JPS59197655A - Drive controller for car - Google Patents

Abstract

PURPOSE:To reduce the time necessary for increasing the opening degree of a throttle valve and improve fuel consumption by setting only the number of engine revolution to an aimed value and increasing the opening degree of the throttle valve to an aimed value, during the restoration from reduction state. CONSTITUTION:If the stepping-in of a brake pedal 19 is released during restoration from reduction operation to the stationary operation, the brake stepping-in amount signal supplied from a brake position sensor 18 becomes below a prescribed value. Then, the speed change ratio up and down signals are immediately input into a speed change ratio adjustor 5, and the speed change ratio, i.e., the number of engine revolution is reduction-controlled so as to be close to an aimed value according to the stepping-in amount of an acceleration pedal 17. Afterwards, if the number of engine revolution becomes close to the aimed value, the throttle-valve opening-degree up and down signals are input into a throttle-valve opening-degree adjuster 9, and the opening-degree of the throttle valve is controlled, keeping the number of engine revolution constant.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention is a device for comprehensively controlling the drive system of an A3 automobile aimed at improving fuel efficiency, for example, by accelerator operation such as accelerator pedal depression. Regarding a drive control device that controls engine output by opening the throttle valve and changing gears (mutually adjusting various gear ratios) according to Regarding improvement vs.

(Prior art) In general, in order to improve the thermal efficiency, or fuel efficiency, of an automobile equipped with a "carrot" such as a reciprocating engine, it is necessary to reduce mechanical losses such as bumping crosses and sliding resistance, and to improve combustion efficiency. It is preferable to aim for it. −
As an example, looking at mechanical loss, if the air-fuel ratio of the mixture supplied to the engine is set constant,
As shown in the constant fuel consumption rate curve in the figure, it is preferable to use the engine on the low rotation side and on the high load side from the viewpoint of improving fuel efficiency. That is, sliding resistance can be reduced on the low rotation side of the engine, and on the high load side of the engine, the throttle valve 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, conventionally, JP-A-53-1
As shown in Publication No. 34162, in a vehicle equipped with an engine equipped with an accelerator pump, the engine output is controlled by adjusting the opening of the throttle valve and the gear ratio of the transmission to phase H according to the depression of the accelerator pedal. A vehicle has been proposed in which a vehicle is provided with a drive control device that allows the vehicle to run at an optimal fuel consumption rate in degrees Celsius.

By the way, in such a drive control device (fffi), when returning from a deceleration driving state to a steady driving state by releasing the brake pedal and depressing the accelerator pedal, there is a system that corresponds to the accelerator depression m (accelerator operation amount). The gear ratio (engine speed) and thrower valve openings (engine torque) are both changed to the target values in order to achieve the engine output. However, in that case, if the time required for the throttle valve to increase and change to the target opening is long, bumping may occur while the target opening is reached, and as the throttle valve opening increases, that is, the intake air m increases. There is a problem in that the fuel consumption of the C1 becomes poor as the fuel consumption increases.

(Object of the Invention) The first object of the present invention is that when returning from a deceleration state in an automatic rl equipped with the drive control device as described above, first, only the engine speed is set to the target 1a, and then the throttle valve opening is In order to increase the change in the throttle valve distance to the target value, the time required for the increase in the throttle valve distance is shortened as much as possible to keep the fuel consumption ω to a low level, and the above return is carried out in step 11 (fuel efficiency). be.

(Structure of the Invention) In order to achieve the above-mentioned objects, the solution means of the present invention is to provide a continuously variable transmission (variable speed) to a transmission interposed between an engine and wheels, as shown in FIG. At the same time, the opening degree of the gear ratio adjustment device that adjusts the gear ratio of the continuously variable transmission and the ZL1 liter valve interposed in the intake passage of the -L engine is adjusted.
%-'J throttle valve opening adjustment device, accelerator operation amount detection means for detecting accelerator operation amount such as accelerator pedal depression amount, and receiving output of the accelerator operation amount detection means and responding to accelerator operation amount. and a control means for controlling the gear ratio adjustment device e and the throttle valve opening adjustment device so that the engine output is adjusted so that the gear ratio and the thrower valve opening degree are mutually adjusted according to the amount of accelerator operation. In a drive control device for an automobile that adjusts and controls engine output, the control means controls only the gear ratio adjustment device so that the engine speed upon return from a deceleration state becomes a target engine speed. After that, the throttle valve opening adjusting device is configured to control the throttle valve opening so that the throttle valve opening becomes the target throttle valve opening. As a result, when returning from a deceleration state, only the throttle valve opening changes to the target value after the engine speed changes to the target value, thereby shortening the time required to increase the throttle valve opening. It was made by sea urchin.

