JPS62146735A - Drive output control method for vehicle - Google Patents

Abstract

PURPOSE:To reduce a shock due to the abrupt fluctuation of the drive output before and after the speed change by controlling the engine output so as to eliminate the difference between the drive output of an automatic speed changer before the speed change and the drive output after the speed change. CONSTITUTION:The drive output generated by an automatic speed changer is calculated BI at the current speed change gear position AI. When the speed change is requested CI, the engine output is calculated EI at the requested speed change gear position DI so that the drive output generated by the automatic speed changer becomes equal to the calculated BI drive output. The speed change gear is switched to the requested speed change gear position, and the engine output is changed FI to the calculated result. That is, the engine output is controlled so that the difference between the drive output of the automatic speed changer before the speed change and the drive output after the speed change is eliminated. Accordingly, a shock due to the abrupt fluctuation of the drive output before and after the speed change can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a method for controlling the drive output of a vehicle, which controls the drive output before and after shifting of an automatic transmission.

[Prior Art] Conventionally, as a drive system for a vehicle, one shown in FIG. 11, for example, has been used. The system
It is commercially available as a device that converts the output of G into the drive output of the drive wheels using an automatic transmission ATM. In this automatic speed change IATM, the throttle pressure V is controlled by the throttle valve THVO according to the amount of depression of the accelerator pedal △CP, and the control circuit COM is controlled by the control circuit COM according to the speed change characteristics shown in FIG.
Solenoid valve No. 1. No. 2 (31, 32>) In order to drive and shift, the opening degree of the throttle valve THVA is detected by the throttle position sensor THPS,
In addition, the vehicle speed is detected by a vehicle speed sensor SS that detects the rotational speed of the drive output shaft OPS of the automatic transmission ATM. The shift characteristics shown in FIG. 12 are step-like, with the solid line representing the upshift characteristic and the dotted line representing the downshift characteristic.

By the way, as a method of controlling the drive output of the automatic transmission ATM, as described in Japanese Patent Application Laid-Open No. 174749/1982, when the automatic transmission IFIATM is shifted up, the intake air amount of the engine EG is limited and the intake air amount of the engine EG is limited. engine EG
A technique has been disclosed that attempts to reduce the shift shock at the time of upshifting by reducing the generated output and canceling out the energy released from the drive system.

Furthermore, as described in Japanese Patent Application Laid-Open No. 59-99046, the opening/closing speed of the throttle valve THVA, which adjusts the output of the engine EG, is controlled by the shift gear position and the rate of change in the amount of depression of the accelerator pedal ACP. Accordingly, a control technique for a throttle valve THVA that executes an opening/closing valve speed corresponding to an increasing response of the rotational speed of the engine EG is disclosed.

[Problems to be Solved by the Invention] However, in all of the above-mentioned conventional technologies, for example, as shown in FIG. , or when downshifting, it has not been possible to prevent a shock during gear shifting that occurs due to a stepwise increase in drive output. Note that the shift shock that occurs during downshifting is a particularly large shock. That is,
When the accelerator pedal ACP is depressed beyond the downshift line shown in Fig. 12, a shock occurs when downshifting because the drive torque increases due to the increase in the transmission gear ratio, and the accelerator pedal ACP is This is because the engine EG output torque increases due to the fact that the pedal is depressed more after the shift than before the shift.

On the other hand, there is a problem in that the acceleration that increases in stages during gear shifting of an automatic transmission cannot be used. That is, for example, as shown in FIG. 14, when the accelerator pedal ACP is depressed in 4th gear, the acceleration changes linearly up to 01.
Since the acceleration rapidly increases from 01 to 02 during the shift to the third speed, the problem that the period between 01 and G2 cannot be used stably as an output cannot be solved by the prior art. Furthermore, there is a problem that a busy shift occurs because the acceleration fluctuation between 01 and 02 becomes unstable.

[First Means for Solving the Problems] As shown in FIG. The drive output to be output is calculated (B I ), and if there is a request for a shift (CI>), the drive output output from the automatic transmission is calculated at the shift gear position (DI) where the request is made. An engine output that is the same as the drive output is calculated (EI), and then the transmission gear is switched to the requested transmission gear position, and the engine output is changed to the calculated result (FI).

