JPH0429893B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is for comprehensively controlling the drive system of an automobile aiming at improving fuel efficiency, for example.
Regarding a drive control device that controls engine output by mutually adjusting the opening degree of a throttle valve and the gear ratio of a transmission according to the amount of operation of the accelerator such as the amount of depression of the accelerator pedal, in particular, the amount of operation of the accelerator is set to a predetermined value. This relates to countermeasures for increasing torque in the above cases.

(Prior art) In general, in order to improve the thermal efficiency, or fuel efficiency, of an automobile equipped with an engine such as a reciprocating engine, it is necessary to reduce mechanical losses such as pumping loss and sliding resistance, and improve combustion efficiency. is preferred. As an example, looking at mechanical loss, if the air-fuel ratio of the air-fuel mixture supplied to the engine is set constant, as shown in the constant fuel consumption rate curve in Figure 6, the mechanical loss is It is preferable to use it on the load side in terms of improving fuel efficiency. In other words, sliding resistance can be reduced on the low engine speed side, and on the high load side of the engine, the throttle valve opening is fully open or close to fully open, suppressing the generation of intake negative pressure and reducing pumping loss. .

In addition, based on this idea, we have
As shown in Publication No. 53-134162, in a car equipped with an engine equipped with an accelerator pump, the opening of the throttle valve and the gear ratio of the transmission are mutually adjusted according to the amount of depression of the accelerator pedal to increase the engine output. A system has been proposed in which the vehicle is controlled to run at an optimal fuel consumption rate.

(Problem to be Solved by the Invention) By the way, for example, in a car that aims to improve fuel efficiency, when the accelerator pedal is depressed more than a predetermined amount and you want to further increase the engine torque to obtain high output (for example, when the engine torque is increased). (during high-speed, high-load operation), this can be done by operating the supercharger or enriching the air-fuel ratio.
However, in that case, if the engine torque suddenly increases due to the operation of such a torque increasing device, the engine output, which is proportional to the product of engine torque and engine speed, will also change rapidly, causing torque shock and reducing drivability. will be damaged.

An object of the present invention is to increase engine torque and obtain high output without causing torque shock when the torque increasing device is activated when the accelerator operation amount is equal to or greater than a predetermined value.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention, as shown in FIG. A gear ratio adjustment device that adjusts the speed ratio of a transmission, a throttle valve installed in an intake passage of an engine, a throttle valve opening adjustment device that adjusts the opening of the throttle valve, and a throttle valve opening adjustment device that adjusts the operating amount of an accelerator. an accelerator operation amount detection means for detecting, a drive system rotation speed detection means for detecting the drive system rotation speed, and an increasing device for increasing the engine torque by controlling parameters other than the drive system rotation speed and the throttle valve opening; The engine output detecting means detects the engine output from a parameter in which the engine output is determined in relation to the drive system rotation speed. Further, a target drive system rotation speed setting means receives the signal from the accelerator operation amount detection means and sets a target drive system rotation speed based on a predetermined relationship between the accelerator operation amount and the drive system rotation speed; The target drive system rotation speed set by the system rotation speed setting means and the actual drive system rotation speed detected by the drive system rotation speed detection means are compared, and the actual drive system rotation speed is determined to be the target drive system rotation speed. a gear ratio control means for controlling the gear ratio adjustment device so that the target engine output is set based on a predetermined relationship between the accelerator operation amount and the engine output in response to signals from the accelerator operation amount detection means; engine output setting means;
The target engine output set by the target engine output setting means is compared with the actual engine output detected by the engine output detection means, and the throttle valve opening is adjusted so that the actual engine output becomes the target engine output. receiving the output of the throttle valve opening control means for controlling the device and the accelerator operation amount detection means, and operating the torque increasing device when the accelerator operation amount is equal to or greater than a predetermined value;
the gear ratio control means and the throttle valve opening degree control means so as to reduce the engine speed while maintaining the target engine output set by the target engine output setting means in synchronization with the operation of the torque increase device; A control means consisting of a torque increase control means for controlling the torque increase control means is provided.

