JPS6233090B2 - - Google Patents

Info

Publication number
JPS6233090B2
JPS6233090B2 JP57005619A JP561982A JPS6233090B2 JP S6233090 B2 JPS6233090 B2 JP S6233090B2 JP 57005619 A JP57005619 A JP 57005619A JP 561982 A JP561982 A JP 561982A JP S6233090 B2 JPS6233090 B2 JP S6233090B2
Authority
JP
Japan
Prior art keywords
engine
output
signal
rotation speed
engine output
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.)
Expired
Application number
JP57005619A
Other languages
Japanese (ja)
Other versions
JPS58122340A (en
Inventor
Zenji Kamyama
Yasunari Kajiwara
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to JP57005619A priority Critical patent/JPS58122340A/en
Publication of JPS58122340A publication Critical patent/JPS58122340A/en
Publication of JPS6233090B2 publication Critical patent/JPS6233090B2/ja
Granted legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18Propelling the vehicle
    • B60W30/1819Propulsion control with control means using analogue circuits, relays or mechanical links
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18Propelling the vehicle
    • B60W30/188Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H2061/0015Transmission control for optimising fuel consumptions

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Velocity Or Acceleration (AREA)

Description

【発明の詳細な説明】 本発明は車両のエンジンおよび変速機の制御を
総合的に行う車両の動力系制御装置に関するもの
である。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle power system control device that comprehensively controls a vehicle engine and transmission.

一般にエンジンにおいて、その回転数と出力ト
ルクとの関係は第1図に示すようになり吸気マニ
ホールドの負圧をパラメータとする。)、空気と燃
料の混合気の吸入圧力が一定であれば回転数によ
つて出力トルクが変化し、低速回転および高速回
転では出力トルクが小さくその間のある適当な回
転数で出力トルクは最大になる。又、空気と燃料
の混合気の吸入圧力が高くなれば出力トルクも大
きくなる。第1図のaはスロツトル弁全開で混合
気の吸入圧力が最も高くなつた場合を示す。さら
に、エンジンの出力トルクは空気と燃料との混合
比即ち空燃比や点火時期によつても変化する。こ
のため、エンジンの制御は主として空燃比と点火
時期を制御することによつて意図した運転性能が
得られるように行なわれる。
Generally, in an engine, the relationship between its rotational speed and output torque is as shown in FIG. 1, using the negative pressure of the intake manifold as a parameter. ), if the intake pressure of the air and fuel mixture is constant, the output torque will change depending on the rotation speed, and the output torque will be small at low and high speed rotations, and will reach its maximum at an appropriate rotation speed in between. Become. Furthermore, as the suction pressure of the air-fuel mixture increases, the output torque also increases. A in FIG. 1 shows the case where the throttle valve is fully open and the suction pressure of the air-fuel mixture is at its highest. Furthermore, the output torque of the engine also changes depending on the mixture ratio of air and fuel, that is, the air-fuel ratio, and the ignition timing. For this reason, the engine is controlled primarily by controlling the air-fuel ratio and ignition timing so as to obtain the intended operating performance.

しかるに従来における車両の動力系の制御はエ
ンジンの制御と変速機の制御が個別に行われてお
り、エンジンの制御はエンジンのみにおいて行わ
れるために変速機の変速比が適当でないと動力系
は十分に性能を発揮できないという問題があつ
た。例えば、車両を急加速したい場合にエンジン
の出力トルクを高くしても変速機の変速比が小さ
いと十分なトルクが得られずに燃料の消費量だけ
が多くなる。又、高速の一定速度で走行したい場
合に変速比を大きくすればエンジンの回転数は多
くなり、やはり燃料の消費量が多くなる。一方、
変速機においても個別に制御を行つているために
同様の問題が生じた。
However, in conventional vehicle power system control, engine control and transmission control are performed separately, and engine control is performed only by the engine, so if the transmission gear ratio is not appropriate, the power system will not function properly. There was a problem that the performance could not be demonstrated. For example, when you want to rapidly accelerate a vehicle, even if you increase the output torque of the engine, if the gear ratio of the transmission is small, sufficient torque will not be obtained and only fuel consumption will increase. Furthermore, if the gear ratio is increased when the vehicle wants to run at a constant high speed, the engine rotational speed will increase, which will also increase the amount of fuel consumed. on the other hand,
A similar problem arose in the transmission because it was individually controlled.

