JP2016142138A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a difference of flare rotational speeds (pickup rotational speeds) caused by a difference of clutch states at a start of an engine.SOLUTION: An initial value of TM load torque (load torque of a transmission 12) is calculated on the basis of a cooling water temperature at a start of an engine. After that, when a clutch 16 is in an engaged state, the TM load torque is attenuated. In this state, since the TM load torque is transmitted to an engine 11, and the load torque of the engine 11 is increased by an amount of the TM load torque, requirement torque is increasingly corrected by the amount of the TM load torque by TM load torque correction by setting a TM load torque correction value to the TM load torque. On the other hand, when the clutch 16 is in a released state, the TM load torque is held without being attenuated. In this state, since the TM load torque is not transmitted to the engine 11, the increase correction of the requirement torque by the TM load torque correction is not performed by setting the TM load torque correction value to zero.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for an internal combustion engine applied to a vehicle having a clutch between the internal combustion engine and a transmission.

  As a technique for controlling the rotation speed at the start of the internal combustion engine, for example, there is one described in Patent Document 1 (Japanese Patent No. 4803121). In this system, the ignition timing target value is corrected in accordance with the difference between the actual crank angle advance time and the judgment crank angle advance time in a predetermined period from the start of the internal combustion engine, and the target value of the ignition timing is used as an advance guard. When it reaches, the fuel injection amount is corrected to increase, and when the target value of the ignition timing reaches the retard guard, the intake air amount is corrected to decrease.

Japanese Patent No. 4803121

  By the way, generally, in an MT vehicle equipped with a manual transmission (manual transmission), a clutch is provided between the internal combustion engine and the transmission. Therefore, the load transmitted from the transmission to the internal combustion engine depending on whether the clutch is engaged or disengaged at the time of starting the N range under extremely low temperature conditions (when starting the internal combustion engine when the transmission is in the neutral state). As the torque changes, the behavior of the flare rotation speed (spinning rotation speed) of the internal combustion engine changes.

  That is, when the clutch is engaged (when the clutch is engaged), the load torque of the transmission is transmitted to the internal combustion engine. When the clutch is released (when the clutch is released), the transmission load Since torque is not transmitted to the internal combustion engine, the load torque applied to the internal combustion engine is reduced accordingly. For this reason, when the clutch is released, the flare rotation speed tends to be higher than when the clutch is engaged, and the difference in flare rotation speed due to such a difference in the clutch state (whether the clutch is in the engaged state or the released state) is large. This may cause the driver to feel uncomfortable. In particular, at extremely low temperatures, the friction torque of the internal combustion engine and transmission is greater than that after warm-up, and the torque required for starting is increased. And the difference in flare rotation speed due to the difference in clutch state tends to increase.

  However, in the technique of the above-mentioned patent document 1, since the change in load torque of the internal combustion engine due to the difference in clutch state is not considered at all, the difference in flare rotation speed due to the difference in clutch state is made very small when the internal combustion engine is started. May not be possible.

  Accordingly, an object of the present invention is to provide a control device for an internal combustion engine that can reduce a difference in flare rotation speed due to a difference in clutch state when the internal combustion engine is started.

  In order to solve the above-mentioned problems, the present invention provides an internal combustion engine control device applied to a vehicle having a clutch (16) between an internal combustion engine (11) and a transmission (12). A clutch sensor (21) for detecting engagement / disengagement of the motor, TM load torque calculating means (22) for calculating a load torque of the transmission (12) (hereinafter referred to as "TM load torque"), Request torque correcting means (22) for performing TM load torque correction for correcting the required torque of the internal combustion engine (11) based on the TM load torque calculated by the TM load torque calculating means (22). 22) The TM load torque correction is changed according to the state of the clutch (16) detected by the clutch sensor (21).