(Function) As a result, when the torque increase device is activated, the gear ratio is changed so that the engine speed decreases along the equal power curve, and the engine torque can be increased smoothly without torque shock.

(Effects of the Invention) Therefore, according to the present invention, when the torque increasing device is activated, the engine torque can be increased without causing torque shock and high output can be obtained, which contributes to improving the drivability of the automobile. It is possible.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.

FIG. 1 shows an overall schematic configuration of an embodiment of the present invention. In FIG. 1a, 1 is an engine, and 2 and 2 are left and right wheels driven by the driving force (engine output Pd) of the engine 1 via a differential gear 3. In FIG. A continuously variable transmission 4 whose gear ratio Kg changes continuously is interposed between the engine 1 and the differential gear 3. A gear ratio adjustment device 5 is provided to adjust the gear ratio Kg. 6 is a clutch interposed between the engine 1 and the continuously variable transmission 5.

Reference numeral 7 denotes an intake passage that supplies intake air to the engine 1, and a throttle valve 8 for controlling the amount of intake air is interposed in the middle of the intake passage 7. A throttle valve opening degree adjusting device 9 is provided to adjust the opening degree θ. This throttle valve opening degree θ is approximately equivalent to the engine load, that is, the engine torque Te.
The downstream end of the intake passage 7 is branched according to the number of cylinders (four cylinders in the figure), and each branch part 7a, 7a...
are provided with fuel injection valves 10, 10, . It constitutes a torque increasing device. Further, the intake passage 7 upstream of the throttle valve 8 is provided with a bypass passage 11 that bypasses the intake passage 7, and a bypass passage 11 is provided in the middle of the bypass passage 11, which is connected to the engine 1 through a belt transmission mechanism 12. A feeder 13 is interposed, and constitutes a torque increasing device that increases the torque Te of the engine 1 by supercharging intake air with the supercharger 13. An electromagnetic clutch 14 is interposed in the transmission line to the supercharger 13 for controlling the supercharger 13 on and off. In addition, 15
is a check valve interposed in a portion of the intake passage 7 corresponding to the bypass passage 11 to prevent supercharged air from flowing backward when the supercharger 13 is operated.

On the other hand, 16 is an accelerator position sensor constituting an accelerator operation amount detection means that detects the amount of depression α of the accelerator pedal 17 as the amount of operation of the accelerator, and 18 detects the amount of depression β of the brake pedal 19 as the amount of brake operation. A brake position sensor 20 is a water temperature sensor constituting a cold engine detection means for detecting when the engine 1 is cold based on the engine cooling water temperature. In addition, 21 is the engine rotation speed depending on the rotation speed of the input shaft 22 of the continuously variable transmission 4.
23 is a throttle position sensor as an engine output detection means for detecting the opening degree θ of the throttle valve 8; 24 is an intake air amount in the intake passage 7; It is an air flow meter that detects.
Each of these sensors 16, 18, 20, 21, 23,
The output of the air flow meter 24 is input to a control means 25 consisting of an analog computer or a microcomputer. The control means 25
The gear ratio adjusting device 5, the throttle valve opening adjusting device 9, the fuel injection valve 10, and the electromagnetic clutch 14 are connected to the gear ratio adjusting device 5, so as to control each of them.

