JPH01178736A - Internal combustion engine control unit - Google Patents

Abstract

PURPOSE:To make improvements in accuracy in making engine output into still more direct control as well as to cope with a secular change and something wrong too in a speedy manner by detecting a transfer state in a power transmission means for an automatic transmission, comparing it with the specified value, and controlling the engine output according to the compared result. CONSTITUTION:An engine control unit 60 inputs various sensor signals detecting a driving state in an engine 20, finding each control value of ignition timing, fuel injection quantity and throttle opening, and controls a throttle valve driver 78, a fuel injection system 74 and an ignition device 70. In addition, it detects each rotating speed of both input and output shafts 34, 36 in a power transmission part 30 of an automatic transmission by both first and second speed sensors 40, 42, finding a clutch speed ratio of speeds engaged from the speed ratio, and then monitors a slip state, and controls output of the engine 20 when it becomes more than a specified dead zone. Thus a speed change signal becomes unnecessary and thereby its structure can be simplified, while accuracy is improved and, what is more, it can cope with a secular change in the transmission part and its trouble too in a speedy manner.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for an internal combustion engine, and more specifically, to a control device for an internal combustion engine, and more specifically, for a vehicle equipped with an automatic transmission, the present invention is a device for controlling an internal combustion engine. The present invention relates to a control device for an internal combustion engine configured to reduce slippage.

? (Prior art) A vehicle equipped with an automatic transmission automatically selects the optimum gear stage according to the driving conditions determined from the vehicle speed and engine load condition, and changes the driving conditions while driving. If this occurs, the gear will be automatically shifted to another gear in response to the change. For example, if we take a multi-stage clutch type automatic transmission as an example, when changing gears, that is, when switching each clutch, it is necessary to provide clutch pressure with hydraulic characteristics that are commensurate with the driving force of the engine and most suitable for the gear change at that time. However, if this is not satisfied, the engine speed may exhibit a revving phenomenon, or a shock commonly called shift shock may occur when torque is retransmitted due to a sudden change in the degree of clutch slippage. The passengers will feel uncomfortable. Therefore, in order to eliminate such inconveniences, various proposals have been made to control the engine output during gear shifting, and one example thereof is the technique described in Japanese Patent Application Laid-Open No. 55-69738. This technology is configured to detect a speed change signal, set an optimal period based on the engine speed at that time, and control the engine output during that period.

(Problems to be Solved by the Invention) However, since the above-mentioned conventional technology requires a shift signal for control, the configuration is complicated and the processing complexity of the signal transmission system is increased. was there. Furthermore, as a result of controlling based on the gear shift signal, there is the inconvenience that it is not possible to eliminate transmission shock caused by clutch slippage that is not related to gear shifting, resulting in discomfort for passengers and maintenance of the clutch, etc. There is an inconvenience in that it is not possible to deal with wear of the joints, deterioration over time, etc. caused by the joints. In particular, in the above conventional technology, the control value is determined from the engine rotation speed outside the mission rather than directly monitoring the transmission state of the transmission, so it is an indirect detection and changes in the operating state of the transmission part. There was a lingering sense of resentment that it was not always possible to respond accurately and immediately.

Therefore, an object of the present invention is to eliminate such drawbacks of the prior art, and to simplify the configuration by directly monitoring and determining only the mission status when controlling engine output, and eliminating the need for a gear shift signal. It is an object of the present invention to provide a control device for an internal combustion engine that further improves accuracy and reduces processing complexity of a signal transmission system.

Furthermore, it eliminates inconveniences such as passenger discomfort, clutch wear, and aging deterioration caused by clutch slippage that is not caused by gear shifting, and improves fuel efficiency by saving unnecessary energy consumption. An object of the present invention is to provide a control device for an internal combustion engine.

