JP4872966B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle having a power train to which a manual transmission is connected to an internal combustion engine (engine) via a clutch.

  Driving force of an internal combustion engine such as a gasoline engine or a diesel engine mounted on the vehicle is transmitted to the road surface via a transmission, a final reduction gear, or the like. Here, the transmission changes the driving force of the internal combustion engine, and mainly includes an automatic transmission (automatic transmission) and a manual transmission (manual transmission).

  In the case of a manual transmission, a driving force of the internal combustion engine is transmitted by engaging a clutch interposed between the manual transmission and the internal combustion engine.

  In the case where this manual transmission is provided, when a shift change (shift-up or shift-down) is performed while the vehicle is running, that is, when the gear stage of the manual transmission is changed, the driver usually returns the accelerator pedal and turns the throttle valve. A shift operation by the shift lever is performed after the idle opening and the clutch pedal is depressed to disengage the clutch so that the driving force of the internal combustion engine is not transmitted to the manual transmission.

  When such a shift change is completed, the clutch pedal is released and the clutch is engaged to transmit the driving force of the internal combustion engine to the manual transmission.

  By the way, when changing gears while the vehicle is running, if the accelerator pedal is released and the clutch is disengaged in order to ensure the environment for the gear change operation, the engine speed (or engine speed) will increase. To do.

  The reason why this engine speed-up phenomenon occurs is well known to those skilled in the art, but will be described briefly.

  First, in recent years, in order to improve performance, there is a tendency to increase the volume of the intake system, that is, the volume in the downstream area, that is, the area closer to the combustion chamber, than the throttle valve in the intake passage (for example, the intake manifold). Therefore, when the accelerator pedal is returned, the throttle valve is set to the idle opening accordingly, but when the throttle valve is throttled and the intake air amount is reduced in this way, the throttle valve is already in the region downstream of the throttle valve in the intake passage. A large amount of sucked air flows into the combustion chamber. Since the amount of air flowing in this way is larger than the amount of air passing through the throttle valve at the idle opening, the engine speed temporarily increases.

  In addition to this, since the load is released due to the clutch being disengaged, a phenomenon occurs in which the engine speed increases.

In order to reduce such a phenomenon that the engine speed increases, for example, in Patent Document 1, the retard amount of the ignition timing is specified according to the pressure difference in the intake pipe (in the intake passage, the region downstream of the throttle valve). It is described that this is corrected according to the engine speed.
JP 2007-63997 A

  In the conventional example according to the above-mentioned Patent Document 1, it is determined whether or not a blow-up has occurred based on the absolute value of the engine speed. In this case, the engine speed is set so that the driver intentionally increases the engine output. Even when it is set high, it may be erroneously determined as blowing up. If such a misjudgment is made so as to retard the ignition timing, it is predicted that the driver will feel uncomfortable, for example, the engine output will decrease against the driver's intention.

  Even if the engine speed is determined by acceleration (differentiated value), that is, a change gradient, if the driver deliberately increases the engine speed suddenly, the same as above In other words, it will be mistakenly determined that it has been blown up. In this case as well, as described above, since the countermeasure for retarding the ignition timing is taken, it is predicted that the engine output will be reduced against the driver's intention, and the driver will feel uncomfortable. Is done.

  In view of such circumstances, the present invention can suppress an increase in engine speed during a shift change in a vehicle control device having a power train in which a manual transmission is connected to an internal combustion engine via a clutch. It aims to improve drivability.

  The present invention relates to a control device for a vehicle having a power train connected to an internal combustion engine through a clutch, and obtains a change gradient of the engine rotational speed as required, and changes in the change gradient. An output of the internal combustion engine when calculating the rate of change and calculating the rate of change by the calculating unit during a shift change while the vehicle is running and determining that the calculated rate of change is equal to or greater than a predetermined threshold And a management means for restricting.

