JP4862742B2 - Internal combustion engine control device and internal combustion engine control system - Google Patents

Description

  The present invention relates to an internal combustion engine control device and an internal combustion engine control system for a vehicle in which a manual transmission mechanism is mounted and a throttle valve is driven by an electric motor.

2. Description of the Related Art Conventionally, vehicles equipped with an electronic throttle engine (internal combustion engine) that drives a throttle valve with an electric motor in accordance with a driver's accelerator operation amount are known. Patent Document 1 discloses a vehicle that is of an electronic throttle type and is equipped with a manual transmission mechanism that switches a gear position by a driver's manual operation.
JP 2004-339960 A

  However, in the case of the vehicle disclosed in Patent Document 1, the following problems occur when a shift change is performed by the manual transmission mechanism only in accordance with the accelerator operation amount. In other words, when performing a shift change by sequentially performing clutch disengagement, shift speed switching, and clutch engagement, if the engine rotation speed (rotation speed of the engine output shaft) during clutch disengagement is not an appropriate value, vehicle speed fluctuations when the clutch is engaged May increase and the driving feeling may be impaired.

  For example, if the engine speed is lower than an appropriate value while the clutch is disengaged, when shifting down, the engine brake is excessively applied when the clutch is engaged, and the vehicle may be decelerated more than intended. If the engine speed is higher than an appropriate value while the clutch is disengaged, the vehicle may accelerate more than intended when the clutch is engaged when shifting up.

  It should be noted that it is necessary for the driver to perform the accelerator operation so that the appropriate value is reached at the moment of clutch disconnection depending on the situation. Specific examples of the situation will be described in the following (1) and (2).

  (1) For example, when a downshift operation (engine brake operation) is performed in addition to a brake operation in order to decelerate in a short time when entering a sharp curve, the accelerator operation should be fully closed for a normal driver. ing. Then, as described above, the engine speed during clutch disengagement is significantly lower than the appropriate value, so that the engine brake at the time of clutch engagement becomes excessively useful.

  (2) For example, when the accelerator operation amount is maximized to accelerate in a short time, when performing a shift-up operation by increasing the engine rotation speed to some extent, some drivers keep the accelerator operation amount at the maximum and perform clutch May be interrupted. Then, as described above, the engine speed during clutch disengagement greatly exceeds an appropriate value, and thus the vehicle is accelerated rapidly when the clutch is engaged.

  Moreover, even in the case of a skilled driver, in a vehicle with a large engine output, the engine speed during clutch disengagement changes greatly only by slightly changing the accelerator operation amount. Therefore, it is appropriate in the situations (1) and (2) above. Manipulating values is difficult. Particularly in the case of a two-wheeled vehicle, since the engine output relative to the vehicle weight is large, the degree of sudden deceleration or sudden acceleration when the clutch is engaged when the engine speed during clutch disengagement deviates from the appropriate value is large. The problem of fluctuations in vehicle speed appears prominently.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an internal combustion engine control device and an internal combustion engine control system that suppress fluctuations in vehicle speed caused by shift switching.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

The first invention is equipped with a manual transmission mechanism that is connected to the output shaft of the internal combustion engine and switches the gear position by a manual operation of the driver, and the throttle valve is driven by an electric motor according to the accelerator operation amount of the driver. An internal combustion engine control device for controlling a rotation speed of the output shaft or a control parameter (for example, throttle opening) correlated with the output shaft in accordance with the accelerator operation amount. A means for obtaining a detection result of a clutch detecting means for detecting that a clutch disengaged state for interrupting power transmission from the output shaft to the drive wheels is selected when switching the gear; and the clutch disengaged state. Rotation speed for controlling the rotation speed of the output shaft regardless of the accelerator operation amount when the detection result is acquired Characterized in that it comprises a control means.