Here, the method of detecting the transmission gear position includes, for example, a method of detecting the position of the shift lever of the automatic transmission, a method of checking a flag of a computer that performs shift control of the automatic transmission, or a method of detecting the position of the automatic transmission from the operating state within the automatic transmission. A method of detection is used.

As a method for calculating the drive output, for example, a method of detecting the output torque of the automatic transmission with a torque sensor, or a method of calculating from the engine output and the gear ratio of the automatic transmission is used.

The required shift state and the requested shift gear position may be determined, for example, from the position of the shift lever, or by the computer controlling the shift based on the engine rotational speed, output, fuel consumption rate, driver's request, etc. A determination is made by detecting a state in which a request is made.

Engine output can be controlled, for example, by varying the amount of intake air, ignition timing, or fuel injection amount.

On the other hand, the engine output value is calculated, for example, by detection using a torque sensor, or from the engine rotational speed and intake air amount.

Examples of methods for controlling engine output to a target include a method of detecting engine output torque or drive output torque of an automatic transmission with a torque sensor and performing feedback control;
Alternatively, a method is used in which the amount of intake air that achieves the target engine output is calculated and the throttle valve is driven to an opening degree corresponding to the amount of intake air.

[Second means for solving the problem] As shown in FIG. The current acceleration of the vehicle is calculated from the load and (b i ), and (
ci) If there is a request for a shift, (d i) Calculate the engine output so that the estimated acceleration of the vehicle at the shift gear position (el) at which the request was made is the same as the current acceleration. (fi) Next, the transmission gear is switched to the transmission gear position requested above, and the engine output is changed (to) 1>.

Here, the engine load is, for example, the depression of the accelerator pedal, the opening of the m1 throttle valve, or the measured value of the amount of intake air.

The current acceleration of the vehicle is, for example, a value obtained by estimating or calculating the acceleration of the vehicle from the engine load at the current transmission gear position.

The engine output at which the estimated acceleration of the vehicle and the above-mentioned current acceleration are the same is the engine output based on the value corrected by the ratio of the transmission gear so that the current acceleration before shifting and the acceleration after shifting are the same. It's about controlling.

[Operation] In the first aspect of the present invention, the output of the engine is controlled in a direction that eliminates the difference between the drive output before the shift of the automatic transmission and the drive output after the shift. As a result, the drive output before and after the shift does not fluctuate rapidly, so that the shock during the shift before and after the shift is reduced.

In the second invention, the engine output is controlled in a direction that eliminates the difference between the current acceleration before the shift and the estimated acceleration after the shift. As a result, the engine output is controlled based on the gear ratios of the transmission gears before and after shifting and the engine load.
Since sudden fluctuations in acceleration are eliminated, shocks at the time of shifting before and after shifting are reduced, and smooth acceleration of the vehicle can be obtained.

[Example] An embodiment of the invention is shown in FIGS. 3 and 4.

In the figure, reference numeral 10 denotes an engine, and the output of the engine 10 can be controlled by controlling the opening and closing of a throttle valve 13 provided in an intake pipe 12 by a throttle actuator 11. 20 is an automatic transmission; automatic transmission 20
are two solenoid valves (No.

1, No., 2>21a, 21b enables four-speed shifting. The throttle actuator 11 and the solenoid valves 21a and 21b are driven by signals from a control circuit 30, and the control circuit 30 includes sensors arranged in various parts of the vehicle including the engine 1C and the automatic transmission 20. is inputting a signal from

These sensors include a throttle position sensor 14 that detects the opening of a throttle valve 13 disposed in the intake pipe 12 of the engine 10, an engine rotation speed sensor 15 that detects the rotation speed of the engine 10, and a depression amount of the accelerator pedal 16. an accelerator depression amount sensor 17 that detects the amount of rotation, a vehicle speed sensor 23 that detects the rotation speed of the output shaft 22 of the automatic transmission which is proportional to the vehicle speed, and a slope sensor 24 that detects the slope of the road surface from the rate of change in atmospheric pressure.

The throttle position sensor 14 generates a signal proportional to the opening degree of the throttle valve 13, and the accelerator depression amount sensor 17 generates a signal proportional to the depression degree of the accelerator pedal 16. Further, the engine rotation speed sensor 15 sends a pulse signal whose frequency is proportional to the rotation speed of the engine 10.
The vehicle speed sensor 23 generates a pulse signal whose frequency is proportional to the vehicle speed.