(Means for Solving the Problems) In order to solve the above object, an internal combustion engine control device according to the present invention is, as shown in FIG. 1, an internal combustion engine control device for a vehicle equipped with an automatic transmission. There is a power transmission state detection means 10 for detecting the transmission state of the power transmission means of the transmission, a comparison means I2 for inputting the output of the power transmission state detection means and comparing it with a predetermined value, and an output of the comparison means. Engine output control means 14 that inputs and controls the output of the engine according to the comparison result.
It was structured as follows.

(Function) By monitoring only the transmission state of the power transmission means and monitoring its changes, control becomes more direct and accuracy improves, and there is no longer a need for a shift signal, and furthermore, there is no need for shift signals. It is also possible to quickly detect and deal with secular changes and abnormalities in the transmission section caused by these reasons.

(Example) Hereinafter, an example of the control device for an internal combustion engine according to the present invention will be described with reference to FIG. 2 and subsequent figures.

FIG. 2 schematically shows the overall structure of the apparatus, and when explained according to the figure, reference numeral 20 indicates the main body of the internal combustion engine.

An intake passage 22 is connected to the engine body 20, and an air cleaner 24 is attached to the tip side thereof. The intake air introduced from the air cleaner 24 reaches the engine main body after its flow rate is adjusted through a throttle valve 26 that operates in conjunction with an accelerator pedal (not shown) on the floor of the driver's seat of the vehicle. A fuel injector (not shown) is provided at an appropriate position near the combustion chamber (not shown) in the intake passage 22 to supply fuel, and the intake air is mixed with fuel and enters the combustion chamber and reaches the piston. After being compressed by a spark plug (not shown), it is ignited and exploded, driving a piston. The piston driving force is converted into rotational motion and is transferred to the engine output shaft 28.
taken from.

A power transmission section 30 is connected to a rear stage of the engine main body 20.

In this figure, the operation diagram is shown for convenience of understanding, but
The engine output shaft 28 is connected to a torque converter 32 at a power transmission section 30, and its pump impeller 32a is connected, and its turbine runner 32b is connected to a main shaft 34 which is a mission input shaft. The main shaft 34 has a counter shirt 1-36 which is a mission output shaft.
In this embodiment, one gear is arranged in parallel, and between both shafts I, 1st gear G1, 2nd gear G2, 3rd gear G3 and 4
A speed gear G4 is provided (reverse gear etc. are omitted for simplicity), and each gear is provided with a multi-disc clutch CLL, 2. CL3. CH2 is correspondingly provided. Furthermore, a one-way clutch 38 is attached to the ■ speed gear G1. Furthermore, the codes Ml to M4 and CI
C4 to C4 indicate the number of teeth of the gear on the main shaft side and the number of teeth on the gear on the countershaft side, respectively. Furthermore, a first rotation sensor 40 is provided on the main shaft 34 to
A signal is output for every predetermined rotation angle of the notification input shaft, and a second rotation sensor 42 is also arranged on the counter shaft 36 to output a rotation angle signal of the mission output shaft.

Therefore, the distributor near the engine main body 20 (
A crank angle sensor 50 consisting of an electromagnetic pink-up or the like is installed in the rotating part of the piston (not shown) and detects the crank angle position of the piston and outputs a signal at each predetermined crank angle. An intake pressure sensor 52 is provided to detect the engine load condition through the pressure of intake air.

A water temperature sensor 54 is provided in the cooling water passage (not shown) of the engine body 20 to detect the engine temperature, and a second temperature sensor 56 is provided at an appropriate position in the intake passage 22 to detect the engine temperature. Detects air temperature.