The continuously variable transmission 4 and its gear ratio adjustment device 5
The specific structure of is shown in FIG. As shown in FIG. 2, the continuously variable transmission 4 is a known V-belt type continuously variable transmission (for example, see Japanese Unexamined Patent Publication No. 56-46153), and is provided on an input shaft 22 from the engine 1. A primary pulley 30, a secondary pulley 31 provided on the output shaft 26, both pulleys 30,
31 and a V-belt 32 wound around between the belts 31 and 31.
The above-mentioned primary rally pulley 31 is a fixed pulley 33
, a movable pulley 34 that can freely advance and retreat opposite the fixed pulley 33 , and a hydraulic chamber 35 formed at the back of the movable pulley 34 .
A planetary gear 36 meshingly interposed between the fixed pulley 33 and the planetary gear 36 and a pressure oil supply control of a manual valve 46 operated in response to manual operation of a shift lever (not shown) are used to control the planetary gear 36 when in the forward gear L. The gear 36 is fixed to the input shaft 22 side to rotate the fixed pulley 33 (primary pulley 30) in the same direction as the input shaft 22, and when the gear is in reverse gear R, the planetary gear 36 is fixed to the casing 30a side and the fixed pulley 33 (primary pulley 30) is rotated in the same direction as the input shaft 22. 33 in the opposite direction to the input shaft 22. Also,
The secondary pulley 31 similarly includes a fixed pulley 38, a movable pulley 39 that can move forward and backward opposite the fixed pulley 38, and a hydraulic chamber 40 formed at the back of the movable pulley 39. The hydraulic chambers 35 and 40 of the primary pulley 30 and the secondary pulley 31 are connected to an oil pump 41 via a regulator valve 42, and the secondary pulley 31 is connected to the movable pulley 34 of the primary pulley 30. A secondary valve 43 that controls supply and discharge of pressure oil to the hydraulic chamber 40 is provided. By controlling the supply and discharge of pressure oil to each hydraulic chamber 35, 40, the gap between the fixed pulley 33, 38 and the movable pulley 34, 39 in each pulley 30, 31 changes, and accordingly, the V-belt 32 moves up and down within the gap, so that the gear ratio changes steplessly.

A first electromagnetic valve 44 that controls the supply of hydraulic pressure to the hydraulic chamber 35 is interposed between the hydraulic chamber 35 of the primary pulley 30 and the regulator valve 42 . The first electromagnetic valve 44
The hydraulic chamber 3 of the primary pulley 30 is opened in response to a gear ratio down signal, which will be described later.
5, the movable pulley 34 is advanced toward the fixed pulley 33 to narrow the gap between them, and the secondary valve 43 is controlled to relieve the pressure oil chamber 40 of the secondary pulley 31 and fix it. Control is performed so that the gap between the pulley 38 and the movable pulley 39 widens, thereby reducing the gear ratio Kg. In addition, the hydraulic chamber 35 of the primary pulley 30 and the first electromagnetic valve 44
A second electromagnetic valve 45 for controlling the discharge of pressure oil from the hydraulic chamber 35 is interposed between the two. The second electromagnetic valve 45 opens the primary pulley 3 by opening in response to a gear ratio up signal, which will be described later.
0 hydraulic chamber 35 and its movable pulley 3
4 is moved backward relative to the fixed pulley 33 to widen the gap between them, and as a result, the secondary valve 4
3, pressure oil is supplied to the pressure oil chamber 40 of the secondary pulley 31, the gap between the fixed pulley 38 and the movable pulley 39 is narrowed, and the gear ratio Kg is further reduced.
It is controlled so that it becomes large. The first and second electromagnetic valves 44 and 45 constitute a gear ratio adjusting device 5 that adjusts the gear ratio of the continuously variable transmission 4. Note that 47 is a clutch valve for nullifying the transmission relationship between the primary pulley 30 and the secondary pulley 31 via the V-belt 32.