  In the first place, as is generally known, in a vehicle having a manual transmission, when the initial operation of releasing the accelerator pedal and simultaneously depressing the clutch pedal is performed in order to ensure the environment when performing a shift change, the engine speed is reduced. A phenomenon of blowing up occurs. This blow-up phenomenon is considered to occur due to the fact that the air that has already flowed into the intake passage (intake manifold) is filled into the combustion chamber or the load is disconnected due to the clutch being disconnected along with the initial operation. ing.

  In short, according to this configuration, at the time of a shift change, the presence or absence of occurrence of an engine speed increase phenomenon is determined using the deviation of the engine speed deviation as a parameter. Therefore, it is possible to accurately detect the phenomenon in which the engine speed increases at an early stage.

  This makes it possible to prevent misjudgment that is likely to occur when making a blow-up judgment using parameters such as the absolute value or acceleration of the engine speed as in the conventional example, and an engine that occurs during a shift change. It is possible to quickly and accurately take measures (suppressing the output of the internal combustion engine) for suppressing the increase in the rotational speed. For this reason, it is possible to contribute to improvement of drivability, such as preventing the vehicle driver from feeling uncomfortable during the shift change.

  Preferably, it further includes speed detecting means for detecting the traveling speed of the vehicle, pedal opening detecting means for detecting the accelerator opening of the accelerator pedal, and clutch state detecting means for detecting whether the clutch is engaged or disengaged. The management means determines, based on the output from each detection means, that a shift change is performed when the accelerator is fully closed and the clutch is disengaged at a constant vehicle speed or higher, and the calculation means is triggered by this determination. It is possible to execute the processing according to the above.

  In this configuration, the detection means that collects data for determining whether the accelerator is fully closed and the clutch disengagement, which is the initial operation for ensuring the environment when performing a shift change while the vehicle is running, is specified and managed. Based on the output of the pedal opening degree detecting means and the output of the clutch state detecting means, the means is specified as a trigger for collecting data for checking whether or not the engine speed has increased.

  In the first place, since the engine speed starts to increase due to the initial operation of the shift change, that is, the act of fully closing the accelerator and disengaging the clutch, the data necessary for determining whether the engine speed has increased in the initial operation is collected. By doing so, it becomes possible to recognize the occurrence at the initial stage of the increase in the engine speed.

  Therefore, even if the engine speed increases during a shift change, it is possible to accurately determine the occurrence at an early stage, and to take countermeasures, that is, to limit the output of the internal combustion engine at an early stage. Therefore, it is possible to suppress the increase in engine speed.

  Preferably, it further includes fuel cut execution means for executing fuel cut control for stopping fuel supply to the internal combustion engine as necessary, wherein the management means limits the output limit of the internal combustion engine to the fuel cut by the fuel cut execution means. Cut control can be used.

  In this configuration, the fuel cut control is specified as a mode for limiting the output of the internal combustion engine. By this specification, it is possible to relatively easily and effectively suppress the engine speed increase.

  According to the present invention, in a control apparatus for a vehicle having a power train in which a manual transmission is connected to an internal combustion engine via a clutch, it is possible to suppress an increase in engine speed during a shift change. Therefore, it is possible to contribute to the improvement of drivability, such as preventing the driver of the vehicle from feeling uncomfortable during the shift change.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the best embodiment of the present invention will be described in detail with reference to the drawings.

  1 to 5 show an embodiment of the present invention. First, a schematic configuration of a power train of a vehicle to which the present invention is applied will be described with reference to FIG.

  In the figure, 1 is an internal combustion engine, 2 is a manual transmission, 3 is a clutch, 4 is an accelerator pedal, 5 is a clutch pedal, 6 is a shift lever, and 7 is an ENG_ECU (Electronic Control Unit) as a control device according to the present invention. is there.

  As shown in FIG. 2, the internal combustion engine 1 exemplified in this embodiment is, for example, a four-cycle gasoline engine, and a piston 13 is accommodated in a cylinder 12 of a cylinder block 11 so as to be capable of reciprocating in the vertical direction. The reciprocating motion of the piston 13 is converted into the rotational motion of the crankshaft 15 via the connecting rod 14.