本発明は上記のような問題点を除去しようとし
て成されたものであり、車両におけるエンジンと
変速機とを総合的に制御することにより車両の運
転を燃料消費量が最小で効率良く行うことができ
る車両の動力系制御装置を提供することを目的と
する。
The present invention has been made in an attempt to eliminate the above-mentioned problems, and it is possible to drive the vehicle efficiently with minimum fuel consumption by comprehensively controlling the engine and transmission of the vehicle. The purpose of the present invention is to provide a vehicle power system control device that can perform the following tasks.

第2図はエンジンの出力パワー当りの燃料消費
量の一例を示すもので、実線は等燃費曲線であ
り、点線はエンジン回転数を増加していつた際に
等燃費曲線を垂直に切る線で最低燃費曲線であ
る。等燃費曲線の中心へ行く程燃費消費量は少く
なる。変速機の出力側の出力トルクと回転数をあ
る値にしようとする場合、エンジンの状態と変速
機の変速比との組合せは種々考えられるが、本発
明による制御装置では燃料消費量が最小となるよ
うにエンジンの状態と変速比を制御するものであ
る。
Figure 2 shows an example of fuel consumption per unit of output power of the engine.The solid line is the equal fuel consumption curve, and the dotted line is the line that vertically cuts the equal fuel consumption curve as the engine speed increases, and the lowest This is the fuel consumption curve. Fuel consumption decreases as you move toward the center of the isofuel consumption curve. When trying to set the output torque and rotation speed on the output side of the transmission to a certain value, various combinations of the engine condition and the gear ratio of the transmission can be considered, but the control device according to the present invention can minimize fuel consumption. It controls the engine condition and gear ratio so that the

以下本発明の実施例を図面とともに説明する。
第3図において、1はエンジンで、エンジン1に
はその出力軸2を介して変速比を連続的に変える
ことができる無段変速機3が連結され、無段変速
機3には駆動軸4などを介して駆動輪5が連結さ
れる。6は車両の運転者が操作するアクセルペダ
ル、7はアクセルペダル6の動作量を検出しこれ
に対応したエンジン出力指令信号を出す検出器
で、アクセルペダル6と検出器7により指令手段
を形成する。8はエンジン1の吸入空気流量を測
定する空気流量センサで、空気流量センサ8はエ
ンジン出力計測手段を形成する。9は検出器7の
出力信号と空気流量センサ8の出力信号とを入力
されてその差信号を出力するエンジン制御装置、
10はエンジン1の気化器又は混合器のスロツト
ル弁で、スロツトル弁10はエンジン1に吸入さ
れる空気量および燃料量を調節し、エンジン出力
を調節する。スロツトル弁10はアクセルペダル
6とは連動しない。11はエンジン制御装置9の
出力に対応してスロツトル弁10の開度を調節す
るスロツトル弁調整装置、12は空気流量センサ
8の出力に対応してエンジン回転数指令信号を発
生する関数発生器、13はエンジン制御装置9の
出力信号を加算器14に適した信号に変換する変
換器で、加算器14は関数発生器12および変換
器13の各出力を入力されてその和信号を出力す
る。15は出力軸2に設けられてエンジン回転数
を計測するエンジン回転数センサ、16は加算器
14およびエンジン回転数センサ15の各出力信
号を入力されてその差信号を出力する変速機制御
装置、17は変速機制御装置16の出力に対応し
て無段変速機3の変速比を調節する変速比調整装
置である。
Embodiments of the present invention will be described below with reference to the drawings.
In FIG. 3, reference numeral 1 denotes an engine, and the engine 1 is connected to a continuously variable transmission 3 that can continuously change the gear ratio via its output shaft 2, and the continuously variable transmission 3 is connected to a drive shaft 4. The drive wheels 5 are connected via, for example. 6 is an accelerator pedal operated by the driver of the vehicle; 7 is a detector that detects the amount of operation of the accelerator pedal 6 and outputs a corresponding engine output command signal; the accelerator pedal 6 and the detector 7 form a command means. . Reference numeral 8 denotes an air flow rate sensor that measures the intake air flow rate of the engine 1, and the air flow rate sensor 8 forms engine output measuring means. Reference numeral 9 denotes an engine control device which receives the output signal of the detector 7 and the output signal of the air flow sensor 8 and outputs a difference signal therebetween;
10 is a throttle valve of the carburetor or mixer of the engine 1, and the throttle valve 10 adjusts the amount of air and fuel taken into the engine 1, and adjusts the engine output. The throttle valve 10 is not interlocked with the accelerator pedal 6. 11 is a throttle valve adjusting device that adjusts the opening degree of the throttle valve 10 in response to the output of the engine control device 9; 12 is a function generator that generates an engine rotation speed command signal in response to the output of the air flow sensor 8; A converter 13 converts the output signal of the engine control device 9 into a signal suitable for the adder 14. The adder 14 receives the outputs of the function generator 12 and the converter 13, and outputs a sum signal. 15 is an engine rotation speed sensor provided on the output shaft 2 and measures the engine rotation speed; 16 is a transmission control device that receives the output signals of the adder 14 and the engine rotation speed sensor 15 and outputs a difference signal; Reference numeral 17 denotes a gear ratio adjustment device that adjusts the gear ratio of the continuously variable transmission 3 in accordance with the output of the transmission control device 16.

