JPH0429897B2 - - 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.
A drive control device that controls engine output by mutually adjusting the opening of a throttle valve and the gear ratio of a transmission in accordance with the amount of accelerator operation such as the amount of depression of the accelerator pedal, particularly when the engine is cold. Regarding atomization countermeasures.

(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-speed side of the engine, and on the high-load side of the engine, the throttle valve can be fully opened 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. It has been proposed that a vehicle be driven at an optimal fuel consumption rate by providing a drive control device that controls the vehicle.

(Problems to be Solved by the Invention) Generally, when the engine is cold, the engine temperature is low, so fuel is not sufficiently atomized, and the combustion stability of the engine is poor. In particular, in the above-mentioned automobiles that are oriented toward improving fuel efficiency, when the amount of accelerator operation is within a predetermined range, the opening of the throttle valve is set to be fully open or close to fully open, so that the intake air is not throttled. Since it flows down at a slow flow rate, it is difficult to achieve further fuel atomization, resulting in a significant deterioration in the combustion stability of the engine.

An object of the present invention is to improve the fuel efficiency of a vehicle such as the one described above by changing the opening degree of the throttle valve to the lower opening side to throttle the intake air when the engine of the vehicle equipped with the above-mentioned drive control device is cold. The objective is to sufficiently improve fuel atomization when the engine is cold to ensure good combustion stability.

(Means for Solving the Problem) In order to achieve the above object, the solving means of the present invention includes a continuously variable transmission interposed between the engine and the wheels, as shown in FIG. A gear ratio adjustment device that adjusts the gear ratio of a continuously variable 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 an accelerator operation amount. The engine output is determined by the relationship between the accelerator operation amount detection means for detecting the amount of accelerator operation, the cold engine detection means for detecting when the engine is cold, the drive system rotation speed detection means for detecting the drive system rotation speed, and the drive system rotation speed. and engine output detection means for detecting engine output from the parameters determined. 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 adjusting device and a signal from the accelerator operation amount detection means are received so that the throttle valve opening degree is maintained at a set value when the accelerator operation amount is within a predetermined range. a target engine output setting means that sets a target engine output based on the target engine output, and compares the target engine output set by the target engine output setting means with the actual engine output detected by the engine output detection means, and determines the actual engine output. Throttle valve opening control means that controls the throttle valve opening adjustment device so that the output becomes the target engine output; and a throttle valve opening control means that receives the output of the cold engine detection means and lowers the set value of the throttle valve opening when the engine is cold. A control means is provided which includes a throttle valve opening degree correction means for controlling the throttle valve opening degree control means so as to change the opening degree to the opening side.

(Function) As a result, when the accelerator operation amount is within a predetermined range, the throttle valve opening is maintained at the set value (for example, fully open or near full open), but when the engine is cold, the throttle valve opening is changed to a low opening. By restricting the intake air and increasing the intake air flow rate, atomization of the fuel can be promoted.

(Effects of the Invention) Therefore, according to the present invention, when the engine is cold, the opening degree of the throttle valve changes to a low opening degree to improve atomization of the fuel, thereby improving fuel efficiency as described above. This makes it possible to ensure good combustion stability when the engine is cold even in automobiles that require this type of fuel.

(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. 1(a), 1 is an engine, and 2 is left and right wheels driven by the driving force (engine output Pd) of the engine 1 via a differential gear 3. 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. 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 adjustment device 9 is provided to adjust the opening θ. This throttle valve opening 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, . . . for injecting fuel. Further, the intake passage 7 upstream of the throttle valve 8 is provided with a bypass passage 11 that bypasses the intake passage 7. A feeder 13 is provided, and the supercharger 13 supercharges intake air. An electromagnetic clutch 14 for controlling the turbocharger 13 on and off is located in the middle of the transmission line to the turbocharger 13.
is interposed. Incidentally, reference numeral 15 denotes a check valve interposed in a portion of the intake passage 7 corresponding to the bypass passage 11 to prevent the supercharger from flowing backward when the supercharger 13 is in operation.

