 11 that carries information related to the operation when the driver connects or disconnects the main clutch. To detect. The clutch state detection unit 2 inputs an electrical signal corresponding to the detected main clutch on / off operation to the control unit 4.

  The shift operation detection unit 3 detects the shift operation of the dog transmission based on an input signal from the shift operation switch 12 that carries information regarding the shift operation when the driver performs the shift operation of the dog transmission. . The shift operation detection unit 3 inputs an electrical signal according to the presence or absence of the shift operation of the dog transmission detected in this way to the control unit 4.

  When the shift operation detection unit 3 detects a shift operation of the dog transmission while the clutch state detection unit 2 detects the connection of the main clutch, the control unit 4 engages the dogs of the dog transmission. The throttle valve opening (throttle opening) of the engine driven by the throttle motor 13, that is, the actual throttle opening, which is the actual throttle opening is set so that the dog-type transmission can be shifted by releasing or weakening Adjust and control this to temporarily change the engine output. The control unit 4 inputs a control signal for adjusting the throttle opening in this way to the motor drive circuit 5.

  Here, the control unit 4 further uses the input signals from the gear position sensor 14, the throttle position sensor 15, the accelerator opening sensor 16, and the crank angle sensor 17 to execute a driving force control process described later. The gear position sensor 14 inputs an electric signal corresponding to a gear position (gear position) selected by the dog transmission corresponding to the rotational position of the shift drum of the dog transmission. The throttle position sensor 15 inputs an electrical signal corresponding to the throttle opening of the engine. The accelerator opening sensor 16 inputs an electric signal corresponding to an operation amount (accelerator opening) of an accelerator operating member such as an accelerator grip of a saddle riding type vehicle. The crank angle sensor 17 inputs an electric signal corresponding to the crank angle (crankshaft rotation angle) of the engine.

  The motor drive circuit 5 controls the throttle opening by driving the throttle motor 13 in accordance with a control signal from the control unit 4.

  The driving force control apparatus 1 having the above-described configuration performs a driving force control process described below, thereby straddling a vehicle against the intention of the driver until the shifting of the dog transmission is completed. Is suppressed from accelerating or decelerating, and the time lag from when the driver starts shifting operation of the dog-type transmission to when the driving force of the engine actually changes is shortened. Hereinafter, the operation of the driving force control apparatus 1 when executing the driving force control process will be described in detail with reference to FIGS. 2 to 4.

[Driving force control processing]
FIG. 2 is a flowchart showing the flow of the driving force control process by the driving force control apparatus in the present embodiment. FIG. 3A is a diagram mainly showing a temporal change in the target throttle opening accompanying a shift-down operation when executing the driving force control process by the driving force control apparatus in the present embodiment, and FIG. FIG. 10 is a diagram mainly showing a temporal change in a target throttle opening accompanying a downshift operation when executing a driving force control process of a comparative example in the present embodiment. FIG. 4 (a) is a diagram mainly showing a time change of the target throttle opening accompanying a shift-up operation when the driving force control process by the driving force control device in the present embodiment is executed. (A) is a figure mainly showing the time change of the target throttle opening accompanying the shift-up operation at the time of performing the driving force control process of the comparative example in this embodiment.

  The flowchart shown in FIG. 2 starts when the ignition switch of the saddle riding type vehicle is turned on and the driving force control device 1 is activated, and the driving force control process proceeds to step S1. The driving force control process is repeatedly executed every predetermined control period while the straddle-type vehicle is activated and the driving force control device 1 is activated.

  In the process of step S1, the control unit 4 is in a state in which the clutch state detection unit 2 detects the connection of the main clutch based on the electrical signals input from the clutch state detection unit 2 and the shift operation detection unit 3. It is determined whether or not the shift operation detection unit 3 has detected a shift operation of the dog transmission. As a result of the determination, in a state where the clutch state detection unit 2 detects the connection of the main clutch, if the shift operation detection unit 3 has not detected the shift operation of the dog transmission, the control unit 4 A series of driving force control processing ends. On the other hand, when the shift operation detection unit 3 detects a shift operation of the dog transmission while the clutch state detection unit 2 detects the connection of the main clutch, the control unit 4 performs a driving force control process. The process proceeds to S2.

  Here, at the time t = t1 shown in FIG. 3 (a) and the time t = t5 shown in FIG. 4 (a), the shift operation detecting unit is in a state where the clutch state detecting unit 2 detects the connection of the main clutch. 3 detects a shift operation of the dog transmission.