上記装置においては、運転者がアクセルペダル
6を踏み込むと、検出器7はアクセルペダル6の
踏み込みの状態を検出して急加速するのかどうか
あるいは車速はいくらかなど運転者の意志を感知
し、これに応じてエンジン出力指令信号を出力す
る。この信号はエンジン制御装置9を介してスロ
ツトル弁調整装置11に与えられ、スロツトル弁
調整装置12はスロツトル弁10の開度を調節
し、エンジン出力を調節する。エンジン出力は吸
入混合気の質量に対応しているので例えばエンジ
ン1への空気流量あるいは燃料流量を測定するこ
とによりエンジン出力を測定することができる。
従つて、空気流量センサ8の出力によりエンジン
出力を検知することができ、この出力信号はエン
ジン制御装置9へフイードバツクされ、スロツト
ル弁10は空気流量センサ8の出力信号が検出器
7の出力信号と等しくなるように制御される。
In the above device, when the driver depresses the accelerator pedal 6, the detector 7 detects the state of depressing the accelerator pedal 6 and senses the driver's intention, such as whether to accelerate suddenly or what the vehicle speed is. Accordingly, an engine output command signal is output. This signal is given to the throttle valve adjustment device 11 via the engine control device 9, and the throttle valve adjustment device 12 adjusts the opening degree of the throttle valve 10 and adjusts the engine output. Since the engine output corresponds to the mass of the intake air-fuel mixture, the engine output can be measured, for example, by measuring the air flow rate or fuel flow rate to the engine 1.
Therefore, the engine output can be detected by the output of the air flow sensor 8, and this output signal is fed back to the engine control device 9, and the throttle valve 10 detects the output signal of the air flow sensor 8 and the output signal of the detector 7. controlled to be equal.

一方、空気流量センサ8の出力信号に対応して
関数発生器12からはエンジン回転数指令信号が
発生され、又エンジン制御装置9の出力は変換器
13において加算器14に適した信号に変換さ
れ、関数発生器12および変換器13の各出力信
号は加算器14において加算され、この加算信号
とエンジン回転数センサ15の出力信号とが変速
機制御装置16において比較され、この両者が等
しくなるように変速比が調整されるよう変速機制
御装置16から変速比調整装置17へ信号が送ら
れる。
On the other hand, an engine rotation speed command signal is generated from the function generator 12 in response to the output signal of the air flow sensor 8, and the output of the engine control device 9 is converted by the converter 13 into a signal suitable for the adder 14. , the output signals of the function generator 12 and the converter 13 are added in the adder 14, and this added signal and the output signal of the engine rotation speed sensor 15 are compared in the transmission control device 16 so that the two become equal. A signal is sent from the transmission control device 16 to the speed ratio adjustment device 17 so that the speed change ratio is adjusted accordingly.