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 cold engine detection means for detecting when the engine 1 is cold based on the engine cooling water temperature. In addition, 21 is a continuously variable transmission 4
The engine rotation speed Ne is determined by the rotation speed of the input shaft 22 of
An engine rotation speed sensor 23 serves as a drive system rotation speed detection means for detecting the opening degree θ of the throttle valve 8.
24 is an air flow meter that detects the amount of intake air in the intake passage 7. The outputs of these sensors 16, 18, 20, 21, 23 and air flow meter 24 are input to a control means 25 consisting of an analog computer or a microcomputer. The control means 25 includes:
The gear ratio adjusting device 5, the slot valve opening adjusting device 9, the fuel injection valve 10 and the electromagnetic clutch 14 are connected to each other 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 primary 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, and the fixed pulley 33 (primary pulley 30) is rotated in the same direction as the input shaft 22. When the forward/reverse gear R is in progress, the planetary gear 36 is fixed to the casing 30a side, and the fixed pulley 33 is rotated in the same direction as the input shaft 22. A hydraulic clutch 37 is provided for rotating the input shaft 22 in a direction opposite to that of the input shaft 22. Further, the secondary pulley 31 similarly includes a fixed pulley 38, a movable pulley 39 that can freely move forward and backward in opposition to the fixed pulley 38, and a hydraulic chamber 40 formed at the back of the movable pulley 39. Each hydraulic chamber 35, 40 of the primary pulley 30 and secondary pulley 31 is connected to the oil pump 4.
The secondary pulley 31 is connected to the movable pulley 34 of the primary pulley 30 through the regulator valve 42.
A secondary valve 43 is provided to control the supply and discharge of pressure oil to the hydraulic chambers 40 of the The distance between the pulleys 33, 38 and the movable pulleys 34, 39 changes, and accordingly, the V-belt 32 moves up and down within this distance, so that the gear ratio changes steplessly. .

A first electromagnetic valve 44 that controls the supply of pressure oil 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 the two, and the secondary valve 43 is controlled to relieve the pressure oil chamber 40 of the secondary pulley 31 and release the pressure oil chamber 40 of the secondary pulley 31. The distance between the fixed pulley 38 and the movable pulley 39 is widened, thereby controlling the gear ratio Kg to be small. 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 with respect to the fixed pulley 33 to widen the gap between the two, and as a result, the secondary valve 4
3, pressure oil is supplied to the hydraulic chamber 40 of the secondary pulley 31, and the space between the fixed pulley 38 and the movable pulley 39 is narrowed, thus changing the gear ratio.
It is controlled to increase Kg. With these first and second electromagnetic valves 44, 45,
A gear ratio adjustment device 5 is configured to adjust 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 Ne 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 (target engine output) is determined based on the relationship in which the throttle valve opening is maintained at the set value when the accelerator operation amount is within a predetermined range. Target engine output setting means 25c to set
The target throttle valve opening θ set by the target engine output setting means 25c is compared with the actual throttle valve opening θ' detected by the throttle position sensor 23, and the actual throttle valve opening is determined. Throttle valve opening control means 25d controls the throttle valve opening adjustment device 9 so that θ' becomes the target throttle valve opening θ, and receives the output of the water temperature sensor 20, and adjusts the throttle valve opening when the engine is cold. The throttle valve opening correction means 25e controls the throttle valve opening control means 25d so as to change the set value of the throttle valve opening to the lower opening side.

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
A first correction map M ₁ ' that corrects M ₁ , a second map M ₂ that maps the target throttle valve opening θ to the accelerator depression amount α in advance, and a second correction map M that corrects the second map M _{2 2} ′.

During steady operation at engine temperature, when the accelerator depression amount α signal from the accelerator position sensor 16 is input, the first map M ₁
The target engine speed Ne corresponding to this accelerator depression amount α is calculated, and this target engine speed
Ne signal is sent to comparator C ₁ , engine speed sensor 2
Compare with the measured engine speed Ne' signal from 1,
When the deviation ΔNe (=Ne−Ne′) is ΔNe>0, the gear ratio up signal is set on the premise that the brake depression amount β signal from the brake position sensor 18 is less than a predetermined value (that is, there is no brake depression). The output is output to the second electromagnetic valve 45 of the gear ratio adjusting device 5 to increase the gear ratio Kg (that is, the engine speed) of the continuously variable transmission 4, while when ΔNe<0, the gear ratio is also changed assuming that the brake is not depressed. A down signal is output to the first electromagnetic valve 44 of the gear ratio adjustment device 5 to adjust the gear ratio Kg of the continuously variable transmission 4.
Feedback control is performed to reduce the engine speed (that is, the engine speed). Also, the accelerator depression amount α
By inputting the signal, a target throttle valve opening θ corresponding to this accelerator depression amount α is determined in the second map _M2 , and this target throttle valve opening θ
The signal is compared with the measured throttle valve opening θ' signal from the throttle position sensor ₂₃ using the comparator C2, and if the deviation Δθ (=θ−θ') is Δθ>0, the brake pedal is depressed in the same way as above. Assuming that there is no throttle opening, a throttle valve opening up signal is output to the throttle valve opening adjusting device 9, and the opening θ of the throttle valve 8 is adjusted.
(i.e. engine torque) while increasing Δθ
When <0, a throttle valve opening down signal is output to the throttle valve opening adjustment device 9, and feedback control is performed to reduce the opening θ of the throttle valve 8 (that is, the engine torque).