  In the process of step S2, the control unit 4 determines whether or not the initial opening of the throttle opening of the engine has been calculated based on the flag information stored in the memory. If the initial opening degree has been calculated as a result of the determination, the control unit 4 advances the driving force control process to the process of step S7. On the other hand, when the initial opening degree has not been calculated, the control unit 4 advances the driving force control process to the process of step S3.

  In the process of step S3, the control unit 4 detects the engine rotational speed (engine rotational speed) NE based on the electrical signal corresponding to the crank angle of the engine input by the crank angle sensor 17, and the engine thus detected. Based on the rotational speed NE, the initial opening of the engine throttle opening is calculated, and flag information indicating that the initial opening has been calculated is stored in the memory. Thereby, the process of step S3 is completed and a driving force control process progresses to the process of step S4.

  Here, the initial opening, and the duration of the initial opening, which will be described later in the process of step S6 and the process that follows it, are the air that gives the engine driving force change that causes acceleration / deceleration in the straddle-type vehicle. It is set in a range that does not exceed the amount of change. Specifically, the initial opening has an opening value that is deviated from the throttle opening corresponding to the no-load line in accordance with the engine speed NE. When the target throttle opening of the engine is set to the initial opening, the dogs of the dog type transmission are pressed to the driving wheel side or the engine side by the driving force of the engine according to the throttle opening, and the pressing force is It is absorbed by the response system from the dog type transmission to the road surface, and is within the range where acceleration / deceleration is not caused in the saddle riding type vehicle.

  Such a no-load line indicates an engine operating state in which the driving force of the engine is balanced with its resistance (mechanical frictional force, viscoelastic force of lubricating oil, etc.). It consists of characteristic data indicating the operating state of the engine that can release the engagement between the dogs of the dog type transmission with the rotation speed and the throttle opening as parameters, and is preset and stored in the memory. Specifically, the no-load line defines the boundary of the engine operating state where the engagement state between the dogs of the dog-type transmission switches between the engagement state during deceleration and the engagement state during acceleration. It defines the relationship between the engine speed and the throttle opening in a state in which the dogs are in contact with each other without being separated or pressed, and in a state in which the dogs are detachably pressed against each other. is there. That is, the no-load line is not only a simple line but also a region extending with a certain vertical width including the straight line in the orthogonal coordinate system having the engine rotation speed and the throttle opening as the respective coordinate axes. Further, the throttle opening TH0 shown in FIGS. 3 and 4 exemplifies a representative value of the throttle opening in a region corresponding to such a no-load line.

  In the process of step S4, the control unit 4 environmentally corrects the initial opening calculated in the process of step S3 based on the atmospheric temperature, the atmospheric pressure, the temperature of the engine lubricating oil, and the temperature of the engine coolant. Note that the pressure and temperature used for the environmental correction are obtained by using detection values of corresponding sensors mounted on the saddle riding type vehicle, and may be selectively used for environmental correction. In addition, another type of correction parameter may be used for such environmental correction. Moreover, you may abbreviate | omit this environmental correction process according to the necessity. Thereby, the process of step S4 is completed and a driving force control process progresses to the process of step S5.

  In the process of step S5, the control unit 4 sets the target throttle opening of the engine to the corrected initial opening that has been environmentally corrected in the process of step S4. In addition, when the environment correction process by the process of step S4 is abbreviate | omitted, the control part 4 sets the target throttle opening to the initial opening calculated in the process of step S3. Thereby, the process of step S5 is completed and a driving force control process progresses to the process of step S6.

  Here, at the time t = t1 shown in FIG. 3A and the time t = t5 shown in FIG. 4A, the control unit 4 sets the target throttle opening of the engine to the corrected initial opening TH1 and TH2. It is set.

  That is, when the shift operation of the dog transmission is a shift-down operation (a shift operation that changes the shift stage from the upper shift stage to the lower shift stage), typically, the characteristics shown in FIG. As shown by the line L1, at time t = t1, the control unit 4 has corrected the throttle opening TH0 corresponding to the no-load line so that it exceeds the small value side from the small value side. The target throttle opening of the engine is set to the initial opening TH1. This is because the target throttle opening corresponds to the no-load line when the shift operation detection unit 3 detects the shift operation of the dog transmission in the state where the clutch state detection unit 2 detects the connection of the main clutch. This corresponds to a case where the throttle opening is smaller than TH0. When the target throttle opening at this time is larger than the throttle opening TH0 corresponding to the no-load line, the target throttle opening is increased or decreased in a region larger than the throttle opening TH0 to the corrected initial opening TH1. Is set.