  A signal rotor 15 a having a plurality of protrusions (teeth) on the outer peripheral surface is attached to the crankshaft 15. A crank position sensor (engine speed sensor) 51 is disposed near the side of the signal rotor 15a. The crank position sensor 51 is, for example, an electromagnetic pickup, and generates a pulsed signal (output pulse) corresponding to the protrusion of the signal rotor when the crankshaft 15 rotates.

  A combustion chamber 17 is defined by the top surface of the piston 13, the inner peripheral surface of the cylinder 12 of the cylinder block 11, and the cylinder head 16.

  An intake port 16a and an exhaust port 16b of the cylinder head 16 are connected to the combustion chamber 17, respectively. The intake port 16 a and the exhaust port 16 b are opened and closed by an intake valve 18 and an exhaust valve 19. The intake valve 18 and the exhaust valve 19 are opened and closed by an intake camshaft and an exhaust camshaft (not shown) that are rotationally driven by the crankshaft 15.

  A fuel injection valve 21 is attached to a predetermined position of the intake port 16a in the cylinder head 16. The fuel injected from the fuel tank 22 by the fuel pump 23 is supplied to the fuel injection valve 21. Note that the fuel injection pressure of the fuel injection valve 21 can be adjusted, for example, by appropriately changing the discharge amount of the fuel pump 23.

  The intake port 16a has an intake passage 24 for sucking air supplied to the combustion chamber 17, and the exhaust port 16b has an exhaust passage 25 for discharging exhaust gas in the combustion chamber 17 to the outside of the vehicle. Each is connected.

  In the exhaust passage 25, for example, a three-way catalyst 20 is provided. In the exhaust passage 25, an air-fuel ratio sensor 58 is provided on the upstream side of the three-way catalyst 20, and an oxygen sensor 59 is provided on the downstream side of the three-way catalyst 20. The air-fuel ratio sensor 58 generates an output voltage corresponding to the air-fuel ratio of the exhaust discharged from the combustion chamber 17. The oxygen sensor 59 generates an output voltage corresponding to the oxygen concentration of the exhaust downstream of the three-way catalyst 20.

  The intake passage 24 is provided with an air cleaner (not shown) and a throttle valve 26 that adjusts the intake air amount of the internal combustion engine 1.

  The throttle valve 26 is of an electronic control type that is operated by an actuator 27 such as a servo motor. The actuator 27 operates the throttle valve 26 based on a throttle opening signal given from the ENG_ECU 7.

  The throttle opening represents the area of the opening formed in the intake passage 24 according to the opening of the throttle valve 26 as a percentage, and is a closed state that creates a slight gap in order to set the internal combustion engine 1 at idling speed. Is the idle opening.

  The opening degree of the throttle valve 26 is detected by a throttle opening degree sensor 54. An air flow meter 52 that detects the intake air amount is provided upstream of the throttle valve 26 in the intake passage 24.

  The opening degree of the throttle valve 26 is controlled based on at least the depression amount of the accelerator pedal 4 by the driver. An accelerator opening sensor 53 is attached to the accelerator pedal 4. This accelerator opening sensor 53 detects the amount of depression of the accelerator pedal 4 by the driver, and inputs this depression amount to the ENG_ECU 7 described later as the accelerator opening. The accelerator opening is expressed as a percentage of the amount of depression of the accelerator pedal 4, for example, a fully closed state where the accelerator pedal 4 is not depressed is 0 (%), and a fully opened state where the accelerator pedal 4 is depressed is 100 (%). It becomes.

  In such an internal combustion engine 1, intake air introduced into the combustion chamber 17 is metered by the throttle valve 26. Air sucked from the intake passage 24 is mixed with fuel injected from the fuel injection valve 21 and introduced into the combustion chamber 17. This air-fuel mixture passes through the compression stroke of the internal combustion engine 1 and is explosively burned by ignition of the spark plug 28, thereby causing the piston 13 to reciprocate to rotate the crankshaft 15. Thereafter, the exhaust gas in the combustion chamber 17 is discharged to the exhaust passage 25 through the exhaust port 16b when the exhaust valve 19 is opened.