On the other hand, when the engine is cold, an output from the water temperature sensor 20 is received and detected by the detection circuit 27 to generate a cold engine signal, and this cold engine signal opens the analog switches S ₁ and S ₂ . 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 warm period, a gear ratio map signal or a gear ratio down signal is output to the gear ratio adjustment device 5 based on comparison with the measured engine speed for feedback control. . Further, the target throttle valve opening θ obtained from the second map M ₂ corresponding to the accelerator depression amount α is subtracted and corrected by the correction value obtained from the second correction map M ₂ ′ at the subtraction point P ₂ . Thereafter, as in the above-mentioned temperature period, a throttle valve opening up signal or down signal is output to the throttle valve opening adjustment device 9 based on comparison with the measured throttle valve opening for feedback control.

Further, when the engine is operated at high speed and high load when the accelerator depression amount α is more 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 as described above. While operating the supercharger 13, outputting an air-fuel ratio rich signal to the fuel injection valves 10, 10...
By increasing the amount of fuel injected from the fuel injection valves 10, 10..., the torque Te of the engine 1 is increased. Note that when the accelerator depression amount α is less than a predetermined value, a supercharging off signal is output to the electromagnetic clutch 14 by a "1" signal obtained by inverting the "0" signal by the inverter 28, and the supercharger 13 is turned off.
At the same time, the air-fuel ratio set value signal is output to the fuel injection valves 10, 10, . . . and the fuel injection amount from the fuel injection valves 10, 10, . . . is maintained at the set value.

Furthermore, when the brake depression amount β signal from the brake position sensor 18 is greater than or equal to a predetermined value (during a brake depression operation), the "1" signal causes
It outputs a throttle valve opening down signal, a supercharging off signal, and an air-fuel ratio set value signal, thereby decreasing the opening of the throttle valve 8 and controlling the operation of the supercharger 13, respectively, regardless of the presence or absence of the accelerator depression amount α signal. The target engine speed determined by the third map _M3 , which maps the target engine speed Ne for stopping the engine and maintaining the set value of the air-fuel ratio and obtaining the engine brake corresponding to the brake depression amount β in advance. Comparator _C3 compares Ne with the measured engine speed Ne′ from the engine speed sensor 21, and when the deviation ΔNe (=Ne−Ne′) is ΔNe>0, a gear ratio up signal is output, and ΔNe< When the gear ratio is 0, a gear ratio down signal is output for feedback control, thereby ensuring good deceleration performance and engine braking performance when the brake is depressed.

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 extremely 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 output Pd is adjusted so that the operating range is on the low rotation side (the side where sliding resistance decreases) and the high load side (the side where pumping loss decreases). is less than the first set value (Pd ₂ in the figure) (that is, when the accelerator depression amount α is less than the predetermined range)
, the engine torque Te is changed by keeping the engine speed Ne at the lowest engine speed Nel that can ensure stable engine operation, and the engine output Pd is equal to the first set value (Pd ₂ ) and the first set value. (In other words, when the accelerator depression amount α is within a predetermined range)
In order to maintain the engine torque Te at the maximum engine torque Tem along the WOT (Wide Open Throttle) curve or its vicinity, in other words, the throttle valve opening θ is held at the set value θm at or near full open, and the engine speed is increased. Ne changes and when the engine output Pd is equal to or higher than the second set value (Pdm) (when the accelerator depression amount α is equal to or higher than the predetermined range), the torque increasing device (the above-mentioned supercharger 13 The characteristics are such that the engine torque Te is further increased by the engine torque Te and the air-fuel ratio enrichment means).
Based on this engine performance curve (Ne-Te curve), engine output Pd (that is, accelerator depression amount α)
The horizontal axis is 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
(approximately equivalent to engine torque Te) When converted into curves, the characteristic curves shown by solid lines in FIGS. 5b and 5d are obtained, respectively. The solid line characteristic curve in Fig. 5b corresponds to the first map _M1 , and Fig. 5d
The solid line characteristic curve corresponds to the second map _M2 .
In other words, the first and second maps M ₁ and M ₂ mutually adjust the gear ratio Kg that controls the engine speed Ne and the throttle valve opening θ according to the accelerator depression amount α when the engine is warm. As a result, when the accelerator depression amount α becomes the engine output Pd corresponding to the accelerator depression amount α, and the engine performance characteristics conform to the Ne-Te curve shown in the solid line in Fig. 5a to obtain the above-mentioned best fuel efficiency, the accelerator depression amount α becomes When in the range, the throttle valve opening degree θ is maintained at the set value θm (fully open or close to fully open).