Further, in the vicinity of the valves 1 to 26 of the intake passage, a sensor 5B consisting of a potentiometer or the like is provided to detect the opening degree of each valve. These sensors 50, 52
, 54, 56.58 and the first and second rotation sensors 40
．． The output of 42 is sent to engine control unit 7h 60. FIG. 3 is a bronch diagram showing details of the engine control unit I.60. As shown in the figure, after the output of the intake pressure sensor 52, etc. is input to the control unit I.60, first the level conversion circuit 62 The signal is input to the microcomputer 64, amplified to an appropriate level, and then input to the microcomputer 64. The microcomputer 64 includes a digital camera 4a, an A/D conversion circuit 64. b, CPU64 c, ROM64 d and RA
It consists of an M64e, an output capo-1-64f, a flux register, and an interrupt timer counter (both not shown), and the output of the level conversion circuit 62 is input to its A/D conversion circuit 64b and converted into a digital value. RAM64
It is temporarily stored in e. Similarly, the output of the crank angle sensor 50, etc. is also waveform-shaped by a waveform shaping circuit 66 in the engine control unit 60, and then inputted into the microcomputer via the input port 4a and temporarily stored in the R, AM 64e. The CPU 64 calculates the engine rotational speed and the rotational speed of the mission input/output shaft from the input signals. In the microcomputer, the CPU 64c calculates control values for engine operation based on these input values and calculated values in accordance with instructions stored in the ROM 64d. In this case, there are three types of control values: ignition timing, fuel injection amount, and melon valve opening.As for ignition timing, the basic map value as shown in Fig. 5 stored in ROM64d is used. The basic ignition timing is calculated by searching from the engine speed and intake pressure, and the final ignition timing is determined by correcting it from the output of the water temperature sensor, etc.
The signal is outputted through the output circuit 6B to drive an ignition device 70 consisting of an igniter or the like to ignite the air-fuel mixture in the combustion chamber via the ignition plaque. In addition, for the fuel injection amount, the basic injection amount is determined by searching for the same type of mamp value from the engine speed and intake pressure, and then the correction value is calculated and the final -,
10- Calculate the injection amount, output it to the fuel injection device 74 via the second output circuit 72, and supply fuel via the fuel injection valve. The fuel injection device 74 includes a solenoid valve and its drive circuit, and adjusts the amount of fuel supplied by controlling the duty of the solenoid valve to variably control the injection time. Further, in this control device, the throttle valve 26 is configured to open and close independently of the operation of the accelerator pedal under predetermined operating conditions, and the microcomputer 64 adjusts the control tffll value under predetermined operating conditions. is calculated and output to the throttle valve drive circuit 78 via the third output circuit 76. This Scot 1 Hell valve drive circuit 78 includes a pulse motor and its drive circuit, and drives the throttle valve 26 in an appropriate direction independently of the depression position of the accelerator pedal.

Returning to FIG. 2 again, a vehicle speed sensor 8 is located at an appropriate position near the power transmission section 30 and outputs a signal according to the traveling speed of the vehicle.
0 is provided, and the shift lever on the floor of the driver's seat of the vehicle
A shift lever position switch 82 (not shown) for detecting the lever position is provided, and the outputs of these sensors 80, 82 and the aforementioned throttle sensor 58 are sent to a shift control unit 84. Figure 4 shows the speed change control unit 84.
2 is a block diagram showing details of the unit, as shown in the figure, the unit has substantially the same configuration as the engine control unit described above,
The output of the throttle sensor 58, the vehicle speed sensor 80, and the shift lever position switch 82 are inputted via a level conversion circuit 86 and a waveform shaping circuit 88, respectively.
and is input into the second microcomputer 90 via the A/D conversion circuit 90b and stored in its RAM 90e. CPU9 in a microcomputer
0c searches the shift pattern stored in the ROM 90d, calculates a control value, and outputs a shift command to the transmission 94 via the output port 90f and the output circuit 92. The transmission device 94 is equipped with a solenoid valve drive circuit for the shift j valve, and drives the solenoid valve appropriately according to the command value to stop the hydraulic pressure supply to the clutch of the engaged gear, and also to stop the hydraulic pressure supply to the clutch of the engaged gear. starts supplying hydraulic pressure to the clutch and changes gears. Further, the speed change control unit 84 and the engine control unit 60 have a communication interface (not shown).
They are configured so that they can communicate with each other via. In this embodiment, the second rotation sensor 42 is provided on the output shaft of the transmission, and the vehicle speed sensor 80 is separately provided, but one of them may be substituted for the other. In the above configuration, the first and second rotation sensors 40, 42 and the microcomputer 64 of the engine control unit 41 serve as the above-mentioned power transmission state detection means, and the microcomputer 64 also serves as the above-mentioned comparison means and engine control unit. Output side? II
Corresponds to I means.