  The manual transmission 2 is generally called a so-called synchronous mesh transmission, and is not shown. The manual transmission 2 includes a multi-stage transmission gear train as a transmission mechanism, and synchromesh according to a required transmission stage. By sliding the hub sleeve of the mechanism in the axial direction with a shift fork, it is necessary to engage with one of the two transmission gears arranged on both sides of the hub sleeve and mounted on the rotary shaft so as to be relatively rotatable. The shift speed is established.

  The shift fork is operated so as to establish a gear position corresponding to the shift position selected and operated by the shift lever 6. Note that the shift lever 6 and the shift fork are connected to each other, for example, mechanically connected or electrically connected. In the latter electrical connection form, the shift position selected by the shift lever 6 (e.g., neutral, forward 1st to 5th, reverse 1st) is detected by the shift position sensor 55 and corresponds to the detected shift position. The shift-by-wire is configured such that the hydraulic actuator is driven based on the electrical signal to operate the shift fork.

  In the case of a shift change, the manual transmission 2 is always set to the neutral position with the shift lever 6 and then operated to the target shift position.

  The clutch 3 is generally a well-known single-plate dry structure friction clutch, and although not shown in detail, a clutch disk, a pressure plate, a diaphragm spring, a release bearing, a mechanical or hydraulic operating mechanism Etc. are configured.

  In the clutch 3, when the clutch pedal 5 is not depressed, that is, when no external operation is received, the release fork remains stationary, so that the release bearing does not press the diaphragm spring, that is, the pressure plate. The clutch disk is pressed against the flywheel connected to the crankshaft 15 so that the clutch is engaged.

  On the other hand, when the clutch pedal 5 is depressed, that is, when an external operation is received, the release fork tilts and the release bearing presses the diaphragm spring toward the flywheel, and the pressure plate moves away from the flywheel. The pulled state, that is, the clutch disengaged state in which the clutch disc is separated from the flywheel.

  A clutch pedal switch 56 is attached to the clutch pedal 5. When the driver depresses the clutch pedal 15 and the clutch 3 is disengaged, the clutch pedal switch 56 inputs an ON signal indicating disengagement of the clutch 3 to the ENG_ECU 7 described later. In the state where the clutch 3 is engaged, the clutch pedal switch 56 is off.

  The ENG_ECU 7 performs overall control of the internal combustion engine 1 (for example, air-fuel ratio control, fuel injection control, ignition control, fuel cut control, etc.). The central processing unit (CPU), program memory (ROM), This is a generally known configuration including a data memory (RAM) and a nonvolatile memory (backup RAM). Note that the CPU, ROM, RAM, and backup RAM are not labeled.

  The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes various arithmetic processes based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores the calculation results of the CPU, data input from each sensor, and the like. The backup RAM is a nonvolatile memory that stores data to be saved when the internal combustion engine is stopped, for example. Memory.

  As shown in FIG. 2 and FIG. 3, at least the crank position sensor 51, the air flow meter 52, the accelerator opening sensor 53, the throttle opening sensor 54, the shift position sensor 55, the clutch A pedal switch 56, a vehicle speed sensor 57, an air-fuel ratio sensor 58, an oxygen sensor 59, and the like are connected.

  The vehicle speed sensor 57 detects rotation of a wheel (not shown), and the ENG_ECU 7 calculates the vehicle speed based on this detection signal. The vehicle speed sensor 57 corresponds to the speed detection means described in the claims, the accelerator opening sensor 53 corresponds to the pedal opening detection means described in the claims, and the clutch pedal switch 56 corresponds to the claims. This corresponds to the clutch state detecting means described.

  As shown in FIGS. 2 and 3, for example, a fuel injection valve 21, a fuel pump 23, an actuator 27 of a throttle valve 26, an igniter 29 of a spark plug 28, and the like are connected to the output interface (reference numeral omitted) of the ENG_ECU 7. .

  The elements connected to each interface are only those related to the characteristics of the present invention, and descriptions and explanations of elements not directly related to the characteristics of the present invention are omitted.

  Of the various controls of the internal combustion engine 1 performed by the ENG_ECU 7, air-fuel ratio control and fuel cut control will be briefly described as controls related to the present invention.

  In the air-fuel ratio control, for example, the oxygen concentration in the exhaust gas is calculated based on the outputs of the air-fuel ratio sensor 58 and the oxygen sensor 59 arranged in the exhaust passage 25 of the internal combustion engine 1, and the actual obtained from the calculated oxygen concentration. The amount of fuel injected from the fuel injection valve 21 is controlled so that the exhaust air / fuel ratio of the exhaust gas matches the target air / fuel ratio (for example, the theoretical air / fuel ratio). For example, if the actual exhaust air-fuel ratio is richer than the stoichiometric air-fuel ratio, the fuel injection amount is adjusted to decrease. Conversely, if the actual exhaust air-fuel ratio is leaner than the stoichiometric air-fuel ratio, the fuel injection amount is adjusted to increase. The

  The fuel cut control stops fuel injection from the fuel injection valve 21 when a predetermined fuel cut condition is satisfied. This fuel cut is performed to improve the fuel consumption rate and exhaust emission.

  During the fuel cut, when the vehicle speed decreases and the engine speed becomes lower than the fuel cut speed, the fuel cut is stopped and fuel injection by the fuel injection valve 21 is performed in order to prevent engine stall. . Further, even when the accelerator pedal 4 is depressed during fuel cut (during re-acceleration), the fuel cut is stopped and fuel injection by the fuel injection valve 21 is performed.

  Here, in the present invention, since the engine speed is increased during a shift change while the vehicle is running, the invention is devised to suppress this increase.

  Specifically, in this embodiment, not the direct shift operation itself by the shift lever 6 but the initial operation for securing the environment when performing the shift operation, that is, the accelerator off (fully closed) and the clutch on (disengaged) are performed. The fuel cut control is performed as an operation for restricting the output of the internal combustion engine 1 by checking whether or not the engine speed is increased when the initial operation is performed. Is allowed or prohibited.

  The shift change here includes both upshifting and downshifting. In the case of shift-up, since the amount of air intake is larger than the relationship where acceleration is being accelerated, the engine speed is likely to increase when the accelerator is off and the clutch is on. For this reason, it is advantageous to take measures to detect and suppress the engine speed increase during the upshift.

  Next, with reference to FIG. 4, the operation to which the features of the present invention are applied will be described in detail. FIG. 4 is a flowchart mainly showing the operation of the ENG_ECU 7.

  The flowchart shown in FIG. 4 is entered at regular intervals, for example. First, in step S1, it is determined whether the vehicle is running instead of being stopped or in a very low speed state. Here, based on the output of the vehicle speed sensor 57, it is checked whether or not the vehicle speed is equal to or higher than a predetermined specified value (for example, 0 km / h to 10 km / h).

  Here, when the vehicle is stopped or in an extremely low speed state, it is not subject to fuel cut control, so a negative determination is made in step S1, and the process exits this flowchart.

  On the other hand, if the vehicle is traveling at a certain speed or more, it can be subject to fuel cut control, so an affirmative determination is made in step S1 and the process proceeds to the subsequent step S2.

  In step S2, it is determined whether an accelerator-off condition is satisfied. Here, based on the output of the accelerator opening sensor 53, it is examined whether or not the state where the driver releases the accelerator pedal 4 has continued for a predetermined time or more.

  Here, when the accelerator-off condition is not satisfied, the fuel cut control is not performed, so a negative determination is made in step S2, and this flowchart is exited.

  On the other hand, if the accelerator-off condition is satisfied, it can be the target of fuel cut control, so an affirmative determination is made in step S2 and the process proceeds to the subsequent step S3.

  In step S3, it is determined whether or not a clutch-on (disengagement) condition is satisfied. Here, the check is made based on the on / off state of the clutch pedal switch 56 and the duration of the on / off state is checked. The reason for checking the duration is to accurately distinguish whether it is temporary or intentional.