  In this configuration, the TM load torque correction (request based on the TM load torque) is performed in response to the change in the TM load torque transmitted to the internal combustion engine and the load torque applied to the internal combustion engine in accordance with the clutch state. The required torque of the internal combustion engine can be changed by changing the torque correction). As a result, the difference in flare rotation speed due to the difference in clutch state can be reduced when the internal combustion engine is started (immediately after starting), and the driver's uncomfortable feeling can be reduced. Furthermore, even when the clutch is operated during idling after the internal combustion engine is started, a change in the rotational speed of the internal combustion engine due to a difference in the clutch state can be suppressed, and drivability can be improved.

FIG. 1 is a diagram showing a schematic configuration of a vehicle drive system in an embodiment of the present invention. FIG. 2 is a diagram showing output characteristics of the clutch sensor. FIG. 3 is a time chart showing the behavior of the flare rotation speed when the clutch is engaged and when the clutch is released. FIG. 4 is a block diagram showing the required torque calculation function of the ECU. FIG. 5 is a diagram showing the relationship among the starting water temperature, the number of TM rotations, and the TM load torque. FIG. 6 is a flowchart showing the flow of processing of the required torque calculation routine. FIG. 7 is a flowchart showing a process flow of the TM load torque correction value calculation routine. FIG. 8 is a time chart showing an execution example (No. 1) of TM load torque correction. FIG. 9 is a time chart showing an execution example (No. 2) of TM load torque correction.

Hereinafter, an embodiment embodying a mode for carrying out the present invention will be described.
First, a schematic configuration of the vehicle drive system will be described with reference to FIG.

  The power of the output shaft (crankshaft) of the engine 11 which is an internal combustion engine is transmitted to the manual transmission 12 (manual transmission), and the power of the output shaft of the transmission 12 is transmitted to the wheels via the differential gear mechanism 13, the axle 14 and the like. 15 (drive wheel). A clutch 16 is provided between the engine 11 and the transmission 12 for intermittently transmitting power. Engagement / release of the clutch 16 is switched by the operation of the clutch pedal 23 by the driver.

  A crank angle sensor 17 that outputs a pulse signal every time the crankshaft rotates a predetermined crank angle is attached to the engine 11, and the crank angle and the engine rotation speed are detected based on the output signal of the crank angle sensor 17. Further, the accelerator opening (accelerator pedal operation amount) is detected by the accelerator sensor 18, and the brake operation (or the brake operation amount by the brake sensor) is detected by the brake switch 19. Further, the vehicle speed is detected by the vehicle speed sensor 20, and the engagement / release of the clutch 16 is detected by the clutch sensor 21.

  As the clutch sensor 21, a lower clutch sensor [see FIG. 2 (a)] is used. The output of the lower clutch sensor is maintained OFF until the operation amount (depression amount) of the clutch pedal 23 reaches the release point of the clutch 16, and the output of the clutch 16 is maintained. A sensor (switch) that switches the output to ON (a state in which release of the clutch 16 is detected) when the release point is exceeded.

  The clutch sensor 21 is not limited to the lower clutch sensor, and an upper clutch sensor [see FIG. 2B] may be used. The upper side clutch sensor maintains the output ON (the state in which engagement of the clutch 16 is detected) until the operation amount of the clutch pedal 23 exceeds the play range, and outputs when the play range is exceeded. Is a sensor (switch) that switches to OFF (a state in which release of the clutch 16 is detected).

  Alternatively, both the lower side clutch sensor and the upper side clutch sensor are used to detect the engagement of the clutch 16 when the output of the upper side clutch sensor is ON, and the clutch when the output of the lower side clutch sensor is ON. The release of 16 may be detected. Further, engagement / release of the clutch 16 may be detected based on the stroke amount of the clutch 16 using a clutch sensor that detects the stroke amount of the clutch 16.

  Outputs of the various sensors and switches described above are input to an electronic control unit (hereinafter referred to as “ECU”) 22. The ECU 22 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), thereby depending on the engine operating state, the fuel injection amount, the ignition timing. The throttle opening (intake air amount) and the like are controlled.