The control means 25, as shown in FIG. 1b,
Target drive system rotation speed setting means 25a receives a signal from the accelerator position sensor 16 and sets a target engine rotation speed Ne (target drive system rotation speed) based on a predetermined relationship between the accelerator operation amount and the engine rotation speed. and the target drive system rotation speed setting means 25a.
The target engine speed set in is compared with the actual engine speed Ne' detected by the engine speed sensor 21, and the actual engine speed is determined.
Gear ratio control means 25 that controls the gear ratio adjusting device 5 so that Ne' becomes the target engine speed Ne
b and the signal from the accelerator position sensor 16, the target throttle valve opening θ is determined based on a predetermined relationship between the accelerator operation amount and the engine output.
(target engine output), a target throttle valve opening θ set by the target engine output setting means 25c, and an actual throttle valve opening detected by the throttle position sensor 23. throttle valve opening control means 25d for controlling the throttle valve opening adjustment device 9 so that the actual throttle valve opening θ' becomes the target throttle valve opening θ; In response to the output of the engine sensor 16, when the accelerator operation amount is equal to or higher than a predetermined value, the torque increasing device is activated, and the target engine output is set by the target engine output setting means 25c in synchronization with the operation of the torque increasing device. The torque increase control means 25e controls the gear ratio control means 25b and the throttle valve opening control means 25d so as to reduce the engine speed while maintaining the target throttle valve opening θ.

Next, the operation of the control means 25 will be explained with reference to the logic diagram shown in FIG. Figure 3 shows the accelerator depression amount α (accelerator operation amount) and the required engine output.
The case where it is considered as Pd is shown.

As shown in FIG. 3, the control means 25 has a target engine rotation speed corresponding to the accelerator depression amount α in advance.
The first map M ₁ that maps Ne, and the first map
There is a first correction map M ₁ ' for correcting M ₁ and a target throttle valve opening θ for the accelerator depression amount α.

A second map M ₂ that maps , and the second map M ₂
A second correction map M ₂ ' is provided.

When the engine is in steady operation, when the accelerator depression amount α signal from the accelerator position sensor 16 is input, the target engine speed Ne corresponding to this accelerator depression amount α is determined in the first map _M1 . This target engine speed Ne signal is compared with the measured engine speed Ne' signal from the engine speed sensor ₂₁ using a comparator C1, and the deviation ΔNe
When (=Ne−Ne′) is ΔNe>0, the gear ratio up signal is adjusted on the premise that the brake depression amount β signal from the brake position sensor 18 is below a predetermined value (that is, there is no brake depression). Output to the second electromagnetic valve 45 of the device 5 to determine the gear ratio Kg of the continuously variable transmission 4 (that is, the engine rotation speed)
On the other hand, when ΔNe<0, a gear ratio down signal is output to the first electromagnetic valve 44 of the gear ratio adjusting device 5 on the assumption that the brake is not depressed, and the gear ratio Kg of the continuously variable transmission 4 (that is, the engine Feedback control is performed to reduce the rotation speed). Furthermore, by inputting the accelerator depression amount α signal, a target throttle valve opening degree θ corresponding to this accelerator depression amount α is determined in the second map _M2 , and this target throttle valve opening degree θ signal is input to a comparator.
At C ₂ , compare the actual throttle valve opening θ' signal from the throttle position sensor 23, and if the deviation Δθ (= θ - θ') is Δθ>0, assume that the brake is not depressed as above. A throttle valve opening up signal is output to the throttle valve opening adjustment device 9 to increase the opening θ (that is, engine torque) of the throttle valve 8, while when Δθ<0, a throttle valve opening down signal is output to the throttle valve opening adjustment device 9. The signal is output to the opening adjustment device 9 to perform feedback control so as to reduce the opening θ of the throttle valve 8 (that is, the engine torque).

On the other hand, when the engine is cold, for example, during specific operations that require correction of engine performance,
Analog switches S ₁ and S ₂ are opened by a cold machine signal (correction signal) from the water temperature sensor 20 that detects this. By opening the analog switches S ₁ and S ₂ , the target engine speed Ne determined in the first map M ₁ corresponding to the accelerator depression amount α signal is changed to the first correction map M ₁ ′ at the addition point P ₁ . The correction value obtained in is added and corrected, and thereafter, as in the above-mentioned steady operation, a gear ratio map signal or a gear ratio down signal is output to the gear ratio adjusting device 5 based on comparison with the measured engine speed for feedback control. . Also, the second map M ₂ corresponds to the accelerator depression amount α.
The target throttle valve opening θ found in is subtracted and corrected by the correction value found in the second correction map M ₂ ' at the subtraction point P ₂ , and from then on, it is compared with the actual throttle valve opening as in the above steady operation. Based on the comparison, a throttle valve opening up signal or down signal is output to the throttle valve opening adjustment device 9 for feedback control.