  On the other hand, in the comparative example, as shown by the characteristic line L11 in FIG. 3B, at the time t = t1, the target throttle opening of the engine is set so as to coincide with the throttle opening TH0 corresponding to the no-load line. Is set. A characteristic line L21 shown in FIGS. 3A and 3B indicates the throttle opening (the requested throttle opening required by the driver) corresponding to the accelerator opening detected by the accelerator opening sensor 16. It is shown.

  When the gear shifting operation of the dog-type transmission is a shift-up operation (a gear shifting operation for changing the gear position from the lower gear position to the upper gear position), typically, the characteristics shown in FIG. As shown by the line L2, at time t = t5, the control unit 4 corrects the initial value of the throttle opening TH0 corresponding to the no-load line so as to exceed the large value side to the small value side. The target throttle opening of the engine is set to the opening TH2. This is because the target throttle opening corresponds to the no-load line when the shift operation detecting unit 3 detects the shift operation of the dog transmission while the clutch state detecting unit 2 detects the connection of the main clutch. This corresponds to a case where the throttle opening is larger than TH0. If the target throttle opening at this time is smaller than the throttle opening TH0 corresponding to the no-load line, the target throttle opening is increased or decreased in a region smaller than the throttle opening TH0 to the corrected initial opening TH2. Is set.

  On the other hand, in the comparative example, as shown by the characteristic line L12 in FIG. 4B, at the time t = t5, the target throttle opening of the engine is set to coincide with the throttle opening TH0 corresponding to the no-load line. Is set. A characteristic line L22 shown in FIGS. 4 (a) and 4 (b) indicates the required throttle opening.

  In the process of step S6, the control unit 4 turns on a subtraction timer for measuring a predetermined time. This is to maintain the target throttle opening set in the initial opening TH1 and TH2 corrected in the process of step S5 for a predetermined time. Thereby, the process of step S6 is completed and a driving force control process progresses to the process of step S7.

  Here, at time t = t1 shown in FIG. 3A and at time t = t5 shown in FIG. 4A, the control unit 4 turns on the subtraction timer.

  In step S7, the control unit 4 controls the motor drive circuit 5 so that the throttle opening of the engine approaches the target throttle opening. As a result, the throttle valve is driven by the throttle motor 13 driven by the drive signal from the motor drive circuit 5 while feedback control is performed so that the actual throttle opening approaches and matches the target throttle opening. The degree follows the target throttle opening. Thereby, the process of step S7 is completed and the driving force control process proceeds to the process of step S8.

  In the process of step S8, the control unit 4 determines whether or not the count value of the subtraction timer is zero so that the engine throttle opening approaches the target throttle opening set in the process of step S5. It is determined whether or not a predetermined time has elapsed since the start of control. As a result of the determination, if the count value of the subtraction timer is not zero, the control unit 4 determines that the predetermined time has not elapsed, and ends the current series of driving force control processing. On the other hand, when the count value of the subtraction timer is zero, the control unit 4 determines that the predetermined time has elapsed, and advances the driving force control process to the process of step S9.

  Here, the time when it is determined that the count value of the subtraction timer is zero is shown at time t = t2 shown in FIG. 3A and time t = t6 shown in FIG. The measurement time corresponds to the maintenance time of the corrected initial opening.

  In the process of step S9, the control unit 4 sets the target throttle opening of the engine to the throttle opening TH0 corresponding to the no-load line. At this time, the control unit 4 sets the target throttle opening to the throttle opening TH0 corresponding to the no-load line, and then maintains the target throttle opening at the throttle opening TH0 corresponding to the no-load line for a predetermined time. Good. Thereby, the process in step S9 is completed, and the current series of driving force control processes ends.

  Here, at time t = t2 shown in FIG. 3A and time t = t6 shown in FIG. 4A, the control unit 4 changes the target throttle opening of the engine to the throttle opening TH0 corresponding to the no-load line. It is set.

  As is clear from the above description, in the driving force control apparatus 1 in the present embodiment, a no-load line that indicates the operating state of the engine that can disengage the dogs of the dog transmission is set in advance, and the control unit 4, when the shift operation detecting unit 3 detects a shift operation of the dog type transmission in a state where the clutch state detecting unit 2 detects the connection of the main clutch, Since the motor drive unit 5 is controlled so as to temporarily change to a predetermined opening TH1 or TH2 on the large opening side or the small opening side with respect to the no-load line displaced from The time t = t1 to t2 shown in FIG. 4A and the time t = t5 to t6 shown in FIG. By listening changed, it is possible to relatively large changes the driving force of the engine.