(Effects of the Invention) Therefore, according to the present invention, if a fuel efficiency improvement-oriented automobile equipped with a drive control device as described above is used, and when returning from a deceleration state at . Since the time required for this can be shortened and the fuel consumption can be kept low accordingly, the above recovery can be performed with low fuel consumption.
3 degrees that can improve fuel efficiency (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 the overall schematic configuration of one embodiment of the present invention. In the figure, J3 is shown, 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 71 and a differential gear 3. A continuously variable transmission 4 that continuously changes the gear ratio of 9 is interposed between and the differential gear A73. A variable ratio adjustment device 5 is provided to adjust the ratio.

The speed of change of the speed ratio 1<g by the speed ratio adjustment device 5 is set to be slower than the speed of change of the engine rotation speed No., so that a speed change shock does not occur when the engine 1 accelerates or decelerates. : I'm trying to do it. 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 in the middle of the intake passage 7 there is a thrower 1 that controls the amount of intake air.
The throttle valve 8 is provided with a throttle valve opening adjusting device 9 for adjusting the opening θ of the throttle valve 8.

This throttle valve opening degree θ is approximately equivalent to the engine negative, that is, the engine torque Te. The downstream end of the intake passage 7 is branched depending on the number of cylinders (four cylinders in the figure), and each branch part 7a, 7a... has fuel 1 injection valves 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 10, 1, 2, 3, 3, 3, 4, 1, 2, 1, 1, 2 fuel gases each. ... is installed. moreover,
The intake passage 7 upstream of the throttle valve 8 is provided with a bypass passage 11 that bypasses the intake passage 7.
A supercharger 1 and 13 are interposed, which are drive-connected via the supercharger 13, and the supercharger 13 supercharges the intake air.

The supercharger 13 is turned on in the middle of the transmission line to the supercharger 13.
-0 to 1': The electromagnetic clutch 14 to be controlled is interposed. Incidentally, reference numeral 15 is a reverse one-way valve installed in a portion of the intake passage 7 corresponding to the bypass passage 11 to prevent supercharged air from flowing backward when the supercharger 130 is in operation.

On the other hand, 16 is the amount of accelerator operation! The accelerator position pincer 18 constitutes the detection means for accelerator operation that detects the depression amount α of the brake pedal 17, and the brake position sensor 18 detects the depression amount β of one brake pedal as the operation amount of the brake pedal. , 20 is the engine rotation speed N e detected by the input shaft 2'10 rotation speed of the continuously variable transmission 4, and 22 is the rotation torque of the input shaft 2' of the continuously variable transmission 4 +1'+l+21. An engine torque sensor 23 detects the engine torque Te, a throttle position sensor 23 detects the throttle position θ of the throttle valve 8, and an upper diameter meter 24 detects the intake air in the intake passage 7. Each output of each of these sensors 16, 18, 20, 22, 23 a3 70-meter 24 is controlled by a control means 2 consisting of an analog computer or a microcomputer.
5, and the control means 25 includes the gear ratio adjustment device 5, the slot valve opening adjustment device 9, and the fuel injection valve 1.
0 and an electromagnetic clutch 171 are connected to control each of them.