例えば、いま、アクセルペダル6を踏み込んで
加速しようとした場合、まず検出器7からのエン
ジン出力指令信号が大きくなつて空気流量センサ
8の出力信号との間に差が生じ、エンジン制御装
置9からスロツトル弁調整装置11へスロツトル
弁10の開度を大きくするよう信号が送られる。
しかし、車速は急には増大しないためエンジン回
転数も増大せず、エンジン出力も増大しない。車
速を上げるためには駆動軸4のトルクを大きくす
る必要があり、そのためにエンジン回転数指令信
号に基いて無段変速機3の変速比を制御する。空
気流量センサ8の出力に対応して関数発生器12
から加算器14にエンジン回転数指令信号が与え
られ、又エンジン制御装置9の出力に対応した変
換器13の出力信号が加算器14に与えられる。
変換器14の出力信号はアクセルペダル6の踏み
込みによつて増大するので加算器14の出力信号
は増大し、エンジン回転数センサ15の出力は急
には増大しないため変速機制御装置16から変速
比調整装置17へ大きな信号が加わり、無段変速
機3の変速比は大きくなる。これによつて、駆動
軸4のトルクが増大するので車速が増大し、エン
ジン回転数を増大するのでエンジン出力も増大す
る。従つて、空気流量センサ8の出力が大きくな
りエンジン制御装置9の出力が次第に零に近づ
き、エンジン出力は安定する。又、加算器14の
出力は低下してエンジン回転数指令信号に近づ
き、エンジン回転数センサ15の出力が増大する
ので変速機制御装置16の出力が零に近づき、変
速比は次第に小さくなり安定する。このようにス
ロツトル弁10および無段変速機3をフイードバ
ツク制御することにより、アクセルペダル6の踏
み込みに応じたエンジン出力およびエンジン回転
数になるよう制御され、又変速比は急加速時には
大きくなり車速が上昇してくると小さくなるよに
制御される。
For example, if you now try to accelerate by depressing the accelerator pedal 6, the engine output command signal from the detector 7 will first increase, causing a difference between the output signal from the air flow sensor 8 and the engine control device 9. A signal is sent to the throttle valve adjusting device 11 to increase the opening degree of the throttle valve 10.
However, since the vehicle speed does not suddenly increase, the engine speed also does not increase, and the engine output does not increase either. In order to increase the vehicle speed, it is necessary to increase the torque of the drive shaft 4, and for this purpose, the gear ratio of the continuously variable transmission 3 is controlled based on the engine rotation speed command signal. A function generator 12 corresponds to the output of the air flow sensor 8.
An engine rotational speed command signal is applied to the adder 14 from the adder 14, and an output signal of the converter 13 corresponding to the output of the engine control device 9 is applied to the adder 14.
Since the output signal of the converter 14 increases as the accelerator pedal 6 is depressed, the output signal of the adder 14 increases, and since the output of the engine rotation speed sensor 15 does not suddenly increase, the transmission control device 16 determines the gear ratio. A large signal is applied to the adjustment device 17, and the gear ratio of the continuously variable transmission 3 increases. As a result, the torque of the drive shaft 4 increases, so the vehicle speed increases, and the engine rotational speed increases, so the engine output also increases. Therefore, the output of the air flow sensor 8 increases, the output of the engine control device 9 gradually approaches zero, and the engine output becomes stable. Further, the output of the adder 14 decreases and approaches the engine speed command signal, and the output of the engine speed sensor 15 increases, so the output of the transmission control device 16 approaches zero, and the gear ratio gradually decreases and becomes stable. . By controlling the throttle valve 10 and the continuously variable transmission 3 in this way, the engine output and engine speed are controlled to correspond to the depression of the accelerator pedal 6, and the gear ratio increases during sudden acceleration to reduce the vehicle speed. It is controlled so that it becomes smaller as it rises.