Furthermore, when the engine is operating at high speed and high load when the accelerator depression amount α is equal to or greater than a predetermined value, the "1" signal outputs a supercharging on signal to the electromagnetic clutch 14 on the assumption that the brake is not depressed, similar to the above, While operating the supercharger 13, an air-fuel ratio rich signal is output to the fuel injection valves 10, 10... to increase the amount of fuel injected from the fuel injection valves 10, 10... and increase the torque Te of the engine 1. I try to let them do it. Note that when the accelerator depression amount α is less than a predetermined value, a “0” signal is sent to the inverter 28.
In response to the inverted "1" signal, a supercharging off signal is output to the electromagnetic clutch 14 to stop the operation of the supercharger 13, and an air-fuel ratio set value signal is output to the fuel injection valves 10, 10, . The fuel injection valve 1
The fuel injection amount from 0, 10, . . . is maintained at a set value (that is, air-fuel ratio λ=1).

On the other hand, when the brake depression amount β signal from the brake position sensor 18 is greater than a predetermined value (during a brake depression operation), the "1" signal causes a throttle valve opening down signal, a supercharging off signal, and an air-fuel ratio A set value signal is output, and the opening of the throttle valve 8 is decreased, the operation of the supercharger 13 is stopped, and the air-fuel ratio is maintained at the set value, regardless of the presence or absence of the accelerator depression amount α signal. The comparator _C3 calculates the target engine speed Ne obtained from the third map M3, which maps the target engine speed Ne for obtaining the engine brake corresponding to the brake depression amount β, in advance, and compares the target engine speed Ne with the engine speed sensor 21 using the comparator _C3. When the deviation ΔNe (=Ne - Ne') is ΔNe>0, a gear ratio up signal is output, and when ΔNe<0, a gear ratio down signal is output. The engine is controlled to ensure good deceleration performance and engine braking performance when the brake is pressed.

Furthermore, when the engine speed Ne' signal from the engine speed sensor 21 is below a predetermined value, a throttle valve opening up signal is output to forcibly increase the opening θ of the throttle valve 8, thereby increasing the engine speed. This ensures drivability at low speeds.
Note that when the engine speed Ne' signal is above a predetermined value, output of the throttle valve opening down signal is allowed.

Here, the first and second maps M ₁ , M ₂ and the first and second correction maps M ₁ ′, M ₂ ′ will be explained with reference to FIG. 5. Ne-engine torque Te curve) is set as shown by the solid line in FIG. 5a. In other words, in order to maximize the thermal efficiency, that is, the fuel efficiency, of the engine 1, the engine is operated so that it is used in the low rotation side (the side where sliding resistance decreases) and the high load side (the side where pumping loss decreases). Minimum engine speed to ensure performance
After rising from Nel, WOT (Wide Open)
The engine speed Ne increases along the (Throttle) curve or its vicinity even at the maximum engine torque Tem. Based on this engine performance curve (Ne-Te curve), engine output Pd
(that is, accelerator depression amount α) on the horizontal axis, the engine output Pd (accelerator depression amount α) - engine rotation speed Ne curve, and the engine output Pd (accelerator depression amount α) - throttle valve opening θ (engine torque
When converted into curves (approximately equivalent to Te), the characteristic curves shown by solid lines in FIGS. 5b and 5d, respectively, are obtained. The solid line characteristic curve in FIG. 5b corresponds to the first map _M1 , and the solid line characteristic curve in FIG. 5d corresponds to the second map _M2 . In other words, according to the first and second maps M ₁ and M ₂ described above, during steady operation, the engine rotational speed is adjusted according to the accelerator depression amount α.
The gear ratio Kg and the throttle valve opening θ that control Ne are mutually adjusted so that the engine output Pd corresponds to the accelerator depression amount α and the best heat efficiency is obtained. -The engine performance characteristics are designed to follow the Te curve.

Furthermore, the Ne-Te curve shown by the solid line in Fig. 5a shows that when the engine output Pd is a predetermined value or more (accelerator depression amount α is a predetermined value or more) (during high engine rotation and high load operation), the engine rotational speed is At the position Nem, the engine torque Te is increased by the operation of the torque increasing device (supercharger 13 and air-fuel ratio enrichment means described above).
The characteristic is such that ΔTe further increases. And this increase in engine torque Te is
It is set to be performed along the equal power curve Pdm. For this reason, Pd shown by the solid line in Figure 5b
The (α)−Ne curve, that is, the first map M ₁ , shows that the engine output Pd is equal to the engine torque Te and the engine rotation speed Ne.
Since it is proportional to the product of (PdαTe×Ne), when the torque increases (at the position of the engine output Pdm), the engine speed Ne decreases once and then increases again. (It is shown by the solid line in Figure 5d)
The Pd(α)-θ curve, that is, the second map _M2 , does not change because the throttle valve opening θ is already in the fully open state. ) In other words, when the accelerator depression amount α is equal to or greater than a predetermined value, the torque increasing device operates to increase the engine torque Te, and the torque Te
At the same time as the engine speed increases, the engine speed Ne is lowered to keep the engine output Pd constant.

Therefore, in this way, the torque increasing device (supercharger 13
etc.), the engine torque Te is increased by changing the gear ratio Kg so that the engine speed ne decreases while keeping the engine output Pd constant, thereby increasing the engine torque Te without causing torque shock. can be increased and high output can be obtained.

On the other hand, when the engine is cold, which is a specific operation that requires correction of engine performance, the engine performance characteristics are as shown by the broken line in Figure 5a.
It is set to be a Te curve. In other words, the maximum engine torque of engine 1 itself is
Equal power curve Pd ₁ on Tec lower than Tem,
The characteristic curve is slid along Pd ₂ .... The Ne-Te curve shown by the broken line in Figure 5a is Pd
When converted into the (α)-Ne curve and the Pd(α)-θ(Te) curve, the characteristic curves shown by the broken lines in Figure 5b and Figure 5d are obtained, so the solid line curve and the broken line in Figure 5b The fifth point corresponds to the area difference with the curve.
The Pd(α)-Ne curve shown in Figure c is the first correction map.
M ₁ ', and is shown in Figure 5e, which corresponds to the area difference between the solid curve and the dashed curve in Figure 5d.
The Pd(α)-θ curve corresponds to the second correction map M ₂ '. As a result, when the engine is cold,
By adding and correcting the first map M ₁ with the first correction map M ₁ ' and subtracting the second map M ₂ with the second correction map M ₂ ', the engine output Pd corresponding to the accelerator depression amount α can be kept constant. The gear ratio Kg and the throttle valve opening θ change while the engine speed is maintained. In particular, the throttle valve opening θ becomes smaller and the intake passage 7 is narrowed, so that the intake flow velocity increases, promoting atomization of the fuel, and thus Combustion stability and driveability when the engine is cold can be improved.

Incidentally, in the above embodiment, a case has been described in which the accelerator depression amount α is regarded as the required engine output Pd, but it may also be regarded as the required vehicle speed Vc. In this case, as shown by the broken line in FIG. As shown in FIG. 4, the control means 25 compares the accelerator depression amount α signal from the accelerator position sensor 16 with the vehicle speed signal Vc signal from the vehicle speed sensor 29.
The difference may be obtained by comparing the values at _C4 , and the engine output Pd may be calculated by controlling this deviation by a so-called P-operation in which an integral operation and a proportional operation are performed in parallel. Also, in this case, the engine output
Since the Pd calculation includes an integral element, feedback is always applied so that the difference between the accelerator depression amount α and the vehicle speed Vc is zero, and during steady operation, the difference between the two becomes zero, and the engine output Pd is determined by the running load. matches.