Next, the operation of this device will be explained with reference to FIG. The operation of this device is controlled by the engine control unit 60 described above, and this program is executed during the time when the unit calculates control values such as ignition timing and fuel injection amount.
etc., or every predetermined crank angle.

First, in 5100, the mission input shaft rotation speed NM is calculated from the output of the first rotation sensor 40 described above, then in 5102, the mission output shaft rotation speed NC is calculated from the output of the second rotation sensor 42, and in 5104, the rotation speed of both is calculated. Calculate the ratio as follows.

Rotation ratio - NM/NC Subsequently, in 8106, the ROM 64d is searched to read out the gear ratios eG1 to eG4 for each speed stage. This gear ratio eGn is calculated in advance from the number of teeth Mn of the gear on the main shaft side and the number of teeth Cn of the gear on the countershaft side as shown in FIG. 7, and is stored in the ROM 64 d.

Next, in step 8108, the clutch speed ratio (slip ratio) eCLn is calculated for the four gears as shown in FIG. 7, and in the next step 5110, a flag (described later) is set.
4 at 5112 after confirming that it is off.
Select the speed ratio whose calculated value is approximately "1" from among the two clutch speed ratios, and change the gear stage of that speed ratio to the current gear (hereinafter referred to as "A").
). That is, as shown in Fig. 8, the rotation ratio between the input shaft and the output shaft differs depending on the speed stage.
4- Since the gear ratio of the corresponding speed gear is bundled with these rotation ratios to obtain the Kurasoji speed ratio, the Kurasoji speed ratio of the engaged speed gear is G:J abbreviated "]" Because it was supposed to be.

Therefore, conversely, find the clutch speed ratio that makes the calculated value "1" or the current gear that is currently engaged. After determining the current stage at 5112, 3
At 114, the dead zone value ΔA is retrieved. As shown in FIG. 8, this dead zone value ΔA is set at the boundary point where the engaged clutch begins to disengage and slips beyond a predetermined range.

Next, at Sl]6, it is determined whether or not the clutch speed ratio exceeds the dead zone to determine the engine output control. Generally speaking, in the power transmission section 30, the related clutches are disengaged and engaged in response to a shift signal from the shift control unit 1-84 from a low gear to a high gear or from a high gear to a low gear. As mentioned above, if all the clutches are not engaged during this period, the engine may become sluggish, as shown by the imaginary line in the example of downshifting in the same figure, resulting in shift shock. Therefore, in the present invention, the engine control Uniso I~60
, the current gear is determined from the clutch speed ratio eCLn and its slip state is monitored, and if the slip state exceeds the dead band value ΔA, control of the engine output is started, more specifically, the output is reduced, Next, the slip state of the destination stage (hereinafter referred to as "rB") is monitored in the same way, and the output is restored when it reaches the dead band value △■3 on the destination stage side, which is set in the same way as the dead band value △A. It is. Therefore, in other words, these dead band values ΔA and ΔB are appropriately set so as to be the boundary points of the section where countermeasures against shift shock are required. FIGS. 10 and 11 show these dead zone values ΔA and ΔB, which are set according to the speed stage as shown and stored in the ROM 64d of the microcomputer.