  By the way, generally, in an MT vehicle equipped with a manual transmission 12 (manual transmission), a clutch 16 is provided between the engine 11 and the transmission 12. Therefore, as shown in FIG. 3, when the N range is started under extremely low temperature conditions (when the engine 11 is started when the transmission 12 is in the neutral state), the speed change depends on whether the clutch 16 is engaged or disengaged. The load torque transmitted from the machine 12 to the engine 11 changes, and the behavior of the flare rotation speed (upward rotation speed) of the engine 11 changes.

  That is, when the clutch is engaged (when the clutch 16 is in the engaged state), the load torque of the transmission 12 is transmitted to the engine 11, but when the clutch is released (when the clutch 16 is in the released state), the speed change is performed. Since the load torque of the machine 12 is not transmitted to the engine 11, the load torque applied to the engine 11 is reduced accordingly. For this reason, if no measures are taken, the flare rotation speed tends to be higher when the clutch is released than when the clutch is engaged, and this is due to the difference between the clutch states (whether the clutch 16 is engaged or released). If the difference in flare rotation speed is large, the driver may feel uncomfortable. In particular, at extremely low temperatures, the friction torque of the engine 11 and the transmission 12 is larger than that after warming up, and the torque required for starting is increased. The speed tends to increase, and the difference in flare rotation speed due to the difference in clutch state tends to increase.

  As a countermeasure, in this embodiment, the ECU 22 executes the routines shown in FIGS. 6 and 7 to be described later, thereby calculating the TM load torque (the load torque of the transmission 12), and the engine based on the TM load torque. TM load torque correction for correcting the 11 required torque is performed. At that time, the TM load torque correction is changed according to the clutch state detected by the clutch sensor 21 (whether the clutch 16 is in an engaged state or a released state). Accordingly, in response to the change in the TM load torque transmitted to the engine 11 and the change in the load torque applied to the engine 11 in accordance with the clutch state, the TM load torque correction (the requested torque based on the TM load torque). The required torque of the engine 11 is changed.

  Specifically, as shown in FIG. 4, the ECU 22 calculates the driver request torque with a map or the like at the driver request torque calculation unit 24 based on the accelerator opening Ap and the engine speed Ne.

  Further, the loss torque calculation unit 25 calculates the friction loss torque of the engine 11 based on the coolant temperature Thw of the engine 11 and the engine rotation speed Ne using a map or the like, and also calculates the difference between the atmospheric pressure Pa and the intake pressure Pm (Pa−Pm). ) And the engine rotational speed Ne, the pumping loss torque of the engine 11 is calculated by a map or the like. The sum of the friction loss torque and the pumping loss torque is calculated as the loss torque, and the final loss torque is obtained by adding the ISC learning value to the loss torque.

  Further, in the ISC correction value calculation unit 26, the F / B correction value calculation unit 27 calculates the F / B of ISC (idle rotation speed control) based on the deviation between the engine rotation speed Ne and the target idle rotation speed during idle operation. The correction value is calculated, and the learning value calculation unit 28 calculates the ISC learning value based on the F / B correction value.

  Further, in the ISC correction value calculation unit 26, the TM load torque correction value calculation unit 29 calculates the TM load torque (the load torque in the neutral state of the transmission 12), and the TM load torque and the clutch state (the clutch 16 is TM load torque correction value (required torque correction value by TM load torque correction) is calculated based on the engagement state or the release state.

  The TM load torque correction value calculation unit 29 first uses the starting water temperature (cooling water temperature at the time of starting the engine) as substitute information for the starting oil temperature (the oil temperature of the transmission 12 at the time of starting the engine). Based on the water temperature, the initial value of the TM load torque is calculated by a map or the like. As shown in FIG. 5, the lower the starting water temperature (that is, the lower the starting oil temperature), the higher the viscosity of the lubricating oil in the transmission 12 and the greater the TM load torque. In consideration of such characteristics, a map (not shown) of the initial value of the TM load torque is set so that the initial value of the TM load torque becomes larger as the water temperature at the start is lower.

