GB2230816A - I.c. engine charge pump driven via a variable ratio transmission - Google Patents
I.c. engine charge pump driven via a variable ratio transmission Download PDFInfo
- Publication number
- GB2230816A GB2230816A GB9007843A GB9007843A GB2230816A GB 2230816 A GB2230816 A GB 2230816A GB 9007843 A GB9007843 A GB 9007843A GB 9007843 A GB9007843 A GB 9007843A GB 2230816 A GB2230816 A GB 2230816A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- speed
- ratio
- transmission ratio
- accordance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/04—Mechanical drives; Variable-gear-ratio drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Description
1 CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE The present invention
relates to a control system for an internal combustion engine having an air pump for controlling the engine in accordance with load.
In order to increase output power of the engine, there has been proposed a system in which a mechanical supercharger comprising an air pump is provided upstream or downstream of a throttle in an intake passage of the engine.
Figure 4 of the accompanying drawings shows a conventional system of an engine b having a supercharger a which is provided downstream of throttle valve f in an intake passage e of the An air pump of the supercharger a is operatively connected to a crankshaft c of the engine b through an endless belt d running over a crank pulley and a pump pulley. The pump is driven by the crankshaft c at a predetermined (step-up or step-down) ratio. A bypass h is provided around the supercharger a. The bypass h is provided with a control valve 1. A rotating speed sensor _q is provided on the supercharger a for detecting rotating speed of the air pump. When the rotating speed reduces to a predetermined low speed, the sensor _q produces a signal to open the control valve 1. in a light engine load range, an opening degree of the throttle valve f is reduced and 2 the control valve j_ is opened for returning discharged air to an inlet of the pump through the valve 1, thereby reducing the supply of air into the engine.
However, in such a light load state, a pumnping loss of the engine b becomes large, as shown by oblique lines on the indicator diagram shown in Figure 5. In particular, even at idling of the engine, the engine works as a pump, so that fuel consumption at idling increases.
Japanese Laid-Open Patent Applications Nos. 60-90924 and 60-209629 disclose systems each having an air pump for recovering the pumping loss of the engine.
The system of the former patent application has two pumps connected to the crankshaft of the engine. The output of the engine is controlled by the throttle valve. At a light load condition of the engine, one of the pumps is operated in accordance with the pressure difference between the inlet side and the outlet side of the pump. The power generated from the pump is transmitted to the engine. At a middle or a heavy load condition, the other pump is operated by the engine to supercharge the air to the engine.
Since respective elements operate separately in dependency on engine operating conditions, the system is complicated in operation and construction.
In the system of the latter patent application, a variable delivery air pump is connected to the engine for controlling the power of the engine 3 by varying the discharge of the pump. However, it is difficult to match the discharge of the pump with the opening degree of the throttle valve.
An object of the present invention is to provide a control system which is simplified in construction for an engine having an air pump.
According to the present invention, there is provided a control system for an internal combustion engine for a motor vehicle having a crankshaft, an intake passage and an air pump provided in the intake passage for supplying air to the engine, said system comprising a transmission device having an automatic speed change device with an input shaft and an output shaft, the input shaft of the transmission device being connected to the crankshaft and the output shaft being connected to a drive shaft of the air pump; and control unit means for operating the transmission device in accordance with operating conditions of the engine.
In an aspect of the invention, the transmission device is a continuously variable beltdrive automatic transmission.
The control unit may have load condition determining means responsive to the engine operating conditions for determining a light load condition of the engine and for producing a load signal, desired transmission ratio calculator means responsive to load signal for calculating a desired transmission 4 ratio, a duty ratio table storing a plurality of duty ratios and for providing a duty ratio in accordance with the desired transmission ratio, and actuating means comprising a solenoid operated on-off valve for operating the transmission device so as to provide a desired transmission ratio in accordance with the provided duty ratio.