  According to this, since the rotational speed (engine rotational speed) of the output shaft is controlled regardless of the amount of accelerator operation by the driver during clutch disengagement when switching the gear position, It is possible to control fluctuations in the vehicle speed when the clutch is engaged by controlling the engine speed during disconnection to be close to an appropriate value.

  A specific method for controlling the engine rotational speed by the rotational speed control means is to control the operation of the throttle valve. In addition, the fuel injection amount, the injection timing, the ignition timing, and the like are controlled. A method is mentioned.

According to a second aspect of the present invention, when the manual operation is a shift-up operation for switching the shift speed to a high speed side, the rotational speed control means sets the rotational speed of the output shaft to the rotational speed immediately before the clutch disengaged state. It is characterized by being controlled so as to be lowered as compared with the above.

  According to this, for example, in the situation of the above (2) in which the accelerator operation amount is operated to be accelerated in a short time, the clutch disengagement operation is performed while the accelerator operation amount is kept large in the shift-up operation. Even in this case, the rotational speed (engine rotational speed) of the output shaft during clutch disengagement is controlled to be lower than that immediately before the clutch disengaged state. Therefore, it can suppress that a vehicle accelerates rapidly at the time of clutch connection.

According to a third aspect of the present invention, when the manual operation is a shift-down operation for switching the shift stage to a low speed side, the rotational speed control means sets the rotational speed of the output shaft to a rotational speed immediately before the clutch disengaged state. It is characterized by being controlled so as to be raised compared to the above.

  According to this, for example, when the clutch is disengaged without performing the accelerator operation under the situation (1) in which the shift down operation (engine brake operation) is performed to decelerate in a short time when entering the sharp curve. Even in such a case, the rotational speed (engine rotational speed) of the output shaft during clutch disengagement is controlled so as to increase compared to immediately before the clutch disengaged state. Therefore, it is possible to suppress a sudden deceleration of the vehicle due to excessive engine braking when the clutch is engaged.

According to a fourth aspect of the present invention, the rotational speed control means is configured so that the rotational speed of the output shaft immediately before the clutch disengaged state, the shift position of the gear position immediately before the clutch disengaged state, and the manual operation are performed by the manual operation. A state acquisition means for acquiring an operation state indicating whether the operation is to be switched to a high speed side or a low speed side; and a calculation means for calculating a target rotational speed during clutch disengagement based on the acquired information, the output shaft The rotation speed is controlled so as to be the target rotation speed.

  Here, as illustrated in FIG. 4, the vehicle speed corresponding to the engine rotational speed (the rotational speed of the output shaft) is specified by fixing the gear position. This relationship is a matter that can be specified for each gear position. In view of this point, according to the above invention, the rotational speed immediately before the clutch disengaged state and the shift position state of the gear stage can be acquired, and the gear stage at the time of clutch engagement can be estimated from the switching direction. In addition, the vehicle speed immediately before the shift can be estimated from the rotation speed. In order to maintain the vehicle speed immediately before the gear shift estimated immediately after the gear shift, the magnitude of the rotational speed at the gear position immediately after the gear shift can be estimated. By controlling the rotational speed during clutch disengagement so as to approach the estimated rotational speed, fluctuations in the vehicle speed before and after shifting can be suppressed.

  As described above, in executing the control to suppress the fluctuation of the vehicle speed, the engine speed at the time of clutch engagement can be set to an appropriate value so that the vehicle speed after the shift change can be brought close to the vehicle speed before the shift change.

As in the fifth aspect of the invention, if the target rotational speed is calculated so that the vehicle traveling speed is the same before and after the shift speed is changed, the vehicle speed fluctuation can be brought close to zero, which is preferable.

  Here, in the case where a two-wheeled vehicle is applied as the vehicle, if the bank angle is increased by tilting the body of the two-wheeled vehicle during curve driving, the contact portion of the wheels that contacts the road surface is shifted outward. Then, since the distance between the rotation center of the wheel and the installation portion is shortened, the gear ratio of the drive wheel with respect to the output shaft is increased. That is, this is equivalent to a state in which the gear stage by the manual transmission mechanism is reduced.

In view of this point, in the sixth invention, the state acquisition means also acquires the bank angle of the two-wheeled vehicle, and the calculation means decreases the target rotational speed as the acquired bank angle increases. It is characterized by correcting. Therefore, since the engine speed during clutch disengagement is controlled according to the change in the bank angle, fluctuations in vehicle speed when the clutch is engaged can be suitably suppressed.

The seventh invention is characterized in that a two-wheeled vehicle is applied as the vehicle. As described above, especially in the case of a two-wheeled vehicle, since the engine output relative to the vehicle weight is large, the degree of sudden deceleration or sudden acceleration when the clutch is engaged when the engine rotational speed during clutch disengagement deviates from the appropriate value is large. Since the problem of such vehicle speed fluctuations appears remarkably, the various effects according to the present invention are preferably exhibited.

In an eighth aspect of the invention, the rotational speed control means controls the rotational speed of the output shaft according to the bank angle of the two-wheeled vehicle in the clutch disengaged state. Therefore, since the engine speed during clutch disengagement is controlled according to the change in the bank angle, fluctuations in vehicle speed when the clutch is engaged can be suitably suppressed.

A ninth invention is an internal combustion engine control system comprising clutch detecting means for detecting that the manual transmission mechanism is in a clutch disengaged state, and the above-described internal combustion engine control device . The present invention is an internal combustion engine control system comprising a shift direction detecting means for detecting whether the manual operation is an operation for switching the gear position to a high speed side or a low speed side. Thus, the various effects described above are also exhibited in the internal combustion engine control system including the above-described internal combustion engine control device.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing an internal combustion engine control system according to this embodiment. The internal combustion engine 1 shown in FIG. 1 is a gasoline engine that is mounted on a two-wheeled vehicle 2 and functions as a travel drive source. In addition, the two-wheel vehicle 2 is equipped with a manual transmission mechanism 11 that switches the gear position of the drive wheel 1T (see FIG. 2) with respect to the output shaft 1a (crankshaft) of the internal combustion engine 1 by a manual operation of the driver.

  As is well known, when the driver manually operates the clutch lever 11a, the clutch of the speed change mechanism 11 enters a clutch disengaged state in which power transmission to the drive wheels 1T is interrupted. Further, the gear position of the speed change mechanism 11 is switched from the first speed to the fifth speed by switching the shift pedal (manual operation).

  Various detection signals described below are input to the engine ECU 30. That is, the detection signal of the throttle position sensor 13c that detects the opening of the throttle valve 13, the detection signal of the intake pressure sensor 13d that detects the intake pressure in the intake pipe 12, and the crank angle sensor that detects the rotation angle of the output shaft 1a. These are a detection signal 1b and a detection signal of a water temperature sensor 1c that detects the water temperature of the engine cooling water. The engine ECU 30 calculates the rotational speed (engine rotational speed) of the output shaft 1a based on the detection signal of the crank angle sensor 1b.

  In addition, an electric throttle is adopted as the throttle of the two-wheeled vehicle 2 according to the present embodiment. That is, the throttle valve 13 provided in the intake pipe 12 for adjusting the intake air amount is configured to be driven by a throttle motor 13a. When the driver manually operates the throttle grip 13b, an engine ECU (electronic control unit) 30 controls the drive of the throttle motor 13a according to the operation amount (accelerator operation amount). Thus, during normal operation, the driving of the internal combustion engine 1 is controlled in accordance with the accelerator operation amount.

  Specifically, the engine ECU 30 calculates a required intake air amount based on the accelerator operation amount and the engine rotation speed, and calculates a target throttle opening based on the required intake air amount. Then, the throttle motor 13a is feedback-controlled based on the detection signal of the throttle position sensor 13c so that the actual throttle opening becomes the target throttle opening.