  Here, when an OFF signal is input from the clutch pedal switch 56 for a predetermined time or more, the clutch 3 is in the engaged state and is not subject to fuel cut control, so a negative determination is made in step S3, and this flowchart is executed. Exit.

  On the other hand, when an ON signal is input from the clutch pedal switch 56 for a predetermined time or more, the clutch 3 is in a disengaged state and can be subjected to fuel cut control. Therefore, an affirmative determination is made in step S3 and the subsequent step S4 is continued. Transition.

  As described above, the fact that the AND condition that makes an affirmative determination in both steps S2 and S3 is checked is the presence or absence of an initial shift change operation. The reason will be explained.

  If the act of the shift change itself, such as operating the shift lever 6 from the neutral position to the target shift position, is detected based on the output from the shift position sensor 55, the shift change is performed at the stage of performing the shift change. The engine speed has already increased. In other words, when the initial operation (accelerator off and clutch on) before the shift change itself is recognized, if the occurrence of the blow-up is immediately checked, the blow-up is detected at an early stage. Because it becomes possible.

  In step S4, it is determined whether or not the engine speed has increased. Here, the current engine speed is recognized based on the signal input from the crank position sensor 51, and the engine speed is determined based on the deviation between the current engine speed and the engine speed at the previous entry to this flowchart. And a change rate of the change gradient is calculated based on the deviation, and it is checked whether the change rate is equal to or higher than a predetermined blow-up threshold.

  Here, if the rate of change is equal to or greater than a predetermined blow-up threshold value, that is, if a blow-up of the engine speed has occurred, it is necessary to execute fuel cut control, so an affirmative determination is made in step S4 described above. Then, the process proceeds to subsequent step S5. In step S5, it is assumed that the conditions for the fuel cut control are satisfied, and after the execution of the fuel cut control is permitted, the process exits this flowchart.

  However, if the rate of change is less than the predetermined blow-up threshold value, that is, if there is no blow-up of the engine speed, there is no need to execute fuel cut control, so a negative determination is made in step S4. Then, the process proceeds to step S6. In step S6, it is assumed that the conditions for fuel cut control are not satisfied, and execution of the fuel cut control is prohibited, and then this flowchart is exited.

  Here, a specific event will be described as an example with reference to FIG. FIG. 5 is a time chart related to the operation of the ENG_ECU 7.

  For example, as shown in FIG. 5 (a), after the driver depresses the accelerator pedal 4 at time t1, the accelerator pedal 4 is released for a shift change at time t2 when a predetermined time has elapsed, and the accelerator is turned off. As shown in FIG. 5B, when the clutch pedal 5 is depressed and the clutch is turned off (disconnected), the transmission torque starts to decrease as shown in FIG. ) As shown, the engine speed starts to rise.

  As a result, the change gradient of the engine speed rises steeply as shown in FIG. 5 (e), and the change rate of the change gradient increases as shown in FIG. 5 (f).

  As shown in FIGS. 5 (a) and 5 (b), when the accelerator-off and clutch-off conditions are satisfied and the affirmative determination is made in steps S2 and S3 in FIG. As shown, for example, at time t3, when the rate of change becomes equal to or greater than a predetermined blow-up threshold value, an affirmative determination is made in step S4 in FIG. 4, and the process proceeds to step S5, and fuel cut control is performed as shown in FIG. Will be allowed to execute.

  In this way, since the blow-up determination is performed at the time of detecting the initial operation of the shift change, the blow-up detection can be performed at an early stage. In the case of a shift change, in addition to the case where the clutch is turned on after the accelerator is turned off, the accelerator may be turned off after the clutch is turned on. Even in such a case, since the AND condition between the accelerator off and the clutch on is checked within a predetermined time by steps S2 and S3, it is possible to accurately determine any initial operation. It has become.

  By the way, in the flowchart shown in FIG. 4, the detailed control content by ENG_ECU7 is not described, but the functional flow is shown, and a part of the processing content of step S4 is equivalent to the calculation means described in the claims. Steps S4 to S6 correspond to management means described in the claims.