Returning again to the flowchart I in Figure 6, as described above, <
31], after retrieving the dead band value ΔA from the ROM 64d in 4, it is determined in 8116 whether the clutch speed ratio eCLn has exceeded 1±ΔA, and if it is determined that the clutch speed ratio eCLn is within the dead band, the gear position is Even if it is engaged or is about to disengage, it is not enough to require countermeasures against gear shifting, so the program is ended without reducing the engine output (S118, 120).Also, in this case, it will be explained later. If the engine output has been reduced as in the example shown in FIG. 2, the engine output is restored, the flag is turned off, and the program is terminated.

Therefore, in the judgment of 3116, the clutch speed ratio eCL
If it is determined that n has exceeded the dead zone, the engine output starts to be reduced in 5122, and the flag is turned on in 5124. Next, at 3126, the shift control unit 84 communicates with the shift control unit 84 to detect whether or not the shift is to be performed.
4 to detect the destination stage B (5128), Sl, 3
0, the ROM 64 d is referenced to search for the dead zone value ΔB of the destination stage, and the program J is terminated. In addition, in this control, the speed change control unit 84 = 16 at 3126
- Engine output control shall be performed even if it is confirmed that no gear change command has been issued as a result of inquiry. In this case, by reducing the engine output, the clutch slippage will quickly stop, and the judgment of 3116 will be affirmed and the engine output will be restored, which will cause the clutch to wear out and deteriorate over time. This means that there is no unnecessary fuel consumption. Incidentally, in step 5132, the number of times the loop has passed is counted, and if the counted value exceeds a predetermined value, a fail-safe operation is performed and a warning is issued if desired (S134). Alternatively, (instead of counting the number of J loops, a timer counter may be attached to the microcomputer, and when the shift is denied in the judgment of 8126, the timer counter may be started and a failure judgment may be made by measuring the time. good.

After the engine output is once lowered in 5122, it is determined that the flag is on in 5110. In that case, the process advances to 3136 and the current stage A and its dead zone value ΔA are compared to the destination stage B and its dead band value ΔA. This will be replaced with the dead zone value ΔB, and in the dead zone determination at 8116, the degree of engagement of the destination stage will be determined. As a result, when it is determined that the slip ratio has entered the dead zone (1±ΔB), the reduction in engine output is stopped as described above, and the engine output is restored to the original value (S118), and the flag is turned off. (S120).

Fig. 12 shows a case where engine output is controlled using ignition timing as an example. In this case, the ignition timing is retarded all at once in response to an output reduction command (Fig. In addition to reducing the output, the engine output is restored by gradually adjusting the ignition timing in the advanced direction in response to the output reduction stop command (3118). Figure 13 shows a correction map for calculating this retard angle correction.
Similar to the basic map shown in FIG. 5, it is possible to search by engine speed and intake pressure. This correction value should be set proportionally according to the basic ignition timing, and if the basic ignition timing is large in the advance direction, the correction value will be large, and if the basic ignition timing is small in the advance direction, the correction value will be large. The correction value is also set to be small. In addition, when retarding and returning the advance angle, the angle was retarded at once and returned gradually, but as shown by the broken line in FIG. 12, the angle may be gradually retarded, or it may be returned all at once.

The lower part of the figure shows the case where the engine output is controlled using the throttle valve opening as an example. In this case, the throttle valve 26 is driven in the closing direction as shown by the solid line in response to the output reduction command to control the engine. The output shall be reduced. In addition, in the figure, the broken line indicates the throttle valve opening corresponding to the accelerator pedal position. In addition, in fuel injection control, the injection control value is multiplied, subtracted, multiplied, and divided by a predetermined value to reduce the injection time or to reduce the engine output. It goes without saying that a carburetor may be used in place of the fuel injection device, and in that case, the amount of spray will be similarly reduced or stopped through appropriate means.