In order that the invention may be more readily understood, it will now be described, by way of example only, with reference to the accompanying drawings, in which:- Figure 1 is a schematic diagram of an internal combustion engine according to the present invention; Figure 2 is a schematic illustration of a control system in the engine; Figure 3 is a block diagram of a control uni of the system; Figure 4 is a schematic diagram of a conventional engine; Figure 5 is an indicator diagram of the conventional engine; Figure 6 is a schematic diagram showing another embodiment of the invention; Figure 7 is a schematic illustration of the system; and Figure 8 is a block diagram of a control unit.
a Referring to Fig. 1. an automotive engine has a cylinder 1. an intake valve 3. an exhaust valve 4# a fuel injector 5. a spark plug 6, an air cleaner 7 and an intake passage 8. In the intake passage 8 for supplying air to a combustion chamber 2 through the air cleaner 70 an air pump 10 comprising a pair of rotors 10a and 10b is provided downstream of the air cleaner 7.
A drive shaft 10c of the rotor 10a of the air pump 10 is connected to an output shaft 12b of a continuously variable belt-drive transmitting device (M) 12 having an automatic speed change device. An input pulley 13 secured to an input shaft 12a of the CW 12 is connected through a transmission device 11 to a crank pulley 14 secured to a crankshaft la of the engine. Rotating speed of the input pulley 13 is transmitted to the drive shaft 10c through the output shaft 12b based on a transmission ratio of the CW 12. Thus, rotating speed of the air pump 10 is continuously changed in accordance with the transmission ratio of the CW 12.
Referring to Fig. 20 the continuously variable belt-dri.ve Automatic transmission 12 has the input shaft 12a and the output shaft 12b provided in parallel with the input shaft 12a. A drive pulley (primary pulley) 20 provided with 6 a hydraulic cylinder 20a is mounted on the input shaft 12a.
A driven pulley (secondary pulley) 21'provided with a hydraulic cylinder 21a is mounted on the output shaft 12b.
A drive belt 22 engages with the drive pulley 20 and the driven pulley 21. Hydraulic cylinders 20a and 21a are communicated with an oil hydraulic control circuit 50. The hydraulic control circuit 50 is responsive to transmitting torque for controlling the amount of oil supplied to the cylinders 20a and 21a. The pulleys 20 and 21 are operated by compressive forces of cylinders so that the running diameter of belt 11 is varied to continuously change the transmission ratio.
An engine speed sensor 16 is provided adjacent the crankshaft la of the engine for detecting an engine speed Ne. An accelerator pedal depressing degree sensor 17 is provided adjacent an accelerator pedal 15 for detecting a depressing degree l of the accelerator pedal 15. A pressure sensor 18 is provided in the intake pipe for detecting pressure of intake-air P in the intake passage 8. Rotating speed sensors 23 and 24 are provided near the drive pulley and the driven pulley 21 for respectively sensing rotating speeds of pulleys 20 and 21.
Output signals of these sensors 16, 17, 18, 23, 24 are applied to an electronic control unit 30 which produces a transmission ratio control signal and a line pressure control signal for the hydraulic control circuit 50.
Referring to Fig. 3 showing the control unit 30, a system for controlling the transmission ratio for the CW 12 will now be described. Output signals N P and N S from the 7 sensors 23 and 24 are fed to an actual transmission ratio calculator 31- to produce an actual transmission ratio _i calculated by an equation i = N p IN S The actual transmission ratio i and the output signal of the accelerator pedal depressing degree sensor 17 are fed to a desired driven pulley speed table 32 to derive a desired driven pulley speed Nsd from the table in accordance with values of the ratio i and the signal. The desired driven pulley speed Nsd represents rotating speed of the rotor 10a of the air pump 10. The engine speed Ne and the intake pressure P from the sensors 16 and 18 are applied to a load condition determining section 33. The load condition determining section 33 determines a light load condition of the engine and produces a signal L which is applied to the desired driven pulley speed table 32 for controlling the desired driven pulley speed Nsd to an extreme low speed. The desired driven pulley speed Nsd and the drive pulley speed Np are fed to a desired transmission ratio calculator 34 to calculate a desired transmission ratio id in accordance with id=Nsd/Np.