The concrete structure of the continuously variable transmission 4 and its gear ratio adjusting device 5 is shown in FIG. As shown in FIG.
6 to 716153 @ Publication), the primary pulley 30 provided at the input from the engine 1 @ 21, the secondary pulley 31 provided (slipped) to the output shaft 2G, and both pulleys 30.31 V-bells 1 to 3 wrapped between them
It consists of 2. The primary pulley 31 includes a fixed pulley 33, a movable pulley 34 that can move forward and backward in opposition to the fixed pulley 33, and a hydraulic chamber 35 formed at the back of the movable pulley 34. 21 and the fixed pulley 33, the manico is activated in response to the manual operation of the shift lever (not shown), and the gear valve 46 moves forward by controlling the pressure oil supply. When gear stage 1-
is fixed to the input shaft 21 side, and the fixed pulley 33 (primary pulley 30) is rotated in the same direction as the input shaft 21,
When in reverse gear R, the planetary gear 36 is connected to the casing 30.
Tighten the fixing screw 1 on the a side and input the fixed pulley 33 lpHi2
l! Hydraulic clutch 37 rotates in the opposite direction to l! if
It's getting better. Further, the recangular pulley 31 is similarly equipped with a fixed pulley 38, a movable pulley 39 that can 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. . The upper (i) hydraulic chambers 35 and 40 of the primary pulley 30 and secondary pulley 31 are communicated with the oil bonnet 41 via a regicolator valve 42, and are connected to the movable pulley 34 of the primary pulley 30. ) 1. Immediately supplying pressure oil to the hydraulic chamber 40 of the secondary pulley 31;
A secondary valve 43 for controlling discharge is provided, and by controlling the supply and discharge of pressure oil to each hydraulic chamber 35.40, the fixed pulley 33.38 and the movable pulley 34, The gap with 39 changes,
Accordingly, the bell 1-32 moves up and down within the gap, so that the gear ratio changes steplessly.

A first electromagnetic valve 44 for controlling 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. 44 opens the primary pulley 3 by operating the opening operation in response to a gear ratio down signal, which will be described later.
Pressure oil is supplied to the hydraulic chamber 35 of the secondary pulley 31, and the movable pulley 34 is moved forward toward the fixed pulley 33 to narrow the gap between the two. 'lO is relieved and the gap between the fixed pulley 38 and the movable pulley 39 widens,
Therefore, control is performed to reduce the gear ratio KO. Further, a second electromagnetic valve 45 is interposed between the hydraulic chamber 35 of the primary pulley 30 and the first electromagnetic valve 44 to control the discharge of pressure oil from the hydraulic chamber 35.
The second electromagnetic valve 45 is opened upon receiving a gear ratio up signal, which will be described later, to open the briny pulley 3o.
The hydraulic chamber 35 of the secondary pulley 31 is relieved, and the movable pulley 34 is moved backward and upward relative to the fixed pulley 33 to widen the gap between them. Pressure oil is supplied to the fixed pulley 38 and movable pulley 39, and the gap between them is caught 2,
Therefore, it is controlled so that the shift speed per kilogram is more convenient. This No. 183 J: and No. 2'lff magnetic valve 4
4. , '15 constitutes a gear ratio adjusting device 5 that adjusts the gear ratio of the continuously variable transmission 4. In addition, 47
is primary pulley 30 and secondary pulley 31
There is a clutch valve 'C for nullifying the transmission relationship between the V bells 1 and 1 through 32.

Next, the operation of the opening control means 25 is shown in FIG.
This will be explained using a chic diagram. FIG. 3 shows the case where the maximum α (accelerator operation amount) including accelerator y1h is regarded as the required engine output pd.

As shown in FIG. 3, the control means 25 is provided with a first map M+ that maps the target engine speed Ne to the accelerator depression amount α in advance. During steady operation of the automobile, when the accelerator depression signal α from the accelerator position sensor 16 is input, the first map M1 indicates the target engine speed NO corresponding to the accelerator depression mα.
is determined, and this target engine speed Na signal is compared with the measured engine speed 'tr'lNc' signal from the engine speed sensor 20 using a comparator CI, and the deviation ΔNe is calculated.
When (=NO-NO') is 8Ne>O, the brake pedal depression signal β from the brake position sensor 18 is below a predetermined value (that is, the brake pedal is not depressed).
On the premise that 8 Ne < At the time of O, 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 of the continuously variable transmission 4 is changed to K(1(
In other words, feedback control is performed to reduce the engine speed (engine speed) to the target engine speed Ne. , Also, during steady operation, the accelerator depression mα i ∆ bow is input in the divider Di to calculate the accelerator depression ■α signal, that is, the engine output [] (I Divided by the engine rotational speed Na signal, [1 standard engine torque Te is obtained, and by dividing this target engine 1 Hercton'c (3g by 1↓ comparator C2), the actual measured engine 1~ The deviation ΔTe
When (=Te - Tc') is Δl-C>Q, a throttle valve opening increase signal is output to the throttle valve opening adjustment device 9 on the premise that the brake is not depressed as described above, and the throttle valve 8 While increasing the opening θ (that is, engine 1-rook), when Δ-e<Q, a throttle 1-le valve opening down signal is output to the throttle 1-le valve opening adjustment device 9, and the throttle is adjusted. Feedback control is performed to reduce the opening degree θ of valve 8 (that is, engine torque).
(target engine torque Te (target throttle valve pressure θ)).

