JPH0450440A - Engine control method for vehicle equipped with cvt system - Google Patents
Engine control method for vehicle equipped with cvt systemInfo
- Publication number
- JPH0450440A JPH0450440A JP2160648A JP16064890A JPH0450440A JP H0450440 A JPH0450440 A JP H0450440A JP 2160648 A JP2160648 A JP 2160648A JP 16064890 A JP16064890 A JP 16064890A JP H0450440 A JPH0450440 A JP H0450440A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- cvt
- torque
- pulley
- output torque
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 7
- 239000000446 fuel Substances 0.000 claims abstract description 15
- 230000005540 biological transmission Effects 0.000 abstract description 12
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 1
- 230000001568 sexual effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels
- B60K28/165—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
- B60W2710/0622—Air-fuel ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H2059/506—Wheel slip
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、ＣＶＴシステム搭載車のエンジン制御方法に
関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine control method for a vehicle equipped with a CVT system.
（従来の技術及び解決すべき課題）
自動変速機として無段階に変速比を制御できるＣ Ｖ
Ｔ （Ｃｏｎｔｉｎｕｏｓｌｙ Ｖａｒｉａｂｌｅ Ｔ
ｒａｎｓｍｉｓｓｏｎ）システムを搭載した車両におい
て、ＣＶＴの変速機構である２つのプーリ間で伝達する
ことができるトルク（以下「伝達トルク」という）は、
これらのプーリ間に掛けられたベルトを押し付けるベル
ト押し付は力により決まり、これ以上のトルクを入力す
るとベルトの滑りが発生して、車両の加速につながらな
いばかりでなく、ベルトの発熱を招き、耐久性の悪化等
をもたらす。(Conventional technology and issues to be solved) CV that can control the gear ratio steplessly as an automatic transmission
T (Continuously Variable T
In a vehicle equipped with a CVT transmission system, the torque that can be transmitted between the two pulleys of the CVT transmission mechanism (hereinafter referred to as "transmission torque") is:
The belt pressing force that presses the belt hooked between these pulleys is determined by the force, and if more torque is input, the belt will slip, which not only will not accelerate the vehicle, but will also cause the belt to heat up, reducing its durability. It causes sexual deterioration etc.
従来のＣＶＴシステムにおいては、ＣＶＴの入力トルク
は、ベルトスリップなど検知せずに制御していたので、
ＣＶＴベルト部での滑りが、時として大きい場合があっ
た。ベルトに滑りが発生すると、その耐久性が極端に悪
化する。従って、ベルトの滑りを発生させないためには
ＣＶＴの入力トルクが小さい場合でも当該ＣＶＴのプー
リに大きな油圧をかけてベルトを押し付けるようにして
いる。この結果、ＣＶＴの伝達効率が悪いという問題も
ある。In conventional CVT systems, CVT input torque was controlled without detecting belt slip.
The slippage at the CVT belt was sometimes large. If slippage occurs in the belt, its durability will be extremely deteriorated. Therefore, in order to prevent the belt from slipping, even if the input torque of the CVT is small, a large hydraulic pressure is applied to the pulley of the CVT to press the belt. As a result, there is also the problem that the transmission efficiency of the CVT is poor.
本発明は上述の点に鑑みてなされたもので、ＣＶＴプー
リにかかる油圧を検出してベルトに滑りが発生しないよ
うにエンジンの出力トルクを制限するようにしたＣＶＴ
システム搭載車のエンジン制御方法を提供することを目
的とする。The present invention has been made in view of the above points, and is a CVT that detects the oil pressure applied to the CVT pulley and limits the output torque of the engine so as to prevent the belt from slipping.
The purpose is to provide an engine control method for vehicles equipped with the system.
（課題を解決するための手段）
上記目的を達成するために本発明によれば、ＣＶＴシス
テムのＣＶＴプーリにかかる油圧を検出して当該ＣＶＴ
プーリの伝達可能トルクを算出し、他方、エンジンの出
力トルクを求め、これらの両トルクから前記エンジンの
要求低減トルクを求め、当該要求低減トルク及びエンジ
ンの運転状態を表すパラメータにより前記エンジンの空
燃比・点火時期を決定して当該エンジンの出力トルクを
制限するようにしたものである。(Means for Solving the Problems) In order to achieve the above object, according to the present invention, the hydraulic pressure applied to the CVT pulley of a CVT system is detected, and the CVT
The transmittable torque of the pulley is calculated, the output torque of the engine is determined, the required reduced torque of the engine is determined from both of these torques, and the air-fuel ratio of the engine is determined based on the required reduced torque and a parameter representing the operating state of the engine.・The ignition timing is determined to limit the output torque of the engine.