  When the clutch is engaged (when the clutch 16 is in the engaged state), the input shaft of the transmission 12 is rotated by the power of the engine 11 to improve the lubricity of the transmission 12, and the actual TM load torque (actual The TM load torque (calculated value) is attenuated (see FIGS. 8 and 9). Specifically, the attenuation amount of the TM load torque is calculated by a map or the like based on the number of TM rotations after the engine is started (the number of rotations of the input shaft of the transmission 12). As shown in FIG. 5, as the number of TM rotations increases, the lubricity of the transmission 12 improves and the TM load torque decreases. In consideration of such characteristics, the TM load torque attenuation map (not shown) is set so that the attenuation increases as the number of TM rotations increases. Further, the number of TM rotations after the engine start is calculated based on, for example, the clutch engagement time after the engine start and the engine rotation speed. Thereafter, the TM load torque is attenuated by subtracting the attenuation amount from the initial value of the TM load torque to obtain the current TM load torque.

  The method for attenuating the TM load torque when the clutch is engaged is not limited to this, and may be changed as appropriate. For example, the current attenuation amount of the TM load torque is calculated by a map or the like based on the number of TM rotations in a predetermined period (the period from the previous calculation timing to the current calculation timing), and the current attenuation amount is calculated from the previous TM load torque. May be subtracted to obtain the current TM load torque.

When the clutch is engaged, the TM load torque is transmitted to the engine 11 and the load torque of the engine 11 is increased by the TM load torque. Therefore, the TM load torque correction value (the correction value of the required torque by the TM load torque correction) is set to TM. The load torque is set (see FIGS. 8 and 9).
TM load torque correction value = TM load torque (calculated value)

On the other hand, when the clutch is released (when the clutch 16 is in the released state), the input shaft of the transmission 12 does not rotate, so the TM load torque (calculated value) is held (held) at the previous value without being attenuated. When the clutch is released, the TM load torque is not transmitted to the engine 11, so the TM load torque correction value is set to 0 (see FIGS. 8 and 9).
TM load torque correction value = 0

  The ISC correction value calculation unit 26 adds the TM load torque correction value calculated by the TM load torque correction value calculation unit 29 to the F / B correction value calculated by the F / B correction value calculation unit 27 to obtain an ISC correction value. (= F / B correction value + TM load torque correction value) is obtained.

  Thereafter, the ECU 22 adds the ISC correction value (= F / B correction value + TM load torque correction value) and the loss torque to the driver request torque to obtain the request torque. Thus, TM load torque correction for correcting the required torque based on the TM load torque is performed, and the TM load torque correction is changed according to the clutch state.

The ECU 22 uses the required torque as it is as the fast system required torque, and controls the ignition timing and the like based on the fast system required torque. Further, a reserve torque is added to the required torque to obtain a slow system required torque, and the throttle opening (intake air amount) and the like are controlled based on the slow system required torque.
Hereinafter, the processing content of each routine of FIG.6 and FIG.7 which ECU22 performs by a present Example is demonstrated.

[Requested torque calculation routine]
The required torque calculation routine shown in FIG. 6 is repeatedly executed at a predetermined period during the power-on period of the ECU 22. When this routine is started, first, in step 101, a driver request torque calculation routine (not shown) is executed, so that the driver request torque is determined by a map or the like based on the accelerator opening Ap and the engine speed Ne. calculate.

  Thereafter, the process proceeds to step 102, and the loss torque of the engine 11 is calculated by executing a loss torque calculation routine (not shown). In this case, first, the friction loss torque of the engine 11 is calculated by a map or the like based on the coolant temperature Thw of the engine 11 and the engine speed Ne, and the difference between the atmospheric pressure Pa and the intake pressure Pm (Pa-Pm) and the engine. Based on the rotational speed Ne, the pumping loss torque of the engine 11 is calculated by a map or the like. Thereafter, the sum of the friction loss torque and the pumping loss torque is calculated as a loss torque, and an ISC learning value is added to the loss torque to obtain a final loss torque.

  Thereafter, the routine proceeds to step 103, where an F / B correction value calculation routine (not shown) is executed, so that the I / S F / B is calculated based on the deviation between the engine rotational speed Ne and the target idle rotational speed during idle operation. A correction value is calculated. Thereafter, the process proceeds to step 104, and an ISC learning value is calculated based on the F / B correction value by executing a learning value calculation routine (not shown).