The desired transmission ratio id and the actual transmission ratio i are applied to a duty ratio table 35 to derive a duty ratio Di from the table in accordance with ratios id and i. The duty ratio Di is supplied to a solenoid operated on-off valve 37 through a driver 36. The valve 37 is provided in the hydraulic circuit 50, for shifting a spool of a transmission ratio control valve to control the transmission ratio.
8 Describing a line pressure control system, the engine speed signal Ne from the engine speed sensor 16 and the accelerator depressing degree from the accelerator pedal depressing degree sensor 17 are applied to an engine torque table 38 to derive an engine torque T. The engine torque T and the actual transmission ratio i from the calculator 31 is applied to a desired line pressure providing section 39 to'derive a desired line pressure P Ld in accordance with a necessary line pressure corresponding to the actual transmission ratio i maltiplied by the engine torque T.
The desired line pressure P Ld is applied to a duty ratio table 40 to derive a duty ratio D L corresponding to the desired line pressure P Ld' The duty ratio D L is supplied to a driver 41 which operates a solenoid operated on-off valve 42 at the duty ratio.
Further, the control unit 30 is provided with a fuel injection controller 43 to which the engine speed signal Ne and the acceletator depressing. degree from the sensors 16 and 17 are applied. The controller 43 produces a signal for fuel injection pulse width corresponding to the engine speed signal Ne and the accelerator depressing degree for controlling the fuel injector 5. The operation of the system for controlling the engine will be described hereinafter. 25 In the light load condition of the engine including idling state when the accelerator pedal 15 is not depressed, the driven pulley speed of the CW 12, namely the rotating speed of the air pump 10 is set at an extremely low speed. Thus, in the intake passage, the pressure at the inlet side 9 of the air pump 10 becomes atmospheric pressure and the pressure of the outlet side of the air pump 10 becomes negative pressure because of suction of the cylinder 1. The rotors in the air pump 10 are rotated in accordance with the pressure difference accordingly. The torque generated at the air pump 10 is transmitted to the crankshaft la through the CVT 12. Consequently, the pumping loss is cancelled by the generated torque so that fuel consumption in a light load range is reduced.
When the accelerator pedal 15 is depressed in a light load condition, fuel corresponding to the engine speed signal Ne and the accelerator pedal depressing degree t is injected from the fuel injector 5 to the combustion chamber 2. Further, the rotating speed of the output shaft 12b of the CVT 12 is increased in accordance with the desired transmission ratio id corresponding to the depressing degree of the accelerator pedal 15. The power transmitted to the drive pulley 20 is transmitted to the output shaft 12b by the driving belt 22 and the driven pulley 21 and to the drive shaft 10c of the rotor 10a of the air pump 10. The rotating speed of 'the air pump 10 is increased to increase the intake air to the cylinder 1.
During driving in a middle or heavy load condition of the engine, the desired line pressure P Ld is set to a high value as the engine torque T becomes large. The duty ratio signal D L corresponding to the line pressure P L is applied to the solenoid operated valve 42 to produce a control pressure. The line pressure PL is controlled in accordance with an averaged control pressure to increase the line pressure P L- When the actual transmission ratio i is reduced to decrease the engine torque T, the line pressure P L is reduced.
The line pressure P L is applied to the hydraulic cylinder 21a to hold the belt 22 by a necessary minimum force. Thus, the power is transmitted through the transmission without slipping of the belt 22. The transmission ratio control valve is operated by the control pressure supplied from the solenoid operated valve 37 to supply or drain oil for the cylinder 20a for controlling transmission.