  As a result, the driving force of the engine is driven more quickly than when the throttle opening is immediately changed to the throttle opening TH0 of the engine corresponding to the no-load line (FIGS. 3B and 4B). Time (FIG. 3 (a) and time t = t1 shown in FIG. 3 (a) and time t = t5 shown in FIG. 4 (a)) until the gear shift is completed (FIG. 3). The time interval between the time t = t3 shown in FIG. 3A and the time t = t7 shown in FIG. 4A can be shortened. Specifically, in the example shown in FIG. 3A, compared to the case where the throttle opening is immediately changed to the throttle opening TH0 corresponding to the no-load line indicated by the characteristic line L11 in FIG. The time lag can be shortened by the time interval ΔT1. In the example shown in FIG. 4A, the time interval ΔT2 is compared with the case where the throttle opening is immediately changed to the throttle opening TH0 corresponding to the no-load line indicated by the characteristic line L12 in FIG. 4B. Only the time lag can be shortened.

  At the same time, in the driving force control apparatus 1 according to the present embodiment, the control unit 4 temporarily changes the throttle opening of the engine to the predetermined opening TH1 or TH2, and then corresponds the throttle opening to the no-load line. Since the motor drive unit 5 is controlled so as to change toward the throttle opening TH0, it is possible to prevent the straddle-type vehicle from accelerating or decelerating against the intention of the driver until the shift is completed. Can do.

  Therefore, in the driving force control device 1 according to the present embodiment, the driver starts the shift operation while suppressing the acceleration or deceleration of the straddle-type vehicle against the driver's intention until the shift is completed. Then, the time lag until the driving force of the engine changes sufficiently can be shortened.

  In the driving force control apparatus 1 according to the present embodiment, the control unit 4 changes the throttle opening of the engine to the predetermined opening TH1 or TH2 and maintains it at the predetermined opening TH1 or TH2, and then the throttle opening. Since the motor drive unit 5 is controlled so as to change the throttle opening toward the throttle opening TH0 corresponding to the no-load line, the change in the intake air amount of the engine can be promoted, and the actual operation after the driver starts the speed change operation. In addition, the time lag until the driving force of the engine changes sufficiently can be shortened.

  Further, in the driving force control apparatus 1 according to the present embodiment, after the control unit 4 once changes the throttle opening of the engine to the predetermined opening TH1 or TH2, the throttle opening corresponds to the no-load line. Since the motor drive unit 5 is controlled so as to change toward TH0, match it, and keep it as it is, the disengaged or weakened state between the dogs can be maintained and contrary to the intention of the driver. Thus, acceleration or deceleration of the saddle riding type vehicle can be suppressed.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, according to the present invention, the driver actually starts the shifting operation while suppressing the acceleration or deceleration of the straddle-type vehicle against the driver's intention until the shifting is completed. It is possible to provide a driving force control device capable of reducing the time lag until the driving force of the engine changes sufficiently, and can be widely applied to a driving force control device for a vehicle or the like due to its universality. Expected.

DESCRIPTION OF SYMBOLS 1 ... Driving force control apparatus 2 ... Clutch state detection part 3 ... Shift operation detection part 4 ... Control part 5 ... Motor drive circuit 11 ... Clutch switch 12 ... Shift operation switch 13 ... Throttle motor 14 ... Gear position sensor 15 ... Throttle position sensor 16 ... Accelerator opening sensor 17 ... Crank angle sensor

Claims (3)

A clutch state detection unit for detecting connection or disconnection of the main clutch, which is mounted on a straddle-type vehicle that transmits engine driving force to driving wheels through a main clutch and a dog type transmission in order, and a shift of the dog type transmission A shift operation detection unit that detects an operation, a motor drive unit that drives a motor that changes the throttle opening of the engine, and the shift operation detection in a state where the clutch state detection unit detects the connection of the main clutch. The motor drive unit so that the dog-type transmission can be shifted when the dog-type transmission detects the shift operation of the dog-type transmission by disengaging or weakening the dogs of the dog-type transmission. The throttle opening is temporarily changed by controlling A driving force control device and a control unit for temporarily changing the driving force by,
A no-load line indicating the operating state of the engine capable of releasing the engagement between the dogs is preset,
The control unit detects the throttle opening when the shift operation detection unit detects the shift operation of the dog transmission in a state where the clutch state detection unit detects the connection of the main clutch. A drive characterized by controlling the motor drive unit so as to change the throttle opening to an opening corresponding to the no-load line after changing to a predetermined opening deviated with respect to the no-load line. Force control device.   The control unit controls the motor driving unit to change the throttle opening to the opening corresponding to the no-load line after changing the throttle opening to the predetermined opening and maintaining it. The driving force control apparatus according to claim 1.   3. The drive according to claim 1, wherein the control unit controls the motor driving unit to change the throttle opening to the opening corresponding to the no-load line and to maintain the throttle opening. Force control device.

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