The control circuit 30 is configured using a microcomputer, and the microcomputer includes a CPU 31
, ROM 32 , RAM 33 , input port 34 , and output port 35 are connected to each other by a common bus 36 . The input port 34 includes the above-mentioned sensors, A/D converters 37a, 37b, and a pulse input section 38a.
, 38b. A throttle actuator drive section 39 is connected to the output port 35.
, electromagnetic valve drive units 40a, 40b are connected.

In the ROM 32 of the microcomputer, there are, for example, patterns from 14% to 4% as shown in FIG. The gradient line for a gradient of +4% is memorized, and the engine speed Ne
A throttle opening θth line as shown in FIG. 6 is stored as a pattern for determining the engine torque Te from the throttle valve opening θth and the throttle valve opening θth.

Next, the characteristic curve shown in FIG. 7 used for drive output control in this embodiment will be explained. FIG. 7 is a curve obtained by determining the relationship between the throttle opening θth and the driving force F for each transmission gear position at a constant vehicle speed 1 based on the characteristics shown in FIG. A curve is shown for the fourth gear position. An example of a method for calculating the curve will be explained using FIG. 6. The engine speed N4 line in FIG. 6 shows the engine speed Ne when the vehicle is in 4th gear and a predetermined vehicle speed (for example, 40 km/h), and the engine speed N3 line shows the engine speed Ne when the vehicle is in 3rd gear. This indicates the number of rotations. As a result, from the curve in FIG. 6, the throttle opening 6th for each transmission gear position
and engine torque Te are determined. Therefore, the curve in FIG. 7 expresses the vehicle driving force F from this engine torque Te, F= ((Te xR>/r) (N)R:
Gear ratio r: This is calculated using the wheel radius formula. By using the curve in FIG. 7 when controlling the throttle opening degree 6th, which will be described later, it is possible to command the throttle actuator 11 to open the throttle valve 13 to achieve the target driving force F at a predetermined transmission gear position G. .

Next, the operation of this embodiment will be explained according to the operating curve shown in FIG. FIG. 8 shows the mutual relationship among the vehicle acceleration α, driving force F1 transmission gear position G, throttle opening θth, J: and accelerator depression IP at a predetermined constant vehicle speed. First, the conventional speed change operation is shown by dotted lines in the figure. Conventionally, the accelerator pedal 16 and the throttle valve 'I
3, the accelerator depression amount P (%) and throttle opening θt are directly connected, as shown in alQ in Fig. 8.
h (%) is changing in proportion. On the other hand, the acceleration α (m/82) of the vehicle shown in curve 6 increases as the driving force increases as shown in curve C from the time when the accelerator depression amount P (%) exceeds the predetermined value PbO in 4th gear. Started, accelerator pedal 5P is downshift pedal @pb
The acceleration increases continuously from αbo to αb1 until reaching l. At this point, the gear is downshifted from the 4th gear to the 3rd gear, and the acceleration rapidly increases from αb1 to αb2 as the driving force increases due to the torque increasing effect caused by the difference in the transmission gear ratio. Therefore, in the past, there was a sudden change in acceleration when changing gears as described above.

On the other hand, in this embodiment, sudden fluctuations in acceleration at the time of gear shifting are reduced, and as shown by line A in the figure, when the accelerator depression IP is Pvo, the vehicle is in a constant speed driving state, and this depression amount is As P increases toward the maximum value Pvmax, the acceleration α is continuously and linearly reduced to the maximum value αm
control so that it increases up to ax. The control for continuously and linearly changing the acceleration α will be explained below. As a method of linearly changing the acceleration even when the transmission gear is shifted, a method of linearly applying the driving force F to the vehicle as shown by line B is used. The driving force FO in the B line is the driving force F when the vehicle is traveling at a constant speed, that is, when the acceleration is "zero," and Fmax is the maximum driving force F when the maximum acceleration αmax is generated.

Next, the throttle opening θth (%) for each transmission gear position that generates the driving force F is obtained using the same method as the characteristic curve in FIG. 7, and the curve C shows the relationship between the throttle opening and the driving force. and 0 curve. Therefore, by controlling the throttle opening θth determined by the above method according to the accelerator depression amount P, the acceleration α can be reduced to “zero”.
can be obtained linearly from to αmax.