In operation of the transmission ratio control, the signals Np, Ns and from the sensors 23, 24 and 17 are read. The desired transmission ratio i is calculated in the desired transmission ratio calculator 31. On the other hand, the signals Ne and P from the sensors 16 and 18 are read. In the load condition determining section 33, the light load condition of the engine is determined. If the light load condition is not determined, the desired driven pulley speed Nsd is derived from the esired driven pulley speed table 32 in accordance with the actual ratio i and accelerator depressing degree. The desired transmission ratio id is calculated in the desired transmission ratio 11 calculator 34 based on the desired driven pulley speed Nsd derived from the table 32. if the light load condition is determined in the section 33, the extreme low speed of the desired driven pulley speed Nsd is derived from the table 32.
The transmission ratios i and id are applied to the duty ratio table 35 to derive the duty ratio Di from the table.
The duty ratio signal Di is fed to the solenoid operated valve 37 through the driver 36 for producing the control pressure in the shape of pulses which is applied to the transmission ratio control valve for operating the valve between an oil supply and drain positions. When the duty. ratio Di becomes small, the transmission ratio control valve is operated to supply the oil to the cylinder 20a. Thus, the transmission is upshifted. When the duty ratio becomes large, the cylinder 20a is drained to downshift the transmission. A change of the duty ratio becomes small and the change of flow rate of the oil to the cylinder 20a becomes small, thereby reducing the transmission ratio changing speed. As the difference between the desired ratio id and the actual ratio i becomes large, the change of flow rate of the oil to the cylinder 20a becomes large in accordance with a large change of the duty ratio Di. thereby increasing the transmission ratio changing speed.
12 The transmission ratio i is automatically and continuously varied in the entire operating range of the engine. Since the speed of the air pump 10 is continuously changed in response to the depression of the accelerator pedal 15, the operation of the engine is properly controlled in accordance with the load on the engine.
Referring to Pigs. 6 and 7 showing another embodiment of the present invention, the system further has a vehicle speed sensor 25 for detecting vehicle speed, a cruise control switch 26 for driving the vehicle at a predetermined set speed, a shift position sensor 27 for detecting a shift range of a transmission of the vehicle, and a brake switch 28 for sensing a depression of a brake pedal and for turning off the cruise control. Output signals from these sensors and switches are applied to the control unit 30.
Referring to Fig. 8, the control unit 30 is provided with a desired cruising speed providing section 44 to which a vehicle speed signal V from the vehicle speed sensor 25 and a signal from the cruise control switch 26 are applied.
A desired cruising speed Vd provided in the section 44 and a signal from the shift position sensor 27 are applied to a desired engine speed calculator 45 in which a desired engine speed Ned is calculated. The desired engine speed Ned is fed to the desired driven pulley speed table 32 to which the signal from the cruise control switch 26 is also applied. A signal from the brake switch 28 is also applied to the 1 13 desired cruising speed providing section 44 and the desired driven pulley speed table 32.
In operation, when the cruise control switch 26 is turned on, output signals from the switch 26 and the sensor 25 are applied to the desired cruising speed providing section 44 in which the desired vehicle speed Vd at constant speed driving is obtained.
The desired vehicle speed Vd and the signal from the shift position sensor 27 are applied to the desired engine speed calculator 45. The calculated desired engine speed Ned, the actual transmission ratio i from the actual transmission ratio calculator 31 and the on-signal from the cruise control switch 26 are applied to the desired driven pulley speed table 32 in which the desired driven pulley speed Nsd is derived from the table.
The derived desired driven pulley speed Nsd is the same as a rotating'speed of the air pump 10 at constant speed driving. When the signal from the cruise control switch 26 is applied to the table 32, since the signal from the accelerator pedal depressing degree sensor 17 is off, the desired driven pulley speed Nsd is derived from the table regardless of the depressing degree. The desired driven pulley speed Nsd and the drive pulley speed Np are fed to the desired transmission ratio calculator 34 to calculate a desired transmission ratio id at the constant speed driving.