In addition, in the above embodiment, during steady operation, the gear ratio Kg and the throttle valve opening θ are adjusted so as to obtain the required engine output with the minimum fuel consumption according to the accelerator depression amount α.
However, the present invention is not limited to this, but the point is that the gear ratio Kg and the throttle valve opening θ may be changed so that the engine output corresponds to the amount of accelerator depression. Bye.

Furthermore, in the above embodiment, the air-fuel ratio is set to a constant value and the air-fuel ratio is made rich only when the torque increases, but the air-fuel ratio is changed according to the engine load. It can also be adopted.

[Brief explanation of drawings]

The drawings illustrate embodiments of the present invention; FIG. 1 is a schematic overall configuration diagram, FIG. 2 is a schematic sectional view of a continuously variable transmission and its gear ratio adjusting device, and FIG. 3 explains the operation of the control means. Logic diagram, FIG. 4 is a partial operation explanatory diagram showing only the modified part as a modification of the control means, and FIGS. 5 a to 5 e explain the method for producing the first and second maps and the first and second correction maps. The explanatory diagram, FIG. 6, is an equal fuel consumption rate curve diagram. DESCRIPTION OF SYMBOLS 1... Engine, 2... Wheels, 4... Continuously variable transmission, 5... Gear ratio adjustment device, 7... Intake passage, 8
... Throttle valve, 9 ... Throttle valve opening adjustment device, 10 ... Fuel injection valve, 13 ... Supercharger, 1
6... Accelerator position sensor (accelerator operation amount detection means), 21... Engine rotation speed sensor (drive system rotation speed detection means), 23... Throttle position sensor (engine output detection means), 25
...Control means, 25a...Target drive system rotation speed setting means, 25b...Transmission ratio control means, 25c...Target engine output setting means, 25d...Throttle valve opening control means, 25e...Torque increase control means .

Claims (1)

[Scope of Claims] 1. A continuously variable transmission interposed between an engine and wheels, a gear ratio adjustment device for adjusting the gear ratio of the continuously variable transmission, and a gear ratio adjusting device disposed in an intake passage of the engine. A throttle valve, a throttle valve opening adjustment device that adjusts the opening of the throttle valve, an accelerator operation amount detection means that detects an accelerator operation amount, a drive system rotation speed detection means that detects a drive system rotation speed, A torque increasing device that increases engine torque by controlling parameters other than drive system rotation speed and throttle valve opening; and an engine output device that detects engine output from parameters that determine engine output in relation to drive system rotation speed. target drive system rotation speed setting means for receiving a signal from the accelerator operation amount detection means and setting a target drive system rotation speed based on a predetermined relationship between the accelerator operation amount and the drive system rotation speed; The target drive system rotation speed set by the target drive system rotation speed setting means is compared with the actual drive system rotation speed detected by the drive system rotation speed detection means, and the actual drive system rotation speed is determined to be the target. A gear ratio control means for controlling the gear ratio adjusting device so that the drive system rotational speed is set, and a signal from the accelerator operation amount detecting means is received, and a target engine is set based on a predetermined relationship between the accelerator operation amount and the engine output. A target engine output setting means for setting the output, and comparing the target engine output set by the target engine output setting means and the actual engine output detected by the engine output detection means, and determining whether the actual engine output is the target engine output. Throttle valve opening control means for controlling the throttle valve opening adjustment device so as to produce an output; and receiving the output of the accelerator operation amount detection means, and actuating the torque increasing device when the accelerator operation amount is equal to or greater than a predetermined value. At the same time, the gear ratio control means and the throttle valve are opened so as to reduce the engine speed while maintaining the target engine output set by the target engine output setting means in synchronization with the operation of the torque increasing device. 1. A drive control device for an automobile, comprising a control means comprising a torque increase control means for controlling the torque increase control means.