An example of the control shown above is the E curve. In this E curve, the throttle opening θt for each transmission gear position G when obtaining the linear acceleration α corresponding to the accelerator depression IP (%)
h(%) characteristics are shown.

The operation when the E curve is varied from Pvo to PVnaX will be explained. First, p
The throttle opening θth at the time of vo, that is, the throttle opening when maintaining a constant speed state, is
From the line Fo, the opening degree θthc corresponding to the C curve (3rd speed)
o, and the opening degree θthdo corresponding to the 0 curve (4th speed). In other words, θthcO in 3rd gear and θthdo in 4th gear are the same acceleration
It is shown that this is the opening degree to obtain "0". Next, in the case of the accelerator depression amount PtfiPv1, the acceleration shown by the A line is α1, and the driving force determined from the B line is shown by Fl. Therefore, in the case of PVI,
Throttle opening degree θth1 to obtain acceleration α1, C
θthcl from the curve is )q, and θthdl from the 0 curve
In this case, in the 0 curve, the throttle opening θth (%) reaches 100 (%). Therefore, the throttle opening degree 6th can be selectively controlled using the Dllttl line or the C curve until the accelerator depression P reaches PVI. When the accelerator is depressed beyond this 1) vl, the predetermined acceleration is achieved in 3rd gear based on the C curve, and when the accelerator depression interval is PV2, the throttle opening becomes 100% = θthC2. reach

In addition, set Pv2 to a value where the accelerator depression amount is 100% or less, downshift from 3rd gear to 2nd gear, and further,
It is also possible to obtain a large acceleration.

Also, if the same driving force F can be output, a higher gear,
In other words, by controlling the selection of a lower gear ratio,
Usually, the fuel consumption rate is improved.

Next, FIG. 9 shows the logic for calculating each of the characteristic lines A to E shown in FIG. 8 above. First, the accelerator depression depth P (%) is calculated from the detected value of the accelerator depression depth sensor 17 (process 50), and the acceleration of the vehicle corresponding to P, that is, the target acceleration αX is calculated (process 55). In calculating this αX, in addition to the above P,
PVO (%) (processing 60), and maximum acceleration αmax
is calculated (process 65). This pvo is calculated using a method determined by the detected values of the vehicle speed sensor 23 and slope sensor 24 and the slope line in FIG. 5. The calculation of the maximum acceleration αmax (processing 65) uses the detected value of the vehicle speed sensor 23, the calculated values of rolling resistance R3, air resistance Ra, and slope resistance Rk (processing 70), and the engine characteristic map 75 shown in FIG. A method is used to find it. Calculation of each of the above resistances R3, Ra, and Rk ('2!
! For the method 70), a method is used in which the vehicle speed sensor 23, the detected values of the gradient sensor 24, and the vehicle specifications 80 are used.

Next, the required driving force F to achieve the target acceleration αX determined above is calculated based on the respective resistances R3, Ra, and Rk (process 70) and vehicle specifications 80 (process 85). Then, the throttle opening 6th for each transmission gear position is calculated from the F, the engine characteristic map 75, and the vehicle speed (process 90), and the gear position that provides the minimum fuel efficiency in the calculation result is determined based on the fuel efficiency map 95. Based on the determination, the speed change solenoid valve is driven (process 97) and the slot 1 to slot actuators are driven (process 98).
The calculation processing performed in steps 98 to 98 will be explained in detail when referring to FIG. 10, which will be described later.