(Effects of the Invention) In the control device for a vehicle internal combustion engine equipped with an automatic transmission according to the present invention, there is provided a power transmission state detection means for detecting the transmission state of the power transmission means of the transmission, and an output of the means is inputted to a predetermined value. Since the structure is comprised of a comparison means for comparing the engine output with the engine output and an engine output control means for controlling the engine output according to the comparison result, the structure and the signal transmission system are improved in that a gear shift signal is not required in engine output control during gear shifting. This has the advantage of simplifying processing. Furthermore, the engine output is controlled even if the clutch slips, etc., which is not caused by gear shifting, so this eliminates the discomfort experienced by the occupants and prevents wear and aging of the clutch and other retaining parts. It also has the advantage of improving fuel efficiency by saving unnecessary energy consumption. Furthermore, since control is performed by monitoring only the transmission state of the power transmission means, the operating state of the power transmission means can be detected more directly, improving accuracy, and if an abnormality occurs in the power transmission means. However, it has the advantage of being able to control the engine quickly and accurately.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention, FIG. 2 is a schematic diagram showing the overall configuration of a control device for an internal combustion engine according to the present invention, and FIG. 3 is a block diagram showing details of an engine control unit therein.
Similarly, FIG. 4 is a block diagram showing details of the speed change control unit therein, FIG. 5 is an explanatory diagram showing a basic map of ignition timing used by the engine control unit to calculate ignition timing, and FIG. 7 is an explanatory diagram showing the gear ratio and clutch speed ratio used in the flow chart, and FIG. 8 shows the rotation ratio of the input and output shafts of the transmission for each speed stage. 9 is a timing chart schematically showing the control operation of this device, FIGS. 10 and 11 are explanatory diagrams showing dead band values used in the operation, and FIG. 12 is a timing chart showing the ignition timing and A timing chart showing an example of throttle valve control and FIG. 13 are explanatory diagrams showing a retard correction map used in the control operation. 10... Power transmission state detection means (first and second rotation sensors 40, 42, microcomputer 64), 12.
... Comparison means (micro convenience store = 22- - evening 64), 14... Engine output control means (micro-convenience store = 22- - evening 64),
Computer 6/1. ), 20... engine body, 26.
...Thrower I/Le valve, 30...Power transmission section, 32...
・Torque converter, 34...Main shaft, 36
... Counter shaft, GL G2.03. G4
...Gear, CLl,, CL2. CL3゜GL4
... clutch, 40.42 ... first and second rotation sensors, 50 ... crank angle sensor, 52 ... intake pressure sensor, 58 ... throttle sensor, 60 ... engine control unit I・, 64... Microcomputer, 70... Ignition device, 74... Fuel injection device, 78
. . . Scots 1 to 1 valve drive circuit, 80 . . . Vehicle speed sensor, 84 . . . Speed change control unit, 90 . . . 2nd microcomputer, 94 . ) Phrase 2 LL and Qiang OQ to the main procedure owner (self-motivated) March 28, 1989 Director General of the Patent Office Yoshi 1) Moon Yi 1, Indication of Case Patent Application No. 336666 of 1988 2, Invention Name: Control device for internal combustion engines for vehicles equipped with automatic transmissions 3; Relationship with the amended case; Patent applicant address: 2-1-1 Minami-Aoyama, Minato-ku, Tokyo; Giken Kogyo Co., Ltd. Rimetada Representative: Koreshi Kume 4, Agent: 162 Telephone: 03 (235) 4537 Address: 3-25 Ichigaya Honmura-cho, Shinjuku-ku, Tokyo (1) Name column of the invention in the specification ( 2) Claims column of the specification (3) Detailed explanation of the invention column of the specification (4) Brief explanation column of the drawings of the specification (5) Contents of amendments to Figures 6 and 7 of the drawings (1) The title of the invention in the specification is amended as follows: Grape ede l nokuki tsunan + 93 ushiu
Control device for an internal combustion engine for a vehicle equipped with an automatic transmission (2) The claims of the specification are amended as shown in the attached sheet. (3) Amend the detailed description of the invention in the specification as follows: ■ Change "control device for internal combustion engine" on page 2, line 17 of the specification cylinder to "