Here, the above-mentioned first map M+ is shown in FIG.
The settings are as shown in a). However, during steady operation, as shown in fi characteristic curve 8 in Figure 5 (a),
In order to maximize the thermal efficiency, that is, the fuel efficiency, of the engine 1, the operating range is on the low rotation side (the side where the sliding resistance decreases) and the high load side (the side where the pumping rate decreases).
When the engine output pd is less than the first set value (P(11) in the figure, that is, when the accelerator depression mα is less than the first predetermined value), the engine speed Ne is set to the lowest value that can ensure stable engine operation. The engine 1-lux Te changes while the engine speed is maintained at NQl, and the engine output Pd changes between the first set value (Pd + ) and the second set value J (pdm), which is larger than the first set value J: (In other words, when the accelerator depression part α is between the first predetermined value and the second predetermined value), I, WO (Wide 0 pen T1
+rottlc) Maintain the engine torque Te at the maximum engine 1~lux Hcm along the curve or near A;
In other words, the engine rotational speed NO changes while the throttle valve opening θ is maintained at a set value θm at or near full open, and when the engine output l)d is equal to or higher than the second setting 1ifl (P dm ), the knock hill depression amount α is reached. is greater than or equal to the second predetermined value)
The characteristics are such that at the maximum engine speed J'4enl, the engine torque Te increases gradually due to the operation of the torque control device (the supercharger 13 and the air-fuel ratio ridge means described above).

After this engine performance curve A ('Ne - T'e curve), engine output Pd
d<accelerator depression Δ'J(x)-engine rotation speed N0 When reversed, the characteristic curve shown in FIG. 5(b) is obtained. This characteristic curve in Fig. 5(b) is the first map M1.
corresponds to That is, based on the value of this first map M1 and the value of the engine torque Tc obtained by dividing the engine output Pd (accelerator depression amount α) by the number of engine revolutions Ne using the above-mentioned de-shattering device D1, In response to the accelerator depression Dα, the gear ratio Kg, which controls the engine speed Nc, and the 1 liter valve distance θ, which controls the engine torque Te, are mutually adjusted, and the accelerator depression Mα is adjusted.
The engine performance characteristics are set so that the engine output Pd corresponds to the above-mentioned engine output Pd, and the engine performance characteristics conform to the Ne--re curve Δ in FIG. 5(a), which provides the best fuel efficiency.

On the other hand, when accelerating by depressing the accelerator pedal 17, the accelerator depression amount α signal from the accelerator position sensor 16 is differentiated by the differentiating circuit 27 to obtain the rate of change dα/dt of the accelerator depression. Then, during so-called medium acceleration when this change [(dα7/d[ is determined to be equal to or higher than a predetermined value by the second map M2), the accelerator depression amount α signal from the accelerator position sensor 1-16 changes at the combined discharge point P+. The correction value signal of the second map M2 is added and corrected, and from then on, based on this addition-corrected accelerator depression ωα1 signal, the gear ratio up signal or In addition to outputting a down signal to the gear ratio adjustment device 5 for feedback control, a rethrottle valve opening up or down signal is output to the throttle valve opening adjustment device 9 for comparison with the actual measured engine torque. After outputting and performing feedback control, the engine output Pd (J) is made to reach the peak of the engine output J corresponding to the accelerator depression part α, and then fixed point acceleration is performed.

Further, the comparator C3 uses the target accelerator pedal depression signal from the accelerator position sensor 16 to calculate the engine rotational speed N from the engine rotational speed 20.