Next, the operation of each characteristic line A-E in FIG. 8 will be explained using FIG. 9. First, from the point in time when the accelerator depression level P (%) (process 50) exceeds Pvo (process 60) in 4th gear, move toward the arrow 1'' direction on the line, that is, toward the maximum acceleration αmax (process 65), to achieve the target acceleration. αX (processing 55) is increasing. With this increase in αX, the required driving force F
(Process 85) increases in the direction of arrow 1 on the B line, and the thrower 1~le opening θth shows the characteristics of the driving force F of the 4th speed and the thrower 1~le opening θth. It increases from the point in the direction of the arrow until point V (100%) (process 90). The relationship between the throttle opening degree θth and the accelerator depression IP at this time is shown on the 8 curve. That is, this is a portion that changes from point M to point 0 in the direction of arrow N. Here, on the 0 curve, the throttle opening θth corresponding to the driving force F reaches 100 (%), so the gear system and The throttle opening θth shifts, that is, it is represented by the relationship between the throttle opening 6th and the accelerator depression iP at point Q on the 5th curve (process 96). After the above-mentioned shift of the gear position, the accelerator pedal is further depressed: Δ amount P increases in the direction of arrow H, exceeding point R and reaching point W; Throttle opening θth increases in 3 directions up to point T, and on curve 8 from point Q to arrow U
The relationship between 6th and P moves in the direction up to point V. As shown above, when the accelerator pedal is depressed ff1P is on the line 1)
When increasing from vo to point W via point R, A
From Pvo to point R on the line, the throttle opening changes at the 4th gear position from point M on curve 5 to point 0, and from point R to point W on line A, from point Q to point V on curve 5. The throttle opening changes at the third gear position, and as a result, a continuous acceleration α is generated depending on the position of the accelerator pedal P.

Therefore, when the accelerator depression is increased, the acceleration increases linearly even if there is a downshift from 4th gear to 3rd gear, and on the other hand, the throttle opening increases the acceleration linearly. is operating nonlinearly.

A control flowchart of the operations described above is shown in FIG. First, various operating conditions, that is, engine speed Ne
(Step 100), accelerator depression amount Px (
Step 110), vehicle speed V (Step 120>, and gradient K (Step 130) are input. Next, the driving condition and vehicle specifications (constants not shown and for each vehicle stored on the map) are input. rolling resistance R3, air resistance Ra, and gradient resistance R
Calculate k (9!1 Theory 140). Next, vehicle speed V,
Based on the gradient conditions, the accelerator depression amount pvo indicating constant speed running is calculated on the map shown in FIG. 5 (step 150).

Next, based on each input value and calculated value obtained above and the transmission gear position G, the maximum acceleration αma at the current vehicle speed V is determined.
x is calculated (step 160).

The method for calculating αmax is to calculate the maximum value of the engine torque Te for each transmission gear position G that can achieve the current vehicle speed ■, calculate the driving force F from this Te, and then calculate the driving force F for the maximum value of F. This is a method to find acceleration. That is, to show an example using FIG. 6, when the vehicle speed is V, the engine rotation speed in the -4th gear is N4, and the engine rotational speed in the 3rd gear is N3. The N3 and N4
The maximum torque at each gear is determined from the point where the line intersects with Te when the throttle valve opening θth is 100%. The maximum torque of this 3rd gear is T3max.

The maximum driving force in each gear is determined from the maximum torque T 4ma of the fourth gear. In other words, the maximum driving force of 3rd gear F3+118X is F3max= (T3maxxR3>/rR3: Gear ratio r in 3rd gear: Maximum driving force of 4th gear, determined from the radius of the wheel): 4max is F4max= ( T4maxx R4) / rR4
:Gear ratio r at 4th gear: Determined from the radius of the wheel.

Next, the acceleration αmax of the larger one of the above 1" 3 + 11aX or F4111aX, for example, if l" 3max is larger, αmax = (F3max - (Rs + Ra + R
k))/WR3: Rolling resistance Ra: Air resistance Rk: Gradient resistance W: Vehicle type ■ Calculated from.

On the deceleration side, the maximum deceleration g max is calculated from the engine braking force obtained when the throttle valve 13 is fully opened, the transmission gear position G, the rolling resistance R3, the air resistance Ra, and the gradient resistance Rk as qmax = (F+ (Rs +
It is calculated from Ra + R1> ) /W.

Next, the mixed acceleration αmax obtained by 19 in each step above
, the accelerator depression 1lPX, and the steady accelerator opening pvo (step 1).
70). This αX is a value condensed from the accelerator depression amount PX, and αma:< is proportionally distributed by l)
This is to establish the following. In other words, Pvo, px, and pvmax, which are necessary for the relationship shown in Figure 5, are expressed as PVO
= α0, PX = αX 1 and pvmax = αm
ax, and based on the relationship, the target acceleration αX is determined as: crx = crmax, x (Px − Pvo) /
It is determined by the formula (Pvmax-Pvo).

Similarly, on the deceleration side, the target deceleration gx is gx = gmax x (pvo-px > /PVO
It is calculated using the formula.