  The engine ECU 30 controls the fuel injection amount and the injection timing injected per combustion cycle by controlling the drive of the injector 14 and the ignition device 15 in addition to controlling the intake air amount by the throttle valve 13 (fuel injection control). ) And ignition timing. Specifically, the injector 14 and the ignition device 15 are drive-controlled based on the intake pressure detected by the intake pressure sensor 13d, the actual engine speed, the water temperature, and the like. By these intake air amount control, fuel injection control and ignition timing control, the output torque of the output shaft 1a becomes a torque corresponding to the accelerator operation amount of the driver, and the engine speed when the transmission mechanism 11 is in the clutch disengaged state. Will also change.

  In addition to the above various detection signals, the engine ECU 30 detects the clutch sensor 11b (clutch detection means), the gear position sensor 11c (gear position detection means), the shift direction sensor 11d (shift direction detection means), and the bank angle sensor 16. A signal is input.

  The clutch sensor 11b detects that the manual transmission mechanism 11 is in a clutch disengaged state by operating the clutch lever 11a by the driver. The clutch sensor 11b is preferably an on / off switch that is mechanically turned on / off by the operating force of the clutch lever 11a.

  The gear position sensor 11c detects which of the gear positions of the transmission mechanism 11, that is, whether the actual gear position is switched to neutral N or 1st to 5th.

  The shift direction sensor 11d detects whether the manual operation of the shift pedal by the driver is an operation for switching the gear position to the high speed side or the low speed side. The shift direction sensor 11d is configured to detect the direction in which the shift pedal is operated. For example, a piezoelectric element is disposed on a transmission path for transmitting the driver's operating force from the shift pedal to the transmission mechanism 11, and It is preferable that the direction of the operating force is detected by a piezoelectric element.

  The bank angle sensor 16 is a sensor that detects the inclination (bank angle θ) of the two-wheeled vehicle 2 when traveling on a curve. 2 is a front view schematically showing a state in which the wheel (drive wheel) 1T is in contact with the road surface R. FIG. 2 (a) shows a state where the bank angle θ is zero, and FIG. 2 (b) shows a bank. This shows a state where the angle θ is not zero. A center line L2 shown in FIG. 2 is a line that is lowered vertically from the center of gravity of the two-wheeled vehicle 2 including the driver with respect to the rotation center L1 of the wheel 1T. 2 is a line dropped from the center of gravity to the contact point P between the wheel 1T and the road surface R. The angle θ of the tilt line L3 with respect to the center line L2 is the bank angle.

  Next, the processing procedure of the intake air amount control executed by the microcomputer of the engine ECU 30 will be described with reference to the flowchart shown in FIG.

  In this series of processes, first, in step S10, it is determined based on the detection signal of the gear position sensor 11c whether or not the gear position is switched to any one of the first to fifth gears (gear-in state). . If it is determined that the gear is in the gear-in state (S10: YES), the current actual engine speed NE, gear position, and bank angle θ are acquired and stored in step S20.

  Next, in step S30, it is determined whether or not the transmission mechanism 11 is in the clutch disengaged state based on the detection signal of the clutch sensor 11b, and if it is determined that the clutch is disengaged (S30: YES), the process is performed. Proceed to the next Step S40. On the other hand, if it is determined that the clutch is not disengaged (S30: NO), or if it is determined that the gear is not engaged in step S10, the process returns to step S10.

  In the subsequent step S40, the shift direction sensor 11d detects whether the manual operation of the shift pedal is a shift-up operation for switching the shift speed to the high speed side or a shift-down operation for switching to the low speed side. Determine based on the signal. If it is determined that the operation is a shift-up operation (S40: YES), the process proceeds to step S50. If it is determined that the operation is a shift-down operation (S40: NO), the process proceeds to step S60.

  In step S50 and step S60, the target engine speed during clutch disengagement is calculated irrespective of the accelerator operation amount by the driver, and in step S70, the target throttle opening is calculated based on the target engine speed, and in step S80. To control the drive of the throttle motor 13a so that the target throttle opening is obtained. By these steps S50 to S80 (rotational speed control means), the actual engine rotational speed NE during clutch disengagement is controlled regardless of the accelerator operation amount.

  Next, the processing contents in steps S50, S60, and S70 will be described more specifically with reference to FIGS. 4 and 5 are maps stored in advance in the engine ECU 30, and the solid lines shown in the first to fifth gears in the drawings indicate the relationship between the engine rotation speed and the vehicle speed at each gear position. .

<Target engine speed during shift up>
In the process in step S50, the target engine speed during clutch disengagement is calculated using the map shown in FIG. 4A based on the current actual engine speed NE, the gear position, and the bank angle θ acquired in step S20. To do.

  For example, if the current actual engine speed NE is N1 and the gear position is 2nd gear, the vehicle speed should be SP1. In order to obtain the same vehicle speed as the vehicle speed SP1 before the upshifting even after the upshifting to the 3rd speed, the engine rotational speed NE after the upshifting to the 3rd speed needs to be N2. Become. Therefore, the target engine speed during clutch disengagement is determined to be N2 (appropriate value) so that the actual engine speed NE becomes N2 during clutch disengagement.

  Further, when the bank angle θ is not zero, correction (bank correction) is performed so that the target engine rotation speed decreases as the bank angle θ increases. For example, the straight line indicating the first speed in FIG. 4A is changed according to the bank angle θ so as to be a straight line having a small inclination as shown by the dotted line. Thereby, it correct | amends so that a target engine rotational speed may become small.

<Target engine speed during shift down>
In the process in step S60, the target engine speed during clutch disengagement is calculated using the map shown in FIG. 4B based on the current actual engine speed NE, the gear position, and the bank angle θ acquired in step S20. To do.

  For example, if the current actual engine speed NE is N2 and the gear position is 3rd gear, the vehicle speed should be SP2. In order to achieve the same vehicle speed as the vehicle speed SP2 before the downshifting after the downshift to the second speed, the engine rotational speed NE after the downshift to the second speed needs to be N4. Become. Therefore, the target engine speed during clutch disengagement is determined to be N4 (appropriate value) so that the actual engine speed NE becomes N4 during clutch disengagement.

  When the bank angle θ is not zero, correction (bank correction) is performed so that the target engine rotation speed increases as the bank angle θ increases. For example, the straight line indicating the first speed in FIG. 4B is corrected according to the bank angle θ so as to be a straight line having a small inclination as shown by the dotted line. Thereby, it correct | amends so that a target engine rotational speed may become large.

<Target throttle opening>
In the processing in step S70, the target throttle opening during clutch disengagement is calculated using the map shown in FIG. 5 based on the target engine speed determined and calculated in step S50 or step S60. That is, regardless of the accelerator operation amount by the driver, the target throttle opening is set to be larger as the calculated target throttle opening is larger.

  Next, FIG. 6 and FIG. 7 which are timing charts illustrating the intake air amount control mode will be described, and the effects exhibited by the present embodiment will be described.

  In addition, the (a) column in a figure shows the change of the throttle opening which a driver | operator demands converted from the amount of accelerator operation, (b) column shows the change of the target throttle opening, (c) column Indicates a change in the actual throttle opening, column (d) indicates a change in actual engine speed NE, column (e) indicates a change in gear position, and column (f) indicates a change in vehicle speed.

<Mode during shift down>
FIG. 6 corresponds to the situation of (1) above, and when performing a downshift operation (engine brake operation) in addition to the brake operation in order to decelerate in a short time when entering a sharp curve, (a FIG. 3 shows various changes when the intake air amount control according to FIG. 3 is performed when the accelerator operation is not performed as shown in the column).

  As shown in the column (e), the gears are shifted down from the fifth speed to the fourth speed, the third speed, and the second speed in order, and the periods indicated by T1, T2, and T3 in the drawing are shift change periods (clutch disengaged periods). It is. In these shift change periods T1 to T3, the target throttle opening is made larger than fully closed by the process of step S60 described above, even though the driver required opening is zero (see column (a)). Yes. As a result, the actual engine speed NE in the shift change periods T1 to T3 increases (see the column (d)). If the actual throttle opening remains fully closed during the shift change periods T1 to T3, the engine speed NE decreases as indicated by the reference symbol K1 in the figure.

  The shift change period T1 will be described in more detail as an example. When shifting down by sequentially performing clutch disengagement, gear shift switching, and clutch engagement, the driver operates the clutch lever 11a to disengage the clutch. The shift change period T1 starts. Thereafter, when the shift pedal is switched from the fifth speed to the fourth speed, the actual throttle opening starts to increase due to the target throttle opening increasing, and the actual engine rotation speed starts to increase. Thereafter, after the shift speed of the transmission mechanism 11 is switched from the fifth speed to the fourth speed, the shift change period T1 ends when the driver operates the clutch lever 11a to engage the clutch. As soon as the clutch is engaged, the actual engine speed starts to decrease.

  If the actual engine speed increases to an appropriate value when the clutch is engaged, a decrease in the vehicle speed when the clutch is engaged can be avoided. Even when the value does not reach an appropriate value, a decrease in the vehicle speed when the clutch is engaged can be suppressed as compared with a case where the engine rotation speed is decreased as indicated by reference numeral K1.

  Thus, since the target throttle opening in the shift change periods T1 to T3 is set so that the vehicle speed before and after the shift change is the same (for example, SP1 shown in FIG. 4), the end point of the shift change periods T1 to T3. It is possible to prevent the two-wheeled vehicle 2 from decelerating rapidly due to excessive engine braking at the time of clutch engagement. That is, fluctuations in vehicle speed before and after the shift change are suppressed, and the vehicle speed falls smoothly as shown in column (f).

<Mode when shifting up>
FIG. 7 corresponds to the situation (2) described above, and the clutch disengagement operation accompanying the upshifting operation is performed with the accelerator operation amount being kept at the maximum in order to accelerate in a short time (see column (a)). FIG. 3 shows various changes when the intake air amount control according to FIG. 3 is performed.

  As shown in the column (e), the gears are shifted up in order from the first speed to the second speed, the third speed, and the fourth speed, and the periods indicated by T4, T5, and T6 in the figure are the shift change periods (the clutch disengaged period). It is. In these shift change periods T4 to T6, the target throttle opening is made smaller than the full opening by the process of step S50 described above, even though the driver requested opening is fully open (see column (a)). . As a result, the actual engine speed NE in the shift change periods T4 to T6 decreases (see column (d)). If the actual throttle opening remains fully open during the shift change periods T4 to T6, the engine speed NE increases as indicated by the symbol K2 in the figure.

  The shift change period T4 will be described in more detail as an example. When shifting up by sequentially performing clutch disengagement, gear shifting, and clutch engagement, the driver operates the clutch lever 11a to disengage the clutch. The shift change period T4 starts. Thereafter, when the shift pedal is switched from the first speed to the second speed, the actual throttle opening starts to decrease due to the target throttle opening decreasing, and the actual engine rotation speed starts to decrease. Thereafter, after the shift speed of the speed change mechanism 11 is switched from the first speed to the second speed, the shift change period T4 ends when the driver operates the clutch lever 11a to engage the clutch. As soon as the clutch is engaged, the actual engine speed starts to increase.

  If the actual engine speed is reduced to an appropriate value when the clutch is engaged, an increase in the vehicle speed when the clutch is engaged can be avoided. Even when the value does not reach an appropriate value, an increase in the vehicle speed when the clutch is engaged can be suppressed as compared with a case where the engine speed increases as indicated by reference numeral K2.

  Thus, the target throttle opening in the shift change period T4 to T6 is set so that the vehicle speeds before and after the shift change are the same (for example, SP2 shown in FIG. 4), so the end point of the shift change period T4 to T6 It can suppress that the two-wheeled vehicle 2 accelerates rapidly at the time of clutch connection. That is, fluctuations in vehicle speed before and after the shift change are suppressed, and the vehicle speed increases smoothly as shown in column (f).

  As shown in the column (b) of FIGS. 6 and 7, the amount of change in the target throttle opening is varied according to the gear position at the time of shift change. This is because the target engine speed is calculated according to the gear position in steps S50 and S60. Specifically, as shown in the map in FIG. 4, the inclination of the straight line indicating the relationship between the engine rotation speed and the vehicle speed differs depending on the gear position.

  Since the target engine speed during clutch disengagement is calculated according to the gear position in this way, the actual engine speed when the clutch is engaged with the shift change is set to appropriate values N2 and N4, and the vehicle speed after the shift change. Can be brought close to the vehicle speed before the shift change.

  Further, according to the present embodiment, the target engine speed is bank-corrected according to the change in the bank angle θ. That is, as the bank angle θ increases, the engine rotation speed during clutch disengagement is determined so that the slope of the straight line indicating the relationship between the engine rotation speed and the vehicle speed shown in FIG. Therefore, fluctuations in the vehicle speed when the clutch is engaged due to the bank angle θ can be suitably suppressed.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be implemented as follows, for example. Further, the characteristic structures of the respective embodiments may be arbitrarily combined.

  As shown by the alternate long and short dash line in the column (b) of FIGS. 6 and 7, the target throttle opening is made closer to the target throttle opening at the time of clutch disengagement as time elapses in the shift change periods T1 to T3 and T4 to T6. You may make it change gradually. According to this, torque shock at the time of clutch connection can be reduced, which is preferable.

  In the above embodiment, a means for determining the target throttle opening regardless of the throttle operation amount is employed in controlling the engine speed NE during clutch disengagement. At least one of fuel injection control and ignition timing control may be employed. For example, the engine throttle speed NE is increased (decreased) by increasing (decreasing) the fuel injection amount during clutch disengagement while keeping the target throttle opening degree during clutch disengagement just before the shift change. May be. Alternatively, the engine throttle speed NE may be increased (decreased) by advancing (retarding) the ignition timing while the target throttle opening during clutch disengagement remains in the state immediately before the shift change. .

  -When shifting down, if the accelerator operation amount at the time of clutch disengagement is larger than a preset threshold value, the control in steps S60, S70, S80 may be prohibited. Similarly, at the time of shifting up, when the accelerator operation amount at the time of clutch disengagement is smaller than a preset threshold value, the control in steps S50, S70, and S80 may be prohibited. Further, these threshold values may be made variable according to the engine speed, gear position, etc. at the time of clutch disengagement.

  The upshifting in the determination in step S40 includes the case of shifting up from neutral to first gear. That is, for example, when the two-wheeled vehicle 2 is started from a stopped state, the engine speed NE when the clutch is disengaged may be controlled regardless of the accelerator operation amount even when shifting up from the neutral to the first speed. .

  The present invention can be applied to the internal combustion engine 1 provided with a sub-throttle valve in addition to the throttle valve 13 according to the above embodiment. In this case, if the sub-throttle valve is driven by an electric motor, the main throttle valve 13 may be a mechanical drive system mechanically connected to the throttle grip 13b instead of the electric motor drive. The intake air amount control according to FIG. 3 may be performed on the valve regardless of the accelerator operation amount.

  In the above embodiment, the target rotational speed as an appropriate value is set so that the vehicle speed is the same before and after switching the gear position, but the present invention is not limited to such a setting. However, the target rotational speed (appropriate value) is set so as to be lower than the rotational speed immediately before the clutch is disengaged in the case of the upshift operation, and is higher than the rotational speed immediately before the clutch is disengaged in the case of the downshift operation. It is desirable to set a target rotation speed (appropriate value).

  -The map shown in FIG. 4 may be used to calculate the vehicle speed immediately before the shift based on the signal from the vehicle speed sensor, instead of estimating the vehicle speed immediately before the shift from the gear position and the rotational speed immediately before the shift. .

  The internal combustion engine 1 is not limited to a spark ignition internal combustion engine such as a gasoline engine, but may be a compression ignition internal combustion engine such as a diesel engine.

1 is a block diagram showing an internal combustion engine control system according to an embodiment of the present invention. The front view of the wheel for demonstrating a bank angle. The flowchart which shows the process sequence of the intake air amount control performed by engine ECU of FIG. FIG. 4 is a characteristic diagram showing the relationship between the engine speed and the vehicle speed according to the gear position, which is a map used in the processing of FIG. 3. FIG. 4 is a characteristic chart showing a relationship between a target engine speed and a target throttle opening, which is a map used in the processing of FIG. 3. FIG. 4 is a timing chart illustrating an example of a downshift mode by the process of FIG. 3. FIG. The timing chart which illustrated the aspect at the time of the upshift by the process of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 1a ... Output shaft, 2 ... Two-wheel vehicle, 11 ... Manual transmission mechanism, 13 ... Throttle valve, 13a ... Throttle motor (electric motor), 30 engine ECU.

Claims (6)

A vehicle is equipped with a manual transmission mechanism that is connected to the output shaft of the internal combustion engine and switches the gear stage by a manual operation of the driver, and targets a vehicle that drives the throttle valve with an electric motor according to the accelerator operation amount of the driver, In an ordinary state, the internal combustion engine control device controls a rotation speed of the output shaft or a control parameter correlated therewith according to the accelerator operation amount,
Means for acquiring a detection result of a clutch detection means for detecting that a clutch disengaged state for interrupting power transmission from the output shaft to the drive wheels when the manual speed change mechanism switches the gear position;
When acquiring the detection result that the clutch is disengaged, a rotational speed control means for controlling the rotational speed of the output shaft regardless of the accelerator operation amount;
Equipped with a,
A two-wheeled vehicle is applied as the vehicle,
The rotational speed control means includes
The rotational speed of the output shaft immediately before the clutch disengaged state, the shift position of the gear position immediately before the clutch disengaged state, and whether the manual operation is an operation for switching the gear position to the high speed side or the low speed side. State acquisition means for acquiring the operation state of
Calculating means for calculating a target rotational speed during clutch disengagement based on the acquired information;
Controlling the rotational speed of the output shaft to be the target rotational speed,
The state acquisition means also acquires a bank angle of the two-wheeled vehicle,
The internal combustion engine control apparatus according to claim 1, wherein the calculation unit corrects the target rotational speed to be smaller as the acquired bank angle is larger .   When the manual operation is a shift-up operation for switching the shift stage to a high speed side, the rotational speed control means decreases the rotational speed of the output shaft as compared with the rotational speed immediately before the clutch disengaged state. The internal combustion engine control device according to claim 1, wherein the control is performed as follows.   When the manual operation is a shift-down operation for switching the shift speed to a low speed side, the rotational speed control means increases the rotational speed of the output shaft compared to the rotational speed immediately before the clutch disengaged state. The internal combustion engine control device according to claim 1 or 2, wherein The internal combustion engine control device according to any one of claims 1 to 3, wherein the calculating means calculates the target rotational speed so that a vehicle traveling speed is the same before and after switching the gear position. Clutch detecting means for detecting that the manual transmission mechanism is in a clutch disengaged state;
An internal combustion engine control device according to any one of claims 1 to 4 ,
An internal combustion engine control system comprising: 6. The internal combustion engine control system according to claim 5 , further comprising shift direction detection means for detecting whether the manual operation is an operation for switching the gear position to a high speed side or a low speed side.

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