Multiply the signal and the engine torque T (!signal) from the engine 1 to the cleanser 22 by I; 7 machine MLIT' and calculate the measured engine output Pd' (=N
e・-1-c) signal and its polarized par (α-NO-
When TO) is determined to be equal to or higher than a predetermined value by the third map M3, that is, during sudden acceleration when the accelerator pedal 17 is suddenly and greatly depressed, the above addition is determined at point P1. /
The accelerator pedal depression m (x signal) from the position sensor 20 is added and corrected so that the correction value signal of the third map M3 becomes the maximum engine output value P max, and based on this maximum engine output horn value P max signal. After that, the gear ratio is 9d3 and the throttle valve opening θ is changed as in the case of medium acceleration.
is feedback-controlled, so that the engine output Pd is controlled to the maximum engine output value Pmax to perform acceleration.

In addition, during so-called "joy acceleration" when the rate of change dα, /dt of the accelerator depression is determined to be equal to or higher than a predetermined value by the fourth map M4, the "'1" signal is used to adjust the air-fuel ratio based on the assumption that the brake pedal is not depressed. The ridge signal is output to the fuel injection valve 1o... and the fuel injection valve 1o...
By accelerating the fuel injection rate, the engine torque TO is immediately prevented from increasing further than the maximum engine engine torque Tem, and thereafter the value of the first map M1 and the value of the descaling device DI are changed. Based on the feedback control, the engine output Pd corresponding to the accelerator depression amount α is held constant, and the engine rotation speed Ne increases to the target engine rotation speed, and the acceleration is smoothly and responsively performed.J: Sea urchin ing. In addition, the accelerator depression change speed d
When α/dt is equal to or greater than a predetermined value according to the fifth map M5, the "1" signal causes an air-fuel ratio reflex 1 to value signal to be output to the fuel injection valve 10...
・The combustion angle is maintained at a value of 1~. It is preferable that the speed at which the air-fuel ratio is returned to the lean side be made to match the rate of increase in engine output during acceleration 11.1, since 1-lux shock can be prevented.

J, t, change the depression of the j7 creel pedal 16 in the return direction l! Speed governor lk' to adjust the vehicle speed to a constant (J)
For i, the rotation degree θ and the engine rotation speed N
1. Control with O. Due to the difference in puerility, J: first of all
The control based only on the value of is performed, and in response to the decreasing change in the actuating pill depression amount α, only the throttle contact distance is immediately decreased, and the engine output Pd is decreased to the target engine output. After that, the value of the first map M1 and the remover Di
110, the gear ratio Kg (engine speed Ne
) and the throttle valve opening θ change to the target values, thereby allowing speed regulation to be performed smoothly with good responsiveness and without torque shock.

Further, when the engine speed is high and the load is high, when the accelerator depression amount α is equal to or higher than the second predetermined value as determined by the sixth map M6, the target engine torque l''e signal determined by the sixth map M6 is inputted to the comparator C4 from the engine dollar cleanser 22. Compared with the measured engine torque To' signal, its deviation △T○ (-
When Te - Te ') is ΔTc>Q, a supercharging up signal is output to the electromagnetic clutch 171I on the assumption that the brake is not depressed, and the engine torque Te is increased by operating the supercharger 13.・GuO
Next, on the assumption that the brake is not depressed, a supercharging down signal is output to the electromagnetic clutch 14, and the supercharger 13
1. On the other hand, the brake position sensor 18 detects the depression of the brake pedal 19 and calculates the amount of depression by the brake position sensor 18. When β is greater than the predetermined value determined by the seventh map M7 during brake operation, i.e., during deceleration, the "1" signal outputs the (lower valve distance down signal, supercharging down signal, and air-fuel ratio cellar 1~value signal). At the same time, flip 1
The output of each signal associated with the depression of the [front] valve 7 is blocked through the control valve 28J3 and the inverter I+, and the output of the valves 1 to 8 is decreased and supercharging is performed. (Also, forcibly stop the operation of step 13 and maintain the set value of the air-fuel ratio.
T, and further inverted by inverter ■2 [○-1
The signal prevents the output of the fuel *1 ON signal to the fuel injection sword ↑10... and turns the fuel ΔF1] on as long as the engine speed Ne is above a predetermined value. Outputs the fuel to the fuel injection valve 10...
. . . so as to stop the fire detection from J-, thereby ensuring good deceleration 11L during brake operation.