（作用）
エンジンの出力トルクからＣＶＴプーリの伝達可能トル
クを引いて前記エンジンの要求低減トルクを求める。こ
の要求低減トルクと前記エンジンの回転数、吸入空気量
等のエンジンの運転状態を表すパラメータにより当該エ
ンジンの空燃比、点火時期を決定して出力トルク即ち、
前記ＣＶＴの入力トルクを制限して、前記ＣＶ Ｔプー
リの押圧を低めに設定する。(Operation) The required reduced torque of the engine is determined by subtracting the transmittable torque of the CVT pulley from the output torque of the engine. The air-fuel ratio and ignition timing of the engine are determined based on this requested reduction torque and parameters representing the engine operating state such as the engine rotational speed and intake air amount, and the output torque, that is,
The input torque of the CVT is limited, and the pressing force of the CVT pulley is set to be low.
（実施例） 以下本発明の一実施例を添付図面に基ついて詳述する。(Example) An embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
第１図は本発明にがかるＣＶＴシステムを搭載した車両
のエンジン及び動力伝達系を示し、エンジン１の出力軸
２は、ＣＶＴシステムの自動変速機３の流体継手例えば
、トルクコンバータ４の入力軸に連結され、当該トルク
コンバータ４の出力軸は、遊星ギヤ５を介してＶベルト
駆動無段変速機（以下「ＣｖＴ」という）６のドライブ
プーリ７に連結され、ドライブプーリ７はＶベルト９を
介してドリブンプーリ８に連結され、ドリブンプーリ８
の出力軸１０は、歯車系１１、差動機構１２を介して左
右のアクスル１３．１４に連結されている。FIG. 1 shows an engine and a power transmission system of a vehicle equipped with a CVT system according to the present invention. The output shaft of the torque converter 4 is connected via a planetary gear 5 to a drive pulley 7 of a V-belt drive continuously variable transmission (hereinafter referred to as "CvT") 6, and the drive pulley 7 is connected via a V-belt 9. is connected to the driven pulley 8, and the driven pulley 8
The output shaft 10 of is connected to left and right axles 13, 14 via a gear system 11 and a differential mechanism 12.
ドライブプーリ７、ドリブンプーリ８は、夫々油圧室１
５．１６を有しており、これらの油圧室１５、Ｊ６は、
油圧コントロールバルブシステム１７に接続されている
。油圧コントロールバルブシステム１７は、ＣＶＴシス
テムを制御するＣＶＴコンピュータ４１からの制御信号
に基づいて油圧室１５．１６内の油圧を制御してドライ
ブプーリ７、ドリブンプーリ８のプーリ径を連続的に可
変させると共に、これらのドライブプーリ７とドリブン
プーリ８との間に掛けられているベルト９に押し付は力
を付与する。The drive pulley 7 and the driven pulley 8 are connected to the hydraulic chamber 1, respectively.
5.16, and these hydraulic chambers 15 and J6 are
It is connected to a hydraulic control valve system 17. The hydraulic control valve system 17 continuously varies the pulley diameters of the drive pulley 7 and the driven pulley 8 by controlling the hydraulic pressure in the hydraulic chamber 15.16 based on a control signal from the CVT computer 41 that controls the CVT system. At the same time, the pressing applies force to the belt 9 that is stretched between the drive pulley 7 and the driven pulley 8.
エンジン１の吸気マニホールド２０は、サージタンク２
１を介してエアクリーナ２２に接続されている。The intake manifold 20 of the engine 1 includes a surge tank 2
1 to an air cleaner 22.
エンジンｌのシリンダヘッドに配設された点火プラグ２
３はイグニッションコイル２４に接続されており、吸気
マニホールド２０の下流側にはインジェクタ２５が、サ
ージタンク２１とエアクリーナ２２との間にはスロット
ルバルブ２６が配設されている。そして、これらイグニ
ッションコイル２４及びインジェクタ２５はエンジン制
御コンピュータ４０に接続されている。Spark plug 2 installed in the cylinder head of engine l
3 is connected to an ignition coil 24, an injector 25 is provided downstream of the intake manifold 20, and a throttle valve 26 is provided between the surge tank 21 and the air cleaner 22. The ignition coil 24 and injector 25 are connected to an engine control computer 40.