Next, the required driving force F to generate the target acceleration αX is calculated (step 180). This F is F=αX
It is calculated from the formula W+Rk +Rs +R,a.

The throttle opening degree θth for outputting the above-mentioned required driving force F is calculated for each transmission gear position G at which the current vehicle speed V can be achieved, based on the map shown in FIG. 7 (step 190). .

Next, the transmission gear position G is selected (step 2
00>. In this selection, the minimum fuel consumption rate is selected based on a fuel consumption rate map (not shown) or the like. Further, since the fuel consumption rate is usually lower at a higher transmission gear position, the highest possible transmission gear position G is selected. Furthermore, when this gear position @G is selected, control is performed to prevent frequent gear changes by making the accelerator depression ff1P during upshift smaller than the accelerator depression ff1P during downshift.

Next, when the solenoid valve drive signal that achieves the shift gear position G determined above is set to the solenoid valve 2.1 (2Ta, 21b), the throttle valve opening θth at this shift gear; A drive signal is output to the throttle actuator 11 so as to achieve this (step 210).

By executing the above control flowchart, even when switching the transmission gear position G, the acceleration and driving force do not fluctuate before and after the switching, and according to the accelerator depression ff1Px, t: continuous and linear acceleration α ,
and driving force F can be obtained.

Therefore, when the speed change gear position G is switched, the sudden acceleration and the fluctuation in the driving force are 4C. As a result, there is no shock during gear shifting, and the acceleration α or driving force F can be obtained continuously and linearly in accordance with the accelerator depression Px. It becomes possible to use it stably depending on the situation a). Furthermore, since the full throttle range of high gears is used, fuel efficiency is improved.

[Effects of the Invention] According to the first invention, since the engine output is controlled in the direction of eliminating the difference in drive output before and after the shift, the difference in the drive output before and after the shift is eliminated.
Shock no longer occurs when shifting gears.

According to the second aspect of the invention, engine output is controlled based on the shift gear position and engine load, the difference in acceleration of the vehicle is reduced, and no shock occurs during gear shifts. Therefore, it is possible to provide a vehicle drive output control method that has high drivability and can continuously and linearly control the drive output and acceleration.

[Brief explanation of drawings]

FIG. 1 is a flowchart showing the configuration of the first invention, FIG. 2 is a flowchart showing the configuration of the second invention, FIG. 3 is a configuration diagram of the embodiment, and FIG. 4 is a block diagram showing the configuration of the embodiment.
FIG. 5 is a graph showing the slope characteristics of the example, FIG. 6 is a graph showing the throttle characteristics of the example, FIG. 7 is a graph showing the driving force characteristics of the example, and FIG. 8 is a graph showing the operating characteristics of the example. 9 is a block diagram showing the logic of this embodiment, FIG. 10 is a flowchart showing the control of the embodiment, FIG. 11 is a configuration diagram of the conventional example, and FIG. 12 shows the shift line of the conventional example. 13 is a graph showing the shift characteristics of the conventional example, and FIG. 14 is a graph showing the acceleration characteristics during shifting of the conventional example. 10... Engine 11... Throttle actuator 13... Throttle valve 14... Throttle position sensor 15... Engine rotation speed sensor 17... Accelerator depression amount sensor 20... Automatic transmission 23...・Vehicle speed sensor 30...control circuit

Claims (1)

[Scope of Claims] 1. A method for controlling the drive output that the automatic transmission outputs to the drive wheels in a vehicle equipped with an automatic transmission that transmits engine output to the drive wheels via a stepped transmission gear. A method for controlling drive output for a vehicle, comprising controlling the output of the engine in a direction that eliminates a difference between the drive output of the automatic transmission and the drive output after shifting of the automatic transmission. 2. In a vehicle equipped with an automatic transmission that transmits engine output to the drive wheels via a stepped transmission gear, a method for controlling the drive output outputted by the automatic transmission to the drive wheels, the method comprising: Calculating the current acceleration of the vehicle from the transmission gear position, and further calculating the estimated acceleration of the vehicle from the engine load and the transmission gear position after shifting, so as to eliminate the difference between the current acceleration and the estimated acceleration, A method for controlling a drive output of a vehicle, comprising controlling the output of the engine. 3. The vehicle drive output control method according to claim 2, wherein the engine load is input data corresponding to the intake air amount.