Then, the brake depression amount β signal from the brake position sensor 18 is set to a first predetermined value by the eighth map M8.
1. During the so-called small deceleration, which is determined to be 1 or less, the engine rotation speed N1g from the engine rotation speed sensor 20 during the brake operation, which is sampled and held by the lean ring circuit 29 upon receiving the Fregie operation signal, is added to Ja P 2 L is corrected by the above-mentioned 8th map tVI8 & Koyoru minus correction (direct Ig), and this low rotation side (ε decrease?m corrected target engine rotation speed Net
Compare the signal ◆ In sentence type C5・, engine times φZi 'Jl
``Actual R11l engine rotation number N from Newly-20
Compared with e' signal, its (width difference ΔNe (=Ncl
-NO') or ΔNe>O (Ko(yo)) A gear ratio up signal is output to the gear shift L adjustment device 5 and the gear ratio K (In other words, the engine rotation also increases the father Ne by 7゛ζ, while when △Ne < O (this (also brake pedal 19 F) 1 included is changed as tIi, + 1ffi) * Ratio down signal Gear ratio adjustment device u5 (outputs and changes) does not change K() In other words, avoids reducing the engine speed Ne J: Feedback control is performed to avoid reducing the engine speed ¥ 1 person Ne to a lower speed than the rotation speed during brake operation During small decelerations where there are few deceleration requests, the engine speed is kept at the target engine rotational speed Neat during full-stroke so that the engine IsM sound can be quickly and effectively reduced by 1.

In addition, the above-mentioned brake depression amount β signal h'X eighth map M8
Accordingly, between L the first predetermined value and the second predetermined value larger than the first predetermined value.
When the speed is in the so-called middle range of 0, which is determined to be between the predetermined value, the engine rotation speed No. signal during brake operation is sent from the 1 numbering circuit 29. At fish P2, it is output as is without being corrected by the zero correction value signal from the 8th map M8: t't, and from then on, the gear ratio up signal or down signal is generated by comparing with the measured engine rotation speed as in the case of the above-mentioned small deceleration. (Variable) Feedback control is performed by outputting the output to the insect ratio adjustment equipment 5, so that the engine rotation speed Nc is maintained at ~ constant at the rotation speed at the time of brake operation, and engine braking performance that meets the deceleration request at mid-range speeds is achieved. /) Rira - [In order to reduce the engine familiarity
Ru.

Furthermore, the brake depression ■β signal is determined to be equal to or higher than the second predetermined value by the eighth map M8 (7'S, at the time of sudden deceleration, the engine rotation during the brake operation of the sampling circuit 29'hX etc. At the matching point P2, the number xc (L? No. (yo; As in the case of small deceleration mentioned above, feedback control is performed by comparing the actual engine rotation speed, so that the engine rotation speed Ne is set to the target engine rotation speed Ne2, which is higher than the rotation speed at the time of brake operation.
In this way, engine braking performance is maximized during sudden deceleration with a large deceleration request.

When the engine rotation tllNe' signal from the engine rotation speed control 20 is below a predetermined value, a throttle valve opening up signal 83 In addition to forcibly increasing the openpox θ, the fuel injection valve 10... ensures operability at extremely low engine speeds by injecting fuel from the fuel injection valve 10.
I'm doing it. Note that when the engine speed NC' signal is higher than a predetermined value, the output of the 1 liter valve distance down signal d
5 and the above-mentioned T+717 signal are allowed to be output.

Next, when returning to steady operation from the deceleration operation described above,
When one brake pedal is released, the pre-depression mβ signal from the brake position sensor 18 becomes less than a predetermined value, and the rOJ signal from the seventh matsub M7 is inverted by the inverter 11, and the signal is immediately activated by Gear ratio adjustment device 5 for the aforementioned gear ratio up signal J5 and down signal
The output is reduced to 1IC1 according to the depression amount α of the accelerator pedal 17 (with respect to the gear ratio Kg, that is, the engine rotational speed Ne). After that, when the engine speed N (6) approaches the target value, r I J iH is output from the 97th engine, and this "1" signal controls the throttle valve opening up signal J'3 and down signal. The output to the valve opening adjustment device 9 is allowed, and the throttle valve opening degree θ is increased to the target value (this increase control is performed).
When this approaches, the above-mentioned flip-flop 28 is reset to 1 by the "1" signal from the 10th map MIO, and from this, the air-fuel ratio rich signal, which was controlled to inhibit the output during deceleration, and the supercharging Noah amplifier Signal J3j: Each output of the supercharging down signal is allowed.