ＣｖＴ６のドライブプーリ７、ドリブンプーリ８の油圧
室１５．１６には油圧センサ３０．３１が、エアクリー
ナ２２内にはエンジン１の吸入空気量を検出するエアフ
ローセンサ３２が配設されている。これらの油圧センサ
３０．３１、エアフローセンサ３２はエンジン制御コン
ピュータ４０に接続されている。また、このエンジン制
御コンピュータ４０にはエンジン回転センサ（図示せず
）からエンジン回転数信号が入力される。このエンジン
制御コンピュータ４０は、エンジン１の空燃比及び点火
時期を制御し、更に、ＣｖＴ６の油圧センサ１５．１６
からの油圧信号をパラメータとして前記空燃比酸いは点
火時期の補正を行い、エンジン１の出力を制限する機能
を備えている。Hydraulic pressure sensors 30.31 are disposed in the hydraulic chambers 15.16 of the drive pulley 7 and driven pulley 8 of the CvT6, and an air flow sensor 32 for detecting the intake air amount of the engine 1 is disposed in the air cleaner 22. These oil pressure sensors 30, 31 and air flow sensor 32 are connected to an engine control computer 40. Further, an engine rotation speed signal is input to the engine control computer 40 from an engine rotation sensor (not shown). This engine control computer 40 controls the air-fuel ratio and ignition timing of the engine 1, and also controls the oil pressure sensor 15, 16 of the CvT6.
The engine 1 has a function of correcting the air-fuel ratio and ignition timing using the oil pressure signal from the engine as a parameter, and limiting the output of the engine 1.
また、ＣＶＴコンピュータ４１には、スロットルバルブ
２６の開度を検出するスロットル開度センサ（図示せず
）からスロットル開度信号が、前記エンジン回転センサ
からエンジン回転数信号が入力される。このＣＶＴコン
ピュータ４１は、エンジン回転数信号及びスロットル開
度信号をパラメータとしてエンジンｌの出力トルク即ち
、ＣｖＴ６の入力トルクを推定し、これに見合ったトル
クが伝達できるように油圧コントロールバルブシステム
１７に油圧制御信号を出力し、ＣＶＴ６のドライブプー
リ７及びドリブンプーリ８の各油圧室１５．１６の油圧
をデユーティ制御し、ベルト９の押し付は力即ち、これ
らの各プーリ７．８に加える油圧を制御する機能を備え
ている。Further, the CVT computer 41 receives a throttle opening signal from a throttle opening sensor (not shown) that detects the opening of the throttle valve 26, and an engine rotation speed signal from the engine rotation sensor. This CVT computer 41 estimates the output torque of the engine 1, that is, the input torque of the CvT 6 using the engine rotation speed signal and the throttle opening signal as parameters, and applies the hydraulic pressure to the hydraulic control valve system 17 so that the corresponding torque can be transmitted. It outputs a control signal to control the duty of the hydraulic pressure in each hydraulic chamber 15.16 of the drive pulley 7 and driven pulley 8 of the CVT 6, and controls the pressing force of the belt 9, that is, the hydraulic pressure applied to each of these pulleys 7.8. It has the function to
以下に第２図に示すフローチャートを参照しつつ作用を
説明する。The operation will be explained below with reference to the flowchart shown in FIG.
エンジン制御コンピュータ４０は、エンジン回転数信号
、エアフローセンサ３２からの信号に基づいてエンジン
１の運転状態を検知し、当該運転状態に最適な空燃比及
び点火時期を演算して燃料噴射量、噴射時期及び点火時
期等を決定し、インジェクタ２５を駆動させて燃料を噴
射させると共に点火プラグ２３を点火させる。The engine control computer 40 detects the operating state of the engine 1 based on the engine speed signal and the signal from the air flow sensor 32, calculates the optimal air-fuel ratio and ignition timing for the operating state, and calculates the fuel injection amount and injection timing. Then, the ignition timing and the like are determined, and the injector 25 is driven to inject fuel and the ignition plug 23 is ignited.