尚、上記の制御の過程においては燃料消費量や
運転性が最適となるとは限らない。そこで、燃料
消費量を最適にするには例えばエンジン出力とエ
ンジン回転数とが第2図の点線で示た最低燃費曲
線に沿う関係で変化するように制御するのが良
く、例えば検出器7あるいは関数発生器12に予
めマツプまたはプログラムによる演算機能を持た
せておき、エンジン出力指令信号とエンジン回転
数指令信号とが最低燃費曲線に沿つて時間的に変
化するようにするのが良い。又、上記実施例では
エンジン出力計測手段として空気流量センサ8を
用いたが、エンジン1の吸入燃料流量を計測する
燃料流量センサを用いても良い。
Incidentally, in the above control process, fuel consumption and drivability are not necessarily optimized. Therefore, in order to optimize the fuel consumption, it is best to control the engine output and engine speed so that they follow the minimum fuel consumption curve shown by the dotted line in Figure 2. It is preferable that the function generator 12 is provided with a calculation function based on a map or a program in advance so that the engine output command signal and the engine rotation speed command signal change over time along the minimum fuel consumption curve. Further, in the above embodiment, the air flow rate sensor 8 is used as the engine output measuring means, but a fuel flow rate sensor that measures the intake fuel flow rate of the engine 1 may also be used.

以上のように本発明においては、運転者がエン
ジン出力を指令する指令手段、エンジン出力およ
びエンジン回転数を夫々計測する各計測手段、エ
ンジン出力計測手段の出力信号に対応したエンジ
ン回転数指令信号を発生する関数発生手段、エン
ジン出力調節手段および変速比調節手段などを設
け、エンジン出力指令信号とエンジン出力計測信
号との差信号に応じてスロツトル弁を制御すると
ともに、関数発生手段の出力信号に前記差信号を
加えた信号とエンジン回転数計測信号との差信号
に応じて変速比調節手段を制御している。このた
め、エンジン出力の制御と変速比の制御を同時に
行うことができ、例えば急加速時には変速比が自
動的に大きくなり大きなトルクが得られて急加速
が円滑に行われ、又車速が上昇してくると変速比
が自動的に小さくなりエンジン回転数を不必要に
大きくしなくて良い。このような結果、車両の運
転を運転者が意図するようにかつ燃料消費量が最
小となるように効率良く行うことができる。
As described above, in the present invention, the driver commands the engine output, the measuring means for measuring the engine output and the engine speed, and the engine speed command signal corresponding to the output signal of the engine output measuring means. A function generating means, an engine output adjusting means, a speed ratio adjusting means, etc. are provided, and the throttle valve is controlled according to the difference signal between the engine output command signal and the engine output measurement signal, and the output signal of the function generating means is The gear ratio adjusting means is controlled in accordance with the difference signal between the signal added with the difference signal and the engine rotational speed measurement signal. Therefore, it is possible to control the engine output and the gear ratio at the same time. For example, when accelerating suddenly, the gear ratio is automatically increased to obtain a large torque, smoothing the sudden acceleration, and increasing the vehicle speed. As the speed increases, the gear ratio automatically decreases, so there is no need to unnecessarily increase the engine speed. As a result, the vehicle can be driven efficiently as intended by the driver and with minimum fuel consumption.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図はエンジンの出力特性図、第2図はエン
ジンの燃料消費量の特性図、第3図は本発明に係
る車両の動力系制御装置の構成図。 1……エンジン、2……出力軸、3……無段変
速機、4……駆動軸、5……駆動輪、6……アク
セルペダル、7……検出器、8……空気流量セン
サ、9……エンジン制御装置、10……スロツト
ル弁、11……スロツトル弁調整装置、12……
関数発生器、13……変換器、14……加算器、
15……エンジン回転数センサ、16……変速機
制御装置、17……変速比調整装置。
FIG. 1 is an engine output characteristic diagram, FIG. 2 is an engine fuel consumption characteristic diagram, and FIG. 3 is a configuration diagram of a vehicle power system control device according to the present invention. 1... Engine, 2... Output shaft, 3... Continuously variable transmission, 4... Drive shaft, 5... Drive wheel, 6... Accelerator pedal, 7... Detector, 8... Air flow sensor, 9... Engine control device, 10... Throttle valve, 11... Throttle valve adjustment device, 12...
Function generator, 13... converter, 14... adder,
15... Engine speed sensor, 16... Transmission control device, 17... Gear ratio adjustment device.

Claims (1)

【特許請求の範囲】[Claims] 1 エンジン出力を変速比連続可変の動力伝達装
置を介して駆動軸に伝えるようにした車両におい
て、車両の運転者がエンジン出力を指令する指令
手段と、エンジン出力を計測するエンジン出力計
測手段と、エンジン回転数を計測するエンジン回
転数計測手段と、エンジン出力計測手段の出力信
号に対応してエンジン回転数指令信号を発生する
関数発生手段と、指令手段の出力信号とエンジン
出力計測手段の出力信号との差信号に応じてエン
ジン出力を調節するスロツトル弁と、関数発生手
段の出力信号に前記差信号を加えた信号とエンジ
ン回転数計測手段の出力信号との差信号に応じて
動力伝達装置の変速比を調節する変速比調節手段
とを備えたことを特徴とする車両の動力系制御装
置。
1. In a vehicle in which engine output is transmitted to a drive shaft via a continuously variable transmission ratio power transmission device, a command means for a vehicle driver to command engine output, an engine output measurement means for measuring engine output, An engine rotation speed measurement means for measuring engine rotation speed, a function generation means for generating an engine rotation speed command signal in response to an output signal of the engine output measurement means, and an output signal of the command means and an output signal of the engine output measurement means. a throttle valve that adjusts the engine output according to the difference signal between the two; and a throttle valve that adjusts the engine output according to the difference signal between the output signal of the function generating means and the output signal of the engine rotation speed measuring means. 1. A power system control device for a vehicle, comprising a gear ratio adjusting means for adjusting a gear ratio.
JP57005619A 1982-01-14 1982-01-14 Power system controller of vehicle Granted JPS58122340A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57005619A JPS58122340A (en) 1982-01-14 1982-01-14 Power system controller of vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57005619A JPS58122340A (en) 1982-01-14 1982-01-14 Power system controller of vehicle

Publications (2)

Publication Number Publication Date
JPS58122340A JPS58122340A (en) 1983-07-21
JPS6233090B2 true JPS6233090B2 (en) 1987-07-18

Family

ID=11616187

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57005619A Granted JPS58122340A (en) 1982-01-14 1982-01-14 Power system controller of vehicle

Country Status (1)

Country Link
JP (1) JPS58122340A (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5531669A (en) * 1978-08-30 1980-03-06 Toyota Motor Corp Speed change timing instructor for vehicle speed change gear

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5531669A (en) * 1978-08-30 1980-03-06 Toyota Motor Corp Speed change timing instructor for vehicle speed change gear

Also Published As

Publication number Publication date
JPS58122340A (en) 1983-07-21

Similar Documents

Publication Publication Date Title
JP4529726B2 (en) POWER OUTPUT DEVICE, CONTROL METHOD FOR POWER OUTPUT DEVICE, AND VEHICLE WITH THE SAME
US4589302A (en) Control system for an automotive driving system including an engine throttle valve and a stepless transmission
USRE37469E1 (en) Continuously variable transmission control apparatus
US20060089232A1 (en) Drive apparatus for hybrid vehicle and control method and control device therefor
US4543855A (en) Method for operating a vehicle having an automatic, continuously variable gear ratio transmission
JPH0794214B2 (en) Device for using negative torque for braking of power transmission device having continuously variable transmission
JPS62118038A (en) Method for setting engine torque for vehicle
US4359028A (en) Apparatus for providing uniform acceleration for an internal combustion engine
US5233888A (en) Method and system of controlling shift of transmission speed ratio for gas turbine engine vehicle
JP4411795B2 (en) Drive device and control method thereof
SE502614C2 (en) Apparatus for controlling the engine braking power of an internal combustion engine
JPS6233089B2 (en)
JPS6233090B2 (en)
JPS6233088B2 (en)
JPS6233091B2 (en)
JP2658347B2 (en) Engine output control method
JP2621085B2 (en) Fuel supply control device for internal combustion engine
JPS6233092B2 (en)
JPS6233087B2 (en)
JPS6233093B2 (en)
WO1989010477A1 (en) Adaptive charge mixture control system for internal combustion engine
JP3978981B2 (en) Vehicle travel control device
JP3719346B2 (en) Engine control device
JPH07329609A (en) Power train control device at the time of turning travel of vehicle
JPS63154837A (en) Throttle valve controller