Therefore, when the car returns from a deceleration state, the fifth
As shown in characteristic curve B in Figure (a), when one brake pedal is released and the accelerator pedal 17 is depressed, the throttle valve opening θ, that is, the engine torque Only the number number changes to the throttle 1~le valve fully closed characteristic curve C and decreases, and after the gear ratio 1<g (engine speed NO> reaches the target +i'C1), the gear ratio 1<g( While the engine speed Ne) is held constant at the target value, the throttle valve opening θ (engine (-Lux Tc) increases to the target value and becomes the engine output Pd corresponding to the accelerator depression amount α. As a result, the time required to increase the throttle valve opening θ to the target value is shorter than when changing both the gear ratio Kl and the throttle valve opening θ to the target value at the same time. The consumption of fuel 1, which increases with the increase in the valve distance θ, that is, the amount of intake air, is suppressed to a minimum, and the above recovery is performed with low fuel consumption, thereby improving fuel efficiency. It's possible.

Incidentally, in the above embodiment, a case has been described in which the accelerator depression α is regarded as the requested engine output pd, but it may also be regarded as the requested vehicle speed VC. In this case, the first
As shown by the broken line in the figure, the output 'I'l1 of the continuously variable transmission 4
A vehicle speed sensor 50 is provided to detect the vehicle speed VC based on the rotational speed of 126, and its output is input to the control F stage 25. In the control means 25, as shown in FIG. l (3/J1 i's accelerator depression amount α signal and the vehicle iIJ+ (2 is controlled by a so-called P-I operation that performs an integral operation and a proportional operation in parallel.
It would be nice if you could introduce d. In addition, in this case, feedback is applied so that the difference between the engine output P (1 calculation includes an integral element, so the difference between the accelerator pedal α and the vehicle) Vc becomes zero, and during steady operation, the difference between the two becomes zero. The engine output Pd becomes zero, and the engine output Pd matches the running torque.

In addition, in the above example, during steady operation of the J vehicle, the constant speed ratio KgJ5J: and the throttle valve opening θ are changed in order to obtain the required engine output with the minimum fuel consumption according to the 77-khill depression α. However, the invention is not limited to this, but the point is to change the gear ratio 1〈9 and the throttle valve opening θ so that the engine output corresponds to the accelerator pedal depression. Yes, if it was.

Further, in the above embodiments, the control means 25 was constructed using an analog computer, but it is also applicable to a system constructed using a digital computer.

Furthermore, in the above embodiments, the air-fuel ratio is set to a constant value, but the air-fuel ratio may be changed in accordance with the engine load.

[Brief explanation of drawings]

The drawings illustrate an embodiment of the present invention, and FIG. 1 is a general schematic diagram, FIG. 2 is a schematic sectional view of a continuously variable transmission and its gear ratio adjusting device, and FIG. 3 is a diagram showing the operation of the control means. FIG. 4 is a partial operation explanatory diagram showing only the modified part as a modification of the control means, and FIG. 5 (a) and (b) are
) are explanatory diagrams explaining the engine performance characteristics (13 and 1st map), and Figure 6 is a diagram of the consumption rate curve. 1...Engine, 2...Wheels, 4... Continuously variable transmission, 5... Gear ratio adjustment device, 7... Intake passage, 8...
- Throttle valve, 9...S [1 Trutle valve adjustment device, 16...Accelerator position sensor (accelerator operation (5) detection means), 25...Control means.

Claims (1)

[Claims] (1) A continuously variable transmission interposed between the engine and the wheels, a gear ratio adjusting device for adjusting the gear ratio of the continuously variable transmission, and a throttle valve interposed in the intake passage of the engine;
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, and an output receiving device for receiving the output of the accelerator operation amount detection means.
The gear ratio adjustment device and the throttle valve adjustment device are controlled so that the engine output corresponds to the amount of accelerator operation, while the engine speed is adjusted to the target engine speed when returning to a steady state from a deceleration state. a control means for controlling only the gear ratio adjusting device at the time of operation, and then controlling the throttle valve opening adjusting device so that the throttle valve opening becomes the target throttle valve opening. Device.