エンジン制御コンピュータ４０は、油圧センサ３０．３
１の信号を取り込んでＣＶＴ６のドライブプーリ７及び
ドリブンプーリ８の各油圧室１５．１６の油圧を計測（
ステップ１）し、当該ＣＶＴ６の伝達可能トルクＴｐを
算出（ステップ２）する。この伝達可能トルクＴｐは、
前記検出した各プーリ７．８の油圧をパラメータとして
予め設定されたマツプ或いは演算式に基づいて算出（ス
テップ３）される。尚、ＣＶＴプーリの油圧と伝達可能
トルクＴｐとは第３図に示すように表される。Engine control computer 40 includes oil pressure sensor 30.3
1 signal and measure the oil pressure in each hydraulic chamber 15 and 16 of the drive pulley 7 and driven pulley 8 of the CVT 6 (
Step 1) and calculate the transmittable torque Tp of the CVT 6 (Step 2). This transmittable torque Tp is
It is calculated based on a preset map or calculation formula using the detected oil pressure of each pulley 7.8 as a parameter (step 3). Incidentally, the oil pressure of the CVT pulley and the transmittable torque Tp are expressed as shown in FIG.
次に、エンジン制御コンピュータ４０は、エンジン１の
出力トルクＴｅを算出（ステップ４）する。Next, the engine control computer 40 calculates the output torque Te of the engine 1 (step 4).
このエンジン出力トルクＴｅは、エンジン回転数及び吸
入空気量に基づいて、予め設定されたマツプから算出（
ステップ５）される。エンジン回転数を横軸に、吸入効
率を縦軸にとると、等エンジントルク曲線は第４図に示
すように表される。ここに、吸入効率は、吸入空気量Ａ
をエンジン回転数Ｎで割った値（Ａ／Ｎ）である。尚、
エンジン出力トルクＴｅは、エンジンｌのクランク軸に
トルクセンサを取り付け、当該トルクセンサの出力値を
使用してもよい。This engine output torque Te is calculated from a preset map based on the engine speed and intake air amount (
Step 5) is done. If the horizontal axis is the engine speed and the vertical axis is the suction efficiency, the equal engine torque curve is expressed as shown in FIG. Here, the intake efficiency is the intake air amount A
It is the value (A/N) divided by the engine rotation speed N. still,
For the engine output torque Te, a torque sensor may be attached to the crankshaft of the engine 1, and the output value of the torque sensor may be used.
そして、エンジン制御コンピュータ４０は、前記算出し
たエンジン出力トルクＴｅと伝達可能トルクＴｐとを比
較して、エンジン１の要求低減トルクを算出（ステップ
６）する。この要求低減トルクは、エンジン出力トルク
Ｔｅから伝達可能トルクＴｐを引いて算出（ステップ７
）する。Then, the engine control computer 40 compares the calculated engine output torque Te and the transmittable torque Tp to calculate the required reduction torque of the engine 1 (step 6). This required reduction torque is calculated by subtracting the transmittable torque Tp from the engine output torque Te (step 7).
)do.
次いで、エンジン制御コンピュータ４０は、エンジン出
力トルクＴｅを補正（ステップ８）する。Next, the engine control computer 40 corrects the engine output torque Te (step 8).
このエンジン出力トルクＴｅの補正は、要求低減トルク
、エンジン回転数、吸入空気量等をパラメータとして予
め設定されたマツプから目標空燃比或いは点火時期（或
いはこれらの補正量）を求める（ステップ９）ことによ
りなされる。このとき伝達可能トルクＴｐが、エンジン
出力トルクＴｅと余裕トルクα（αは常数）との和以上
（Ｔｐ≧Ｔｅ＋α）の場合には、空燃比或いは点火時期
の補正はゼロとされる。また、伝達可能トルクＴｐが、
エンジン出力トルクＴｅと余裕トルクαとの和よりも小
さい（Ｔｐ ＜Ｔｅ十α）の場合にはベルト９のスリッ
プが発生するために前述したようにエンジン出力トルク
Ｔｅを補正する。To correct the engine output torque Te, the target air-fuel ratio or ignition timing (or the amount of correction thereof) is determined from a preset map using the required reduced torque, engine speed, intake air amount, etc. as parameters (step 9). It is done by. At this time, if the transmittable torque Tp is greater than or equal to the sum of the engine output torque Te and the margin torque α (α is a constant) (Tp≧Te+α), the correction of the air-fuel ratio or the ignition timing is set to zero. Moreover, the transmittable torque Tp is
If the torque is smaller than the sum of the engine output torque Te and the margin torque α (Tp<Te×α), slippage of the belt 9 occurs, so the engine output torque Te is corrected as described above.