14 The desired transmission ratio id and the actual ratio i are applied to a duty ratio table 35 to derive a duty ratio Di from the table. The duty ratio Di is supplied to the solenoid operated on-off the valve 37 through the driver 36 for shifting the spool of the transmission ratio control valve to control the transmission ratio. Thus, the rotating speed of the air pump 10 is controlled in accordance with the transmission ratio of the CVT 12 to maintain a desired engine speed Ned. If the actual engine speed Ne is higher than the desired engine speed Ned, the rotating speed of the pump 10 is reduced. If the actual engine speed Ne is lower than the desired engine speed Ned, the pump speed is increased.
Consequently, the vehicle is driven at a desired constant vehicle speed.
When the signal from the brake switch 28 is applied to the desired ctuising speed providing section 44 and the desired driven pulley speed table 32, the cruise control is turned off.
In accordance with the present invention, at heavy engine load, the rotating speed of the air pump 10 is incrased to add the outupt of the engine. At the light load condition, the torque of the pump 10 is transmitted to the crankshaft la to reduce the pumping loss, thereby improving fuel consumption.
1 1 is While the presently preferred embodiments of the present invention have been shown and described, it is to be understood that these disclosures are for the purpose of illustration and that various changes and modifications may be made without departing from the scope of the invention as set forth in the appended claims.
16
Claims (5)
1. A control system for an internal combustion engine for a motor vehicle having a crankshaft, an intake passage and an air pump provided in the intake passage for supplying air to the engine comprising a transmission device having an automatic speed change device with an input shaft and an output shaft, the input shaft of the transmission device being connected to the crankshaft and the output shaft being connected to a drive shaft of the air pump; and control unit means for operating the transmission device in accordance with operating conditions of the engine.
2. The system according to claim 1, wherein the transmission device is a continuously variable beltdrive automatic transmission.
3. The system according to claim 1 or 2, further comprising means for operating the engine at a predetermined speed.
4. The system according to claim 1, 2 or 3, wherein the control unit means comprises load condition determining means responsive to the engine operating conditions for determining a light load condition of the engine and for producing a load signal, desired transmission ratio calculator means responsive to the 1 -1 17 load signal for calculating a desired transmission ratio, a duty ratio table storing a plurality of duty ratios and for providing a duty ratio in accordance with the desired transmission ratio, and actuating means comprising a solenoid operated on-off valve for operating the transmission device so as to provide a desired transmission ratio in accordance with the provided duty ratio.
5. A control system for an internal combustion engine for a motor vehicle substantially as hereinbefore described with reference to Figures 1 to 3 or Figures 6 to 8 of the accompanying drawings.
Published 1990atThe Patent Office. State House. 66,71 High Holborn, LondonWC1R4TP. Further copies maybe obtained from The Patent OfficeSales Branch, St Mary Cray, Orpington, Kent BR5 3RD. Printed by Multiplex techniques ltd, St Mary Cray, Kent, Con. 1187
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11087789A JPH02286828A (en) | 1989-04-27 | 1989-04-27 | Load control device of internal combustion engine |
| JP11087389A JPH02286824A (en) | 1989-04-27 | 1989-04-27 | Load control device of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9007843D0 GB9007843D0 (en) | 1990-06-06 |
| GB2230816A true GB2230816A (en) | 1990-10-31 |
Family
ID=26450396
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9007843A Withdrawn GB2230816A (en) | 1989-04-27 | 1990-04-06 | I.c. engine charge pump driven via a variable ratio transmission |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE4013646A1 (en) |
| GB (1) | GB2230816A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2539566A2 (en) * | 2010-02-24 | 2013-01-02 | Eaton Corporation | Supercharger with continuously variable drive system |