  As described above, in the embodiment to which the feature of the present invention is applied, in the initial operation of the shift change, the presence / absence of occurrence of the engine speed increase phenomenon is determined using the deviation of the engine speed deviation as a parameter. I am doing so. Therefore, it is possible to accurately detect the phenomenon in which the engine speed increases during a shift change at an early stage.

  As a result, it is possible to reliably prevent erroneous determinations that are likely to occur when performing the blow-up determination using the absolute value of the engine speed as a parameter as in the conventional example, and the engine rotation that occurs during a shift change. Fuel cut control, which is a measure for suppressing the number of blow-ups, can be performed quickly and accurately, so that the driver can be prevented from feeling uncomfortable during vehicle shifts, etc. It will be possible to contribute to the improvement of drivability.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  (1) In the above embodiment, the power train of the vehicle is not particularly limited, such as a front engine / rear drive (FR) format, a front engine / front drive (FF) format, or a midship engine format.

  (2) In the above embodiment, the existing ENG_ECU 7 is used as a vehicle control device, but the present invention is not limited to this, and a dedicated ECU can also be used.

  (3) In the above embodiment, the case where the clutch pedal switch 56 is provided is taken as an example. However, when the clutch pedal switch 56 is not provided, it is determined whether the clutch-on condition is satisfied in step S3 in FIG. As shown in FIG. 4, when the accelerator-off condition is satisfied in step S2 in FIG. 4, the blow-up determination in step S4 in FIG. 4 may be performed immediately.

  (4) In the above-described embodiment, the form of performing the fuel cut control is taken as an example of the engine output restriction mode that is a countermeasure against the engine speed increase, but it is particularly limited as long as the engine output is limited. Instead, for example, the ignition timing (SA) may be retarded.

It is a figure which shows schematic structure of one Embodiment of the vehicle power train used as the application object of this invention. It is a figure which shows typically schematic structure of the internal combustion engine of FIG. It is a block diagram which shows the structure of the control apparatus of FIG. It is a flowchart used for operation | movement description by the control apparatus of FIG. It is a time chart used for operation | movement description by the control apparatus of FIG.

Explanation of symbols

1 Internal combustion engine
2 Manual transmission
3 Clutch
4 Accelerator pedal
5 Clutch pedal
6 Shift lever
7 ENG_ECU (control device)
11 Cylinder block 12 Cylinder 13 Piston 16a Intake port 16b Exhaust port 17 Combustion chamber 21 Fuel injection valve 24 Intake passage 26 Throttle valve 51 Crank position sensor 53 Accelerator opening sensor 54 Throttle opening sensor 55 Shift position sensor 56 Clutch pedal switch 57 Vehicle speed Sensor

Claims (3)

A control device for a vehicle having a power train to which a manual transmission is connected to an internal combustion engine via a clutch,
If necessary, a calculation means for obtaining a change gradient of the engine speed and a change rate of the change gradient;
Management means for limiting the output of the internal combustion engine when the change rate is calculated by the calculation means during a shift change while the vehicle is running, and when the calculated change rate is determined to be greater than or equal to a predetermined threshold value. A control device for a vehicle, comprising: The vehicle control device according to claim 1,
A speed detecting means for detecting the traveling speed of the vehicle; a pedal opening detecting means for detecting the accelerator opening of the accelerator pedal; and a clutch state detecting means for detecting the engagement or disengagement state of the clutch,
The management means determines that a shift change is performed when the accelerator is fully closed and the clutch is disengaged at a constant vehicle speed or higher based on the output from each detection means, and the calculation means uses the determination as a trigger. A control apparatus for a vehicle, characterized in that the process is executed. The vehicle control device according to claim 1 or 2,
Fuel cut execution means for executing fuel cut control for stopping fuel supply to the internal combustion engine as required,
The vehicle control apparatus according to claim 1, wherein the management means sets the output restriction of the internal combustion engine as fuel cut control by the fuel cut execution means.

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