On the other hand, when the engine is cold, the engine performance characteristics are set to be a Ne-Te curve as shown by the broken line in FIG. 5a. In other words, the maximum engine torque is set to Tec lower than Tem above.
(that is, the throttle valve opening set value θm is shifted to the low opening side θc) as a characteristic curve that is slid along the equal power curves Pd ₁ , Pd ₂ . . . This fifth
Converting the Ne-Te curve indicated by the broken line in Figure A to the Pd(α)-Ne curve and Pd(α)-θ(Te) curve results in the characteristic curves shown by the broken line in Figure 5b and Figure 5d, respectively. , Pd shown in Fig. 5(c), which corresponds to the area difference between the solid line curve and the broken line curve in Fig. 5b.
The (α)−Ne curve corresponds to the first correction map M ₁ ′,
Further, the Pd(α)-θ curve shown in FIG. 5e, which corresponds to the area difference between the solid curve and the broken curve in FIG. 5d, corresponds to the second correction map M ₂ '.
As a result, when the engine is cold, the first map
If M ₁ is additively corrected using the first correction map M ₁ ′, and the second map M ₂ is subtractively corrected using the second correction map M ₂ ′, then
While the engine output Pd corresponding to the accelerator depression amount α is held constant, the gear ratio Kg and the throttle valve opening θ are changed, and the throttle valve opening set value θm is changed to θc on the low opening side. It turns out.

Therefore, when the accelerator depression amount α is in the predetermined range, the engine output Pd is controlled by adjusting the gear ratio Kg while keeping the throttle valve opening θ at the set value θm, and the engine output Pd is controlled when the engine is cold. When the engine is cold, the throttle valve opening set value θm can be changed to a lower opening θc, so when the engine is cold, the intake air can be throttled to increase its flow velocity and promote fuel atomization. As a result, fuel stability 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. 1, a vehicle speed sensor 29 is provided to detect the vehicle speed Vc based on the rotational speed of the output shaft 26 of the continuously variable transmission 4, and this output is input to the speed control means 25. At the same time, 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, as shown in FIG.
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 applied so that the difference between the accelerator depression amount α and the vehicle speed Vc is always zero, and during steady operation, the difference between the two becomes zero, and the engine output Pd is equal to the running load. Match.

Furthermore, in the above embodiment, the gear ratio Kg and the throttle valve opening θ are changed in accordance with the accelerator depression amount α when the temperature is warm so as to obtain the required engine output with the minimum fuel consumption. The key is to change the gear ratio Kg and throttle valve opening θ so that the engine output corresponds to the amount of accelerator depression, and when the amount of accelerator depression is within a predetermined range, the throttle valve opening is set to the set value. It may be anything that is designed to be retained. Further, in this case, the set value of the throttle valve opening degree does not need to be fully open or close to fully open.

Furthermore, in the above embodiments, the air-fuel ratio is set to a constant value, but it is also possible to use a system in which the air-fuel ratio is changed depending on the engine load.

[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, 16 ... Accelerator position sensor (accelerator operation amount detection means), 20 ... Water temperature sensor (cold engine 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...Throttle valve opening Correction 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 cold engine detection means that detects when the engine is cold, and a drive system. A drive system rotation speed detection means for detecting the rotation speed, and an engine output detection means for detecting the engine output from a parameter in which the engine output is determined in relation to the drive system rotation speed, and from the accelerator operation amount detection means. target drive system rotation speed setting means for receiving the signal and setting a target drive system rotation speed based on a predetermined relationship between the accelerator operation amount and the drive system rotation speed; Compare the target drive system rotation speed with the actual drive system rotation speed detected by the drive system rotation speed detection means, and adjust the gear ratio adjustment device so that the actual drive system rotation speed becomes the target drive system rotation speed. A target for setting a target engine output based on a relationship in which the throttle valve opening degree is maintained at a set value when the accelerator operation amount is within a predetermined range based on a signal from the gear ratio control means to be controlled and the accelerator operation amount detection means. An engine output setting means, which compares 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 sets the actual engine output to the target engine output. Throttle valve opening control means for controlling the throttle valve opening adjustment device; and receiving the output of the cold engine detection means to change the set value of the throttle valve opening correction means to a low opening side when the engine is cold. and a throttle valve opening correction means for controlling the throttle valve opening control means.