そして、エンジン制御コンピュータ４０は、前記ステッ
プ９で求めた目標空燃比或いは点火時期の制御を実行（
ステップ１０）する。Then, the engine control computer 40 executes control of the target air-fuel ratio or ignition timing determined in step 9 (
Step 10).
尚、上記実施例においては、エンジン制御コンピュータ
４０により油圧センサ３０．３１の信号を取り込んでＣ
ＶＴプーリの油圧即ち、ＣＶＴ６のドライブプーリ７、
ドリブンプーリ８の各油圧室１５．１６の油圧を計測す
るようにしたが、これに限るものではな（、ＣＶＴコン
ピュータ４ＩによりＣＶＴ油圧を計測してエンジン制御
コンピュータ４０ニ送信するようにしてもよい。また、
この時送信するデータは、油圧を伝送可能トルクに変換
したデータでもよい。In the above embodiment, the engine control computer 40 takes in the signals from the oil pressure sensors 30 and 31 and controls the C.
Hydraulic pressure of VT pulley, i.e. drive pulley 7 of CVT6,
Although the oil pressure in each oil pressure chamber 15, 16 of the driven pulley 8 is measured, the present invention is not limited to this. (The CVT oil pressure may be measured by the CVT computer 4I and transmitted to the engine control computer 40. .Also,
The data transmitted at this time may be data obtained by converting oil pressure into transmittable torque.
（発明の効果）
以上説明したように本発明によれば、ＣＶＴシステムの
ＣＶＴプーリにかかる油圧を検出して当該ＣＶＴブーり
の伝達可能トルクを算出し、他方、エンジンの出力トル
クを求め、これらの両トルクから前記エンジンの要求低
減トルクを求め、当該要求低減トルク及びエンジンの運
転状態を表すパラメータにより前記エンジンの空燃比・
点火時期を決定して当該エンジンの出力トルクを制限す
ることにより、前記ＣＶＴブーりの油圧が低いとき４゜
でもベルトに滑りが発生するような大きなトルクが入力
す、ることかなくなり、ＣＶＴプーリの油圧を余り余裕
をもたせることなく低めに設定することができ、この結
果、ＣＶＴベルトの耐久性が向上すると共に、ＣＶＴの
伝達効率が向上し、燃費の向上が図られる等の優れた効
果がある。(Effects of the Invention) As explained above, according to the present invention, the hydraulic pressure applied to the CVT pulley of the CVT system is detected to calculate the transmittable torque of the CVT booster, and the output torque of the engine is determined, and the The required reduced torque of the engine is determined from both torques, and the air-fuel ratio and
By determining the ignition timing and limiting the output torque of the engine, when the oil pressure of the CVT pulley is low, a large torque that would cause the belt to slip even at 4 degrees will not be input, and the CVT pulley will It is possible to set the oil pressure at a low level without leaving much margin, and as a result, the durability of the CVT belt is improved, and the transmission efficiency of the CVT is improved, resulting in excellent effects such as improved fuel efficiency. be.