  Thereafter, the routine proceeds to step 105, where a TM load torque correction value calculation routine of FIG. 7 described later is executed to calculate a TM load torque, and a TM load torque correction value is calculated based on the TM load torque and the clutch state. To do.

  Thereafter, the process proceeds to step 106, and the TM load torque correction value is added to the F / B correction value to obtain the ISC correction value (= F / B correction value + TM load torque correction value). The required torque is obtained by adding the ISC correction value (= F / B correction value + TM load torque correction value) and the loss torque to the required torque.

[TM load torque correction value calculation routine]
The TM load torque correction value calculation routine shown in FIG. 7 is a subroutine executed in step 105 of the required torque calculation routine of FIG. When this routine is started, first, at step 201, the initial value of the TM load torque is calculated by a map or the like based on the starting water temperature. The process of step 201 is executed only at the first activation of this routine after the ECU 22 is turned on.

  Thereafter, the routine proceeds to step 202, where it is determined whether or not the clutch sensor 21 is normal based on an abnormality diagnosis result by an abnormality diagnosis routine (not shown), for example. If it is determined in step 202 that the clutch sensor 21 is normal, the process proceeds to step 203 to determine whether or not the vehicle is running, for example, whether or not the vehicle speed is higher than a predetermined value (for example, 0). Judge by.

  If it is determined in step 203 that the vehicle is not running (the vehicle is stopped), the process proceeds to step 204 where the engine is operating (after the engine is started) and the clutch is engaged (the transmission 12 is in the neutral state). It is then determined whether or not the clutch 16 is engaged.

  If it is determined in step 204 that the engine is operating and the clutch is engaged, the input shaft of the transmission 12 is rotated by the power of the engine 11 to reduce the actual TM load torque. Advance to attenuate the TM load torque. In this case, for example, the TM load torque attenuation amount is calculated by a map or the like based on the number of TM rotations after the engine is started, and the TM load torque is obtained by subtracting the attenuation amount from the initial value of the TM load torque. Attenuate the load torque.

  On the other hand, if it is determined in step 204 that the engine is not operating and the clutch is not engaged, that is, if it is determined that the engine is not operating (before the engine is started), or the clutch is being released (the clutch 16 is not engaged). If it is determined that the input shaft is in the released state, the input shaft of the transmission 12 does not rotate, so the routine proceeds to step 206 where the TM load torque is held (held) at the previous value without being attenuated.

On the other hand, if it is determined in step 203 that the vehicle is traveling, the transmission 12 rotates regardless of whether the clutch is engaged or not. Is attenuated.
After setting the TM load torque in any of the above steps 205 to 207, the process proceeds to step 208, and it is determined whether or not the engine is operating and the clutch is engaged.

If it is determined in step 208 that the engine is in operation and the clutch is engaged, the TM load torque is transmitted to the engine 11, so the process proceeds to step 209, and the TM load torque correction value is changed to the TM load torque. Set.
TM load torque correction value = TM load torque

On the other hand, if it is determined in the above step 208 that the engine is not operating and the clutch is not engaged, the TM load torque is not transmitted to the engine 11, so that the process proceeds to step 210 and the TM load torque correction value is set to 0. To do.
TM load torque correction value = 0

On the other hand, if it is determined in step 202 that the clutch sensor 21 is not normal (there is a failure), the process proceeds to step 211, where the TM load torque correction value is set to a predetermined value (for example, TM load) on the increase correction side. The initial value of the torque or a value slightly lower than that).
TM load torque correction value = predetermined value

  In this embodiment, the TM load torque correction value calculation routine of FIG. 7 serves as the TM load torque calculation means in the claims, and the TM load torque correction value calculation routine of FIG. 7 and the required torque calculation of FIG. The routine serves as a required torque correction means in the claims.

  Next, an execution example of TM load torque correction according to the present embodiment will be described with reference to the time charts of FIGS. As shown in FIGS. 8 and 9, after the ECU 22 is turned on, first, an initial value of the TM load torque is calculated based on the water temperature at the start.

  Thereafter, as shown in FIG. 8, when the clutch 16 is in the engaged state at the time t1 when the start completion of the engine 11 is determined, the process at the time of clutch engagement (TM load torque is attenuated and the TM load torque correction value is set). Is set to the TM load torque). When the clutch is engaged, the TM load torque is transmitted to the engine 11 and the load torque of the engine 11 increases by the TM load torque. Therefore, by setting the TM load torque correction value to the TM load torque, the TM load torque correction The required torque can be increased and corrected by the TM load torque.

  On the other hand, as shown in FIG. 9, when the clutch 16 is in the disengaged state at the time t2 when the start completion of the engine 11 is determined, the process at the time of clutch disengagement (the TM load torque is held at the previous value without being attenuated (holded). And a process of setting the TM load torque correction value to 0). Since the TM load torque is not transmitted to the engine 11 when the clutch is released, the TM load torque correction value is set to 0 so that the required torque increase correction by the TM load torque correction is not performed.

  Thereafter, when the clutch 16 is switched to the engaged state, at the time t3, the process proceeds to the clutch engagement process. After that, when the clutch 16 is switched to the released state again, at the time t4, the process shifts to the clutch releasing process.

  In the present embodiment described above, TM load torque (load torque of the transmission 12) is calculated, and TM load torque correction for correcting the required torque of the engine 11 based on the TM load torque is performed. At that time, the TM load torque correction is changed according to the clutch state detected by the clutch sensor 21 (whether the clutch 16 is in an engaged state or a released state).

  In this way, the TM load torque correction (based on the TM load torque) is performed in response to the change in the TM load torque transmitted to the engine 11 and the change in the load torque applied to the engine 11 according to the clutch state. The required torque of the engine 11 can be changed. Thereby, the difference in flare rotation speed due to the difference in clutch state can be reduced at the time of engine start (immediately after start-up), and the driver's uncomfortable feeling can be reduced. Furthermore, even when the clutch 16 is operated during idling after the engine is started, a change in engine speed due to a difference in clutch state can be suppressed, and drivability can be improved.

In this embodiment, the TM load torque is calculated based on the coolant temperature of the engine 11 and the number of rotations of the transmission 12.
Specifically, the starting water temperature (cooling water temperature at the time of starting the engine) is used as substitute information for the starting oil temperature (the oil temperature of the transmission 12 at the time of starting the engine), and the TM load torque is calculated based on this starting water temperature. Calculate the initial value. The lower the starting water temperature (that is, the lower the starting oil temperature), the higher the viscosity of the lubricating oil in the transmission 12 and the greater the TM load torque. If the starting water temperature is used, the initial value of the TM load torque is accurate. It can be calculated well.

  Further, the amount of TM load torque attenuation is calculated based on the number of TM rotations after engine startup (the number of rotations of the transmission 12), and the TM load torque is obtained by subtracting the amount of attenuation from the initial value of the TM load torque. Since the lubricity of the transmission 12 improves and the TM load torque decreases as the TM rotation number increases, the TM load torque can be accurately calculated by using the TM rotation number.

  In this embodiment, the TM load torque is attenuated when the clutch is engaged (when the clutch 16 is engaged), and the TM load torque is not attenuated when the clutch is released (when the clutch 16 is released). Hold (hold).

  In other words, when the clutch is engaged, the input shaft of the transmission 12 is rotated by the power of the engine 11 and the lubricity of the transmission 12 is improved and the actual TM load torque is reduced. Therefore, the TM load torque (calculated value) is attenuated. Let Thereby, the TM load torque that accurately reflects the behavior of the actual TM load torque when the clutch is engaged can be obtained. On the other hand, since the input shaft of the transmission 12 does not rotate when the clutch is released, the TM load torque (calculated value) is held at the previous value without being attenuated. Thereby, during the release period of the clutch 16, the TM load torque is held at the previous value (the initial value or the value when the clutch 16 is switched from the engaged state to the released state), and then the clutch 16 is released from the released state. When switched to the engaged state, the TM load torque can be continuously attenuated from the previous value.

  Further, in this embodiment, the TM load torque correction value (the correction value of the required torque by the TM load torque correction) TM load torque is set when the clutch is engaged, and the TM load torque correction is set to 0 when the clutch is released. Yes.

  That is, when the clutch is engaged, the TM load torque is transmitted to the engine 11 and the load torque of the engine 11 increases by the amount corresponding to the TM load torque. Therefore, the TM load torque correction value is set to the TM load torque. The required torque can be increased and corrected by the TM load torque by the correction. On the other hand, since the TM load torque is not transmitted to the engine 11 when the clutch is released, the required torque increase correction by the TM load torque correction can be prevented from being performed by setting the TM load torque correction value to 0. Accordingly, the TM load torque correction is changed to change the required torque in response to the change in the TM load torque transmitted to the engine 11 and the change in the load torque applied to the engine 11 according to the clutch state. Can be made.

  When the TM load torque correction value is set to 0 by erroneously determining that the clutch 16 is disengaged even though the clutch 16 is actually engaged due to a failure of the clutch sensor 21, a request is made. There is a possibility that the engine will stall due to insufficient torque.

  Therefore, in this embodiment, the TM load torque correction value is set to the required torque increase correction side when the clutch sensor 21 fails. Thereby, when the clutch sensor 21 fails, it is possible to avoid setting the TM load torque correction value to 0, and to prevent engine stall due to insufficient required torque.

  In the above embodiment, the initial value of the TM load torque is calculated based on the coolant temperature at the time of starting the engine. However, the present invention is not limited to this. For example, the oil temperature (detection of the transmission 12 at the time of starting the engine) is detected. Value or estimated value) or an oil temperature (detected value or estimated value) of the engine 11 at the time of starting the engine, an initial value of the TM load torque may be calculated.

  In the above embodiment, the TM load torque attenuation is calculated based on the number of rotations of the transmission 12 to obtain the TM load torque. However, the present invention is not limited to this. The TM load torque may be calculated by calculating the attenuation amount of the TM load torque based on the number of rotations of 11.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Manual transmission, 16 ... Clutch, 21 ... Clutch sensor, 22 ... ECU (TM load torque calculation means, request torque correction means)

Claims (6)

In a control device for an internal combustion engine applied to a vehicle having a clutch (16) between an internal combustion engine (11) and a transmission (12),
A clutch sensor (21) for detecting engagement / release of the clutch (16);
TM load torque calculating means (22) for calculating a load torque of the transmission (12) (hereinafter referred to as "TM load torque");
Request torque correcting means (22) for performing TM load torque correction for correcting the required torque of the internal combustion engine (11) based on the TM load torque calculated by the TM load torque calculating means (22),
The required torque correction means (22) changes the TM load torque correction according to the state of the clutch (16) detected by the clutch sensor (21).   The TM load torque calculating means (22) is based on at least one of an oil temperature of the transmission (12), an oil temperature of the internal combustion engine (11), and a cooling water temperature of the internal combustion engine (11). 2. The control device for an internal combustion engine according to claim 1, wherein a TM load torque is calculated.   The TM load torque calculating means (22) calculates the TM load torque based on at least one of the number of rotations of the transmission (12) and the number of rotations of the internal combustion engine (11). The control apparatus for an internal combustion engine according to claim 1 or 2.   The TM load torque calculating means (22) attenuates the TM load torque when the clutch (16) is engaged, and does not attenuate the TM load torque when the clutch (16) is released. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein   The required torque correction means (22) sets the correction value of the required torque by the TM load torque correction to the TM load torque when the clutch (16) is engaged, and the clutch (16) is released. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein a correction value of the required torque by the TM load torque correction is set to 0 in a state.   The request torque correction means (22) sets the correction value of the request torque by the TM load torque correction on the increase correction side of the request torque when the clutch sensor (21) fails. The control apparatus for an internal combustion engine according to any one of claims 1 to 5.

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