"control device for an internal combustion engine for a vehicle equipped with an automatic transmission." ■ "Control device for internal combustion engine" in lines 4-5 on page 5 of the specification is corrected to "control device for internal combustion engine for vehicles equipped with automatic transmissions." ■“Internal combustion engine control device” on page 5 of the specification, lines 9-10
"Internal combustion engine control device for vehicles equipped with automatic transmission"
and correct it. - Correct "control device for internal combustion engine" in lines 12-13 on page 5 of the specification to "control device for internal combustion engine for vehicles equipped with automatic transmissions." ■“Internal combustion engine control device” on page 6 of the statement box, lines 9-10
"Internal combustion engine control device for vehicles equipped with automatic transmission"
and correct it. ■ [Rotation ratio - NM /NCJ on page 14, line 5 of the specification and correct it to rotation ratio -NC/NM j. ■Correct "Amount of spray" on page 20, line 16 of the specification to "1 injection amount." (2) "Control device for an internal combustion engine for a vehicle equipped with an automatic transmission" on page 20, lines 19-20 of the specification is corrected to "control device for an internal combustion engine for a vehicle equipped with an automatic transmission". (4) Amend the brief description of the drawings in the specification as follows: "Internal combustion engine control device" in the second line of page 22 of the specification is "internal combustion engine control device for a vehicle equipped with an automatic transmission." and correct it. (5) Figure 6 of the drawings shall be corrected as shown in the attached sheet. 2. Claims (1) A control device for an internal combustion engine for a vehicle equipped with an automatic transmission, comprising: a. power transmission state detection means for detecting the transmission state of the power transmission means of the transmission; b. Comparing means for inputting the output of the power transmission state detecting means and comparing it with a predetermined value, and engine output control means for inputting the output of the C3 comparing means and controlling the output of the engine according to the comparison result. (2) Control device for internal combustion engine. (2) The power transmission state detection means includes rotation ratio calculation means for calculating the rotation ratio between the input shaft and the output shaft of the transmission, and the comparison means inputs the output of the rotation ratio calculation means and compares it with a predetermined value. The engine according to claim 1, wherein the engine output control means controls the internal combustion engine so as to reduce the engine output according to the output of the comparison means. 1. Control device for internal combustion engine. (3) The control device for an internal combustion engine according to claim 2, wherein the predetermined value is a clutch speed ratio. Claim 3, wherein the predetermined value has a dead zone.
Internal combustion engine control device. (5) The engine output control means according to claim 1, wherein the engine output control means controls the engine output using any one of ignition timing, fuel supply amount, and throttle valve opening, or a combination thereof. 9□ Internal combustion engine control device.

Claims (5)

[Claims] (1) A control device for an internal combustion engine for a vehicle equipped with an automatic transmission, comprising: a. power transmission state detection means for detecting the transmission state of the power transmission means of the transmission; b. the power transmission state detection means. a comparison means for inputting the output of the comparison means and comparing it with a predetermined value; and c. an engine output control means for inputting the output of the comparison means and controlling the output of the engine according to the comparison result. Internal combustion engine control device. (2) The power transmission state detection means includes rotation ratio calculation means for calculating the rotation ratio between the input shaft and the output shaft of the transmission, and the comparison means inputs the output of the rotation ratio calculation means and compares it with a predetermined value. The control device for an internal combustion engine according to claim 1, wherein the engine output control means controls the internal combustion engine so as to reduce the engine output according to the output of the comparison means. . (3) The control device for an internal combustion engine according to claim 2, wherein the predetermined value is a clutch speed ratio. (4) The control device for an internal combustion engine according to claim 3, wherein the predetermined value has a dead zone. (5) The internal combustion engine according to claim 1, wherein the engine output control means controls the output of the engine using any one or a combination of ignition timing, fuel supply amount, or throttle valve opening. control device.