第１図は本発明に係るＣＶＴシステム搭載車のエンジン
制御方法を適用したＣＶＴシステム搭載車のエンジン及
びＣＶＴシステムの概略図、第２図は本発明の制御方法
を実行するための手順を示すフローチャート、第３図は
ＣＶＴブーりの油圧−伝達可能トルクの関係を示す特性
図、第４図はエンジンの等トルク曲線を示す特性図であ
る。
１・・・エンジン、３・・・自動変速機、６・・・ＣＶ
Ｔ、７・・・ドライブプーリ、８・・・ドリブンプーリ
、１５．１６・・・油圧室、１７・・・油圧コントロー
ルバルブシステム、３０．３１・・・油圧センサ、３２
・・・エアフローセンサ、４０・・・エンジン制御コン
ピュータ、４１・・・ＣＶＴコンピュータ。
第２
第３図
第４図
刀３ｊＬ
」−ンンシ一駒■FIG. 1 is a schematic diagram of the engine and CVT system of a vehicle equipped with a CVT system to which the engine control method for a vehicle equipped with a CVT system according to the present invention is applied, and FIG. 2 is a flowchart showing the procedure for implementing the control method of the present invention. , FIG. 3 is a characteristic diagram showing the relationship between hydraulic pressure of the CVT booster and transmittable torque, and FIG. 4 is a characteristic diagram showing the equal torque curve of the engine. 1...Engine, 3...Automatic transmission, 6...CV
T, 7...Drive pulley, 8...Driven pulley, 15.16...Hydraulic chamber, 17...Hydraulic pressure control valve system, 30.31...Hydraulic pressure sensor, 32
... Air flow sensor, 40... Engine control computer, 41... CVT computer. 2nd Figure 3 Figure 4 Sword 3jL” - Nunshi Ikoma■
Claims (1)
当該ＣＶＴプーリの伝達可能トルクを算出し、他方、エ
ンジンの出力トルクを求め、これらの両トルクから前記
エンジンの要求低減トルクを求め、当該要求低減トルク
及びエンジンの運転状態を表すパラメータにより前記エ
ンジンの空燃比・点火時期を決定して当該エンジンの出
力トルクを制限することを特徴とするＣＶＴシステム搭
載車のエンジン制御方法。The hydraulic pressure applied to the CVT pulley of the CVT system is detected, the transmittable torque of the CVT pulley is calculated, the output torque of the engine is determined, and the required reduced torque of the engine is determined from both of these torques, and the required reduced torque is calculated. An engine control method for a vehicle equipped with a CVT system, characterized in that the air-fuel ratio and ignition timing of the engine are determined based on parameters representing the operating state of the engine, and the output torque of the engine is limited.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2160648A JPH0450440A (en) | 1990-06-19 | 1990-06-19 | Engine control method for vehicle equipped with cvt system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2160648A JPH0450440A (en) | 1990-06-19 | 1990-06-19 | Engine control method for vehicle equipped with cvt system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0450440A true JPH0450440A (en) | 1992-02-19 |
Family
ID=15719479
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2160648A Pending JPH0450440A (en) | 1990-06-19 | 1990-06-19 | Engine control method for vehicle equipped with cvt system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0450440A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0875414A2 (en) | 1997-04-28 | 1998-11-04 | Nissan Motor Company Limited | Vehicle drive force control device |
| US6454675B2 (en) | 2000-04-26 | 2002-09-24 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Line pressure control device and method for continuously variable transmission |
| JP2003214533A (en) * | 2002-01-22 | 2003-07-30 | Nissan Motor Co Ltd | Slip preventing device of v-belt type continuously variable transmission |
| EP1394446A3 (en) * | 2002-09-02 | 2005-08-24 | JATCO Ltd | Prevention of slippage in belt-type continuously variable transmission |
| WO2006046770A1 (en) * | 2004-10-27 | 2006-05-04 | Toyota Jidosha Kabushiki Kaisha | Controller of drive device for vehicle |
-
1990
- 1990-06-19 JP JP2160648A patent/JPH0450440A/en active Pending
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0875414A2 (en) | 1997-04-28 | 1998-11-04 | Nissan Motor Company Limited | Vehicle drive force control device |
| EP0875414A3 (en) * | 1997-04-28 | 2000-01-19 | Nissan Motor Company Limited | Vehicle drive force control device |
| US6199005B1 (en) | 1997-04-28 | 2001-03-06 | Nissan Motor Co., Ltd. | Vehicle drive force control device |
| US6454675B2 (en) | 2000-04-26 | 2002-09-24 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Line pressure control device and method for continuously variable transmission |
| JP2003214533A (en) * | 2002-01-22 | 2003-07-30 | Nissan Motor Co Ltd | Slip preventing device of v-belt type continuously variable transmission |
| EP1394446A3 (en) * | 2002-09-02 | 2005-08-24 | JATCO Ltd | Prevention of slippage in belt-type continuously variable transmission |
| WO2006046770A1 (en) * | 2004-10-27 | 2006-05-04 | Toyota Jidosha Kabushiki Kaisha | Controller of drive device for vehicle |
| US7935021B2 (en) | 2004-10-27 | 2011-05-03 | Toyota Jidosha Kabushiki Kaisha | Controller apparatus for vehicular device system |
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