| US8910614B2 (en) | 2010-02-24 | 2014-12-16 | Eaton Corporation | Supercharger with continuously variable drive system |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1010866A (en) * | 1963-11-14 | 1965-11-24 | Seamus Gearoid Timoney | Improvements in or relating to internal combustion engines |
| GB2155542A (en) * | 1984-03-06 | 1985-09-25 | Austin Rover Group | I.C. Engine supercharger driven via a variable ratio transmission |
| US4563997A (en) * | 1984-02-01 | 1986-01-14 | Diesel Kiki Co., Ltd. | Control system and method for comprex supercharger |
| GB2217783A (en) * | 1988-04-30 | 1989-11-01 | Fuji Heavy Ind Ltd | Supercharged two-stroke fuel-injected engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60209629A (en) * | 1984-04-02 | 1985-10-22 | Jidosha Kiki Co Ltd | Internal-combustion engine with supercharger |
| DE3801227A1 (en) * | 1987-05-01 | 1988-11-17 | Kobe Steel Ltd | Mechanically operated screw-type supercharger |
| JP3209583B2 (en) * | 1992-09-11 | 2001-09-17 | 株式会社日立メディコ | Magnetic resonance imaging equipment |
-
1990
- 1990-04-06 GB GB9007843A patent/GB2230816A/en not_active Withdrawn
- 1990-04-27 DE DE4013646A patent/DE4013646A1/en not_active Ceased
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1010866A (en) * | 1963-11-14 | 1965-11-24 | Seamus Gearoid Timoney | Improvements in or relating to internal combustion engines |
| US4563997A (en) * | 1984-02-01 | 1986-01-14 | Diesel Kiki Co., Ltd. | Control system and method for comprex supercharger |
| GB2155542A (en) * | 1984-03-06 | 1985-09-25 | Austin Rover Group | I.C. Engine supercharger driven via a variable ratio transmission |
| GB2217783A (en) * | 1988-04-30 | 1989-11-01 | Fuji Heavy Ind Ltd | Supercharged two-stroke fuel-injected engine |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2539566A2 (en) * | 2010-02-24 | 2013-01-02 | Eaton Corporation | Supercharger with continuously variable drive system |
| US8469000B2 (en) | 2010-02-24 | 2013-06-25 | Eaton Corporation | Supercharger with continuously variable drive system |
| US8763586B2 (en) | 2010-02-24 | 2014-07-01 | Eaton Corporation | Supercharger with continuously variable drive system |
| US8910614B2 (en) | 2010-02-24 | 2014-12-16 | Eaton Corporation | Supercharger with continuously variable drive system |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9007843D0 (en) | 1990-06-06 |
| DE4013646A1 (en) | 1990-10-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5117799A (en) | Control system for a supercharged internal combustion engine | |
| US20020019291A1 (en) | Control system and control method for internal combusion engine | |
| US4494502A (en) | Idling controller of variable displacement engine | |
| EP0127292B1 (en) | Method for controlling an engine equipped with continuously variable transmission | |
| JPS6277243A (en) | Device utilizing negative torque for braking of power transmission gear with continuously variable transmission | |
| US4799466A (en) | Deceleration control device of an internal combustion engine | |
| US5498217A (en) | Control method of vehicle engine arranged in association with fluid coupling having clutch | |
| JP2717253B2 (en) | Control device for automatic clutch for vehicles | |
| JP2541821B2 (en) | Shift control device for continuously variable transmission | |
| EP2146077A1 (en) | Engine control apparatus | |
| GB2230816A (en) | I.c. engine charge pump driven via a variable ratio transmission | |
| US5580329A (en) | Supercharger control system for engines | |
| US4972820A (en) | Fuel supply control system for internal combustion engines at acceleration | |
| JPH04316759A (en) | Control device for continuously variable transmission | |
| JP3227748B2 (en) | Transmission control device for continuously variable transmission | |
| CN108798873B (en) | Mechanical supercharging system | |
| JP7337452B2 (en) | vehicle controller | |
| EP1160118B1 (en) | Integrated control apparatus provided with internal combustion engine and continuously variable transmission | |
| JP3610752B2 (en) | Vehicle output control device | |
| JP2956333B2 (en) | Transmission control device for continuously variable transmission | |
| EP0120460B1 (en) | Automotive driving control system | |
| JP2022069725A (en) | Control device for internal combustion engine | |
| JP2022044376A (en) | vehicle | |
| JP2700311B2 (en) | Control device for continuously variable transmission | |
| JP2022044378A (en) | vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |