JPH0429894B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is for comprehensively controlling the drive system of an automobile aiming at improving fuel efficiency, for example.
A drive control device that controls engine output by mutually adjusting the opening of a throttle valve and the gear ratio of a transmission according to the amount of accelerator operation such as the amount of accelerator pedal depression, etc. Regarding measures to eliminate overheating during

(Prior Art) In general, in order to improve the thermal efficiency, that is, the fuel efficiency, of an automobile equipped with an engine such as a reciprocating engine, it is necessary to reduce mechanical losses such as pumping loss and sliding resistance, and to improve combustion efficiency. is preferred. As an example, looking at mechanical loss, if the air-fuel ratio of the air-fuel mixture supplied to the engine is set constant, as shown in the constant fuel consumption rate curve in Figure 6, the mechanical loss is It is preferable to use it on the load side in terms of improving fuel efficiency. In other words, sliding resistance can be reduced on the low engine speed side, and on the high load side of the engine, the throttle valve opening 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, we have
As shown in Publication No. 53-134162, in a car equipped with an engine equipped with an accelerator pump, the opening of the throttle valve and the gear ratio of the transmission are mutually adjusted according to the amount of depression of the accelerator pedal to increase the engine output. A system has been proposed in which the vehicle is controlled to run at an optimal fuel consumption rate.

(Problem to be Solved by the Invention) For example, when the engine is overheated in a car that aims to improve fuel efficiency, in order to eliminate this overheating, it is necessary to increase the engine speed and improve the cooling performance of the engine. It is effective to improve However, in this case, the engine output changes due to the increase in engine speed, which also causes torque shock, impairing drivability.

An object of the present invention is to improve engine cooling performance by increasing the number of engine revolutions without causing a change in engine output or torque shock when the engine is overheated, thereby eliminating the overheating.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention, as shown in FIG. A gear ratio adjustment device that adjusts the speed ratio of a transmission, a throttle valve installed in an intake passage of an engine, and a throttle valve opening adjustment device that adjusts the opening of the throttle valve.
An accelerator operation amount detection means for detecting the accelerator operation amount, an overheat state detection means for detecting an overheat state of the engine, a drive system rotation speed detection means for detecting the drive system rotation speed, and a relationship between the drive system rotation speed and the drive system rotation speed. and engine output detection means for detecting the engine output from a parameter by which the engine output is determined. Further, a target drive system rotation speed setting means receives the signal from the accelerator operation amount detection means and sets a target drive system rotation speed based on a predetermined relationship between the accelerator operation amount and the drive system rotation speed; The target drive system rotation speed set by the system rotation speed setting means and the actual drive system rotation speed detected by the drive system rotation speed detection means are compared, and the actual drive system rotation speed is determined to be the target drive system rotation speed. a gear ratio control means for controlling the gear ratio adjustment device so that the target engine output is set based on a predetermined relationship between the accelerator operation amount and the engine output in response to signals from the accelerator operation amount detection means; An engine output setting means compares the target engine output set by the target engine output setting means and the actual engine output detected by the engine output detection means, and sets the actual engine output to the target engine output. The throttle valve opening control means for controlling the throttle valve opening adjustment device and the output from the overheating state detection means are received, and when the engine is in the overheating state, the target engine is set by the target engine output setting means. A control means is provided which includes an engine speed correction means for controlling the speed ratio control means and the throttle valve opening control means so as to increase the engine speed while maintaining the output.

(Function) As a result, when the engine is overheated, the gear ratio and the throttle valve opening degree can be changed along the equal power curve, and the engine speed can be increased smoothly without torque shock.

(Effects of the Invention) Therefore, according to the present invention, when the engine is overheated, the engine cooling performance can be improved by increasing only the engine rotational speed without changing the engine output. Overheating can be effectively prevented without impairing drivability, and can contribute to improving the drivability of automobiles.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.

FIG. 1 shows an overall schematic configuration of an embodiment of the present invention. In FIG. 1a, 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 3. In FIG. A continuously variable transmission 4 whose gear ratio Kg changes continuously is interposed between the engine 1 and the differential gear 3. A gear ratio adjustment device 5 is provided to adjust the gear ratio Kg. 6 is a clutch interposed between the engine 1 and the continuously variable transmission 5.

Reference numeral 7 denotes an intake passage that supplies intake air to the engine 1. A throttle valve 8 for controlling the amount of intake air is interposed in the middle of the intake passage 7. A throttle valve opening adjustment device 9 is provided to adjust the opening θ. This throttle valve opening θ is approximately equivalent to the engine load, that is, the engine torque Te.
The downstream end of the intake passage 7 is branched according to the number of cylinders (four cylinders in the figure), and each branch part 7a, 7a...
are provided with fuel injection valves 10, 10, . . . for injecting fuel. Furthermore, the intake passage 7 upstream of the throttle valve 8 is provided with a bypass passage 11 that bypasses the intake passage 7. A feeder 13 is provided, and the supercharger 13 supercharges intake air. An electromagnetic clutch 14 for controlling the turbocharger 13 on and off is located in the middle of the transmission line to the turbocharger 13.
is interposed. Incidentally, reference numeral 15 denotes a check valve interposed in a portion of the intake passage 7 corresponding to the bypass passage 11 to prevent supercharged air from flowing backward when the supercharger 13 is operated.

On the other hand, 16 is an accelerator position sensor constituting an accelerator operation amount detection means that detects the amount of depression α of the accelerator pedal 17 as the amount of operation of the accelerator, and 18 detects the amount of depression β of the brake pedal 19 as the amount of brake operation. A brake position sensor 20 is a water temperature sensor constituting overheating state detection means for detecting the overheating state of the engine 1 based on the engine cooling water temperature. In addition, 21 is the engine rotation speed depending on the rotation speed of the input shaft 22 of the continuously variable transmission 4.
23 is a throttle position sensor as an engine output detection means for detecting the opening degree θ of the throttle valve 8; 24 is an intake air amount in the intake passage 7; It is an air flow meter that detects.
Each of these sensors 16, 18, 20, 21, 23,
The output of the air flow meter 24 is input to a control means 25 consisting of an analog computer or a microcomputer. The control means 25
The gear ratio adjusting device 5, the throttle valve opening adjusting device 9, the fuel injection valve 10, and the electromagnetic clutch 14 are connected to the gear ratio adjusting device 5, so as to control each of them.

The continuously variable transmission 4 and its gear ratio adjustment device 5
The specific structure of is shown in FIG. As shown in FIG. 2, the continuously variable transmission 4 is a known V-belt type continuously variable transmission (for example, see Japanese Unexamined Patent Publication No. 56-46153), and is provided on an input shaft 22 from the engine 1. A primary pulley 30, a secondary pulley 31 provided on the output shaft 26, both pulleys 30,
31 and a V-belt 32 wound around between the belts 31 and 31.
The above-mentioned primary rally pulley 31 is a fixed pulley 33
, a movable pulley 34 that can freely advance and retreat opposite the fixed pulley 33 , and a hydraulic chamber 35 formed at the back of the movable pulley 34 .
A planetary gear 36 meshingly interposed between the fixed pulley 33 and the planetary gear 36 and a pressure oil supply control of a manual valve 46 operated in response to manual operation of a shift lever (not shown) are used to control the planetary gear 36 when in the forward gear L. The gear 36 is fixed to the input shaft 22 side to rotate the fixed pulley 33 (primary pulley 30) in the same direction as the input shaft 22, and when the gear is in reverse gear R, the planetary gear 36 is fixed to the casing 30a side and the fixed pulley 33 (primary pulley 30) is rotated in the same direction as the input shaft 22. 33 in the opposite direction to the input shaft 22. Also,
The secondary pulley 31 similarly includes a fixed pulley 38, a movable pulley 39 that can move forward and backward opposite the fixed pulley 38, and a hydraulic chamber 40 formed at the back of the movable pulley 39. The hydraulic chambers 35 and 40 of the primary pulley 30 and the secondary pulley 31 are connected to an oil pump 41 via a regulator valve 42, and the secondary pulley 31 is connected to the movable pulley 34 of the primary pulley 30. A secondary valve 43 that controls the supply and discharge of pressure oil to the hydraulic chamber 40 is provided, and each hydraulic chamber 3
Fixed pulley 3 in each pulley 30, 31 by controlling the supply and discharge of pressure oil to 5, 40.
3, 38 and the movable pulleys 34, 39 change, the V-belt 32 moves up and down within the gap, and the gear ratio changes steplessly.

A first electromagnetic valve 44 that controls the supply of hydraulic pressure to the hydraulic chamber 35 is interposed between the hydraulic chamber 35 of the primary pulley 30 and the regulator valve 42 . The first electromagnetic valve 44
The hydraulic chamber 3 of the primary pulley 30 is opened in response to a gear ratio down signal, which will be described later.
5, the movable pulley 34 is advanced toward the fixed pulley 33 to narrow the gap between them, and the secondary valve 43 is controlled to relieve the pressure oil chamber 40 of the secondary pulley 31 and fix it. Control is performed so that the gap between the pulley 38 and the movable pulley 39 widens, thereby reducing the gear ratio Kg. In addition, the hydraulic chamber 35 of the primary pulley 30 and the first electromagnetic valve 44
A second electromagnetic valve 45 that controls the discharge of pressure oil from the hydraulic chamber 35 is opened in response to a gear ratio up signal, which will be described later, to relieve the hydraulic chamber 35 of the primary pulley 30 and release the hydraulic oil from the primary pulley 30. The movable pulley 34 is moved backward relative to the fixed pulley 33 to widen the gap between them, and as a result, pressure oil is supplied to the pressure oil chamber 40 of the secondary pulley 31 under the control of the secondary valve 43 and the fixed pulley 38
The control is performed so that the gap between the movable pulley 39 and the movable pulley 39 is narrowed, and the gear ratio Kg is thereby increased.
The first and second electromagnetic valves 44 and 45 constitute a gear ratio adjusting device 5 that adjusts the gear ratio of the continuously variable transmission 4. Furthermore, 47 is the primary pulley 30 and the secondary pulley 31.
This is a clutch valve for disabling the transmission relationship via the V-belt 32 with the V-belt 32.

The control means 25, as shown in FIG. 1b,
Target drive system rotation speed setting means 25a receives a signal from the accelerator position sensor 16 and sets a target engine rotation speed Ne (target drive system rotation speed) based on a predetermined relationship between the accelerator operation amount and the engine rotation speed. and the target drive system rotation speed setting means 25a.
The target engine speed Ne set in is compared with the actual engine speed Ne' detected by the engine speed sensor 21, and the actual engine speed is determined.
Gear ratio control means 25 that controls the gear ratio adjusting device 5 so that Ne' becomes the target engine speed Ne
b and the signal from the accelerator position sensor 16, the target throttle valve opening θ is determined based on a predetermined relationship between the accelerator operation amount and the engine output.
(target engine output), a target throttle valve opening θ set by the target engine output setting means 25c, and an actual throttle valve opening detected by the throttle position sensor 23. throttle valve opening control means 25d for controlling the throttle valve opening adjusting device 9 so that the actual throttle valve opening θ' becomes the target throttle valve opening θ; and the water temperature sensor. When the engine receives an output of 20 and is in an overheated state, the target engine output setting means 2
Target throttle valve opening θ set by 5c
The gear ratio control means 2 increases the engine speed while maintaining the target engine output.
5b and an engine rotational speed correction means 25e that controls the throttle valve opening degree control means 25d.

Next, the operation of the control means 25 will be explained with reference to the logic diagram shown in FIG. Figure 3 shows the accelerator depression amount α (accelerator operation amount) and the required engine output.
The case where it is considered as Pd is shown.

As shown in FIG. 3, the control means 25 has a target engine rotation speed corresponding to the accelerator depression amount α in advance.
The first map M ₁ that maps Ne, and the first map
A first correction map M ₁ ' that corrects M ₁ , a second map M ₂ that maps the target throttle valve opening θ to the accelerator depression amount α in advance, and a second correction map M that corrects the second map M _{2 2} ′.

When the engine is in steady operation, when the accelerator depression amount α signal from the accelerator position sensor 16 is input, the target engine speed Ne corresponding to this accelerator depression amount α is determined in the first map _M1 . This target engine speed Ne signal is compared with the measured engine speed Ne' signal from the engine speed sensor ₂₁ using a comparator C1, and the deviation ΔNe
When (=Ne−Ne′) is ΔNe>0, the gear ratio up signal is adjusted on the premise that the brake depression amount β signal from the brake position sensor 18 is below a predetermined value (that is, there is no brake depression). Output to the second electromagnetic valve 45 of the device 5 to determine the gear ratio Kg of the continuously variable transmission 4 (that is, the engine rotation speed)
On the other hand, when ΔNe<0, 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 Kg of the continuously variable transmission 4 (that is, the engine Feedback control is performed to reduce the rotation speed). Furthermore, by inputting the accelerator depression amount α signal, a target throttle valve opening degree θ corresponding to this accelerator depression amount α is determined in the second map _M2 , and this target throttle valve opening degree θ signal is input to a comparator.
At C ₂ , compare the actual throttle valve opening θ' signal from the throttle position sensor 23, and if the deviation Δθ (= θ - θ') is Δθ>0, assume that the brake is not depressed as above. A throttle valve opening up signal is output to the throttle valve opening adjustment device 9 to increase the opening θ (that is, engine torque) of the throttle valve 8, while when Δθ<0, a throttle valve opening down signal is output to the throttle valve opening adjustment device 9. The signal is output to the opening adjustment device 9 to perform feedback control so as to reduce the opening θ of the throttle valve 8 (that is, the engine torque).

On the other hand, when the engine is in an overheated state, the detection circuit 27 receives the output from the water temperature sensor 20, detects it, and issues an overheating signal, and this overheating signal opens the analog switches S ₁ and S ₂ . By opening these analog switches S ₁ and S ₂ , the target engine speed Ne determined in the first map M ₁ corresponding to the accelerator depression amount α signal is brought to the addition point.
At P ₁ , the correction value obtained from the first correction map M ₁ ' is added and corrected, and from then on, the gear ratio map signal or gear ratio down signal is determined as the gear ratio by comparison with the actual engine rotation speed as in the above steady operation. It is output to the adjustment device 5 for feedback control. Further, the target throttle valve opening θ obtained from the second map M ₂ corresponding to the accelerator depression amount α is subtracted and corrected by the correction value obtained from the second correction map M ₂ ′ at the subtraction point P ₂ . Thereafter, as in the case of steady operation, a throttle valve opening up signal or down signal is output to the throttle valve opening adjustment device 9 based on comparison with the actually measured throttle valve opening for feedback control.

Further, when the engine is operated at high speed and high load when the accelerator depression amount α is more than a predetermined value, the “1” signal outputs a supercharging on signal to the electromagnetic clutch 14 on the assumption that the brake is not depressed as described above. While operating the supercharger 13, outputting an air-fuel ratio rich signal to the fuel injection valves 10, 10...
The amount of fuel injected from the fuel injection valves 10, 10, . . . is increased. Incidentally, when the accelerator depression amount α is less than a predetermined value, a supercharging off signal is output to the electromagnetic clutch 14 by a "1" signal obtained by inverting the "0" signal by the inverter 28, and the operation of the supercharger 13 is stopped. At the same time, the air-fuel ratio set value signal is sent to the fuel injector 1.
0, 10... and the fuel injection valves 10, 10
The fuel injection amount from ... is set to the set value (that is, the air-fuel ratio λ
= 1).

Furthermore, when the brake depression amount β signal from the brake position sensor 18 is greater than or equal to a predetermined value (during a brake depression operation), the "1" signal causes
A throttle valve opening down signal, a supercharging off signal, and an air-fuel ratio set value signal are output to reduce the opening of the throttle valve 8 and operate the supercharger 13, respectively, regardless of the presence or absence of the accelerator depression amount α signal. The target engine rotation speed determined by the third map _M3 maps the target engine rotation speed Ne for obtaining the engine brake corresponding to the brake depression amount β in advance. Compare the number Ne with the measured engine speed Ne' from the engine speed sensor 21 using a comparator _C3 ,
When the deviation ΔNe (=Ne−Ne') is ΔNe > 0, a gear ratio up signal is output, and when ΔNe < 0, a gear ratio down signal is output for feedback control, allowing good deceleration when the brake is depressed. We are trying to ensure performance and engine braking performance.

Furthermore, when the engine speed Ne' signal from the engine speed sensor 21 is below a predetermined value, a throttle valve opening up signal is output to forcibly increase the opening θ of the throttle valve 8, thereby increasing the engine speed. This ensures drivability at extremely low speeds. Note that when the engine speed Ne' signal is above a predetermined value, output of the throttle valve opening down signal is allowed.

Here, the first and second maps M ₁ , M ₂ and the first and second correction maps M ₁ ′, M ₂ ′ will be explained with reference to FIG. 5. Ne-engine torque Te curve) is set as shown by the solid line in FIG. 5a. In other words, in order to maximize the thermal efficiency, that is, the fuel efficiency, of the engine 1, the engine is operated so that it is used in the low rotation side (the side where sliding resistance decreases) and the high load side (the side where pumping loss decreases). Minimum engine speed to ensure performance
After rising from Nel, WOT (Wide Open)
Along the (throttle) curve or its vicinity, the engine speed Ne increases even at the maximum engine torque Tem, and at the maximum engine speed Nem, the engine torque Te increases due to the torque increase device (the above-mentioned supercharger 13 or air-fuel ratio enrichment means). It has a characteristic that it increases further. This engine performance curve (Ne−Te
curve), engine output Pd (accelerator depression amount α) - engine rotation speed Ne curve, and engine output Pd (accelerator depression amount α) - with engine output Pd (accelerator depression amount α) on the horizontal axis When converted into throttle valve opening degree θ (approximately equivalent to engine torque Te) curves, the respective characteristic curves are shown by solid lines in FIGS. 5b and 5d. The solid line characteristic curve in Fig. 5b corresponds to the first map _M1 , and the solid line characteristic curve in Fig. 5d corresponds to the second map M1.
Equivalent to _M2 . In other words, according to the first and second maps M ₁ and M ₂ described above, during steady operation, the gear ratio Kg that controls the engine speed Ne and the throttle valve opening θ are mutually adjusted according to the accelerator depression amount α. , engine output corresponding to accelerator depression amount α
Pd, and the engine performance characteristics conform to the Ne-Te curve shown by the solid line in Fig. 5a, which provides the best fuel efficiency.

On the other hand, when the engine is in an overheated state, the engine performance characteristics are set to be a Ne-Te curve as shown by the broken line in FIG. 5a. That is, the characteristic curve is such that the maximum engine torque is slid to Tec, which is lower than Tem, along the equal power curves Pd ₁ , Pd ₂ . . . . This fifth
Converting the Ne-Te curve indicated by the broken line in Figure A to the Pd(α)-Ne curve and Pd(α)-θ(Te) curve results in the characteristic curves shown by the broken line in Figure 5b and Figure 5d, respectively. , Pd shown in Fig. 5 c, which corresponds to the area difference between the solid line curve and the broken line curve in Fig. 5 b.
The (α)−Ne curve corresponds to the first correction map M ₁ ′,
Further, the Pd(α)-θ curve shown in FIG. 5e, which corresponds to the area difference between the solid curve and the broken curve in FIG. 5d, corresponds to the second correction map M ₂ '.
As a result, when the engine is overheated, at the same accelerator depression amount α value, the first map M ₁ is added and corrected by the first correction map M ₁ ′, and the second map M ₂ is subtracted by the second correction map M ₂ ′. If the correction is made, the gear ratio Kg and the throttle valve opening θ can be adjusted while keeping the engine output Pd corresponding to the accelerator depression amount α constant.
changes, and the engine speed Ne increases. For example, the equal power curve Pd ₁ shown in Figure 5a
, the engine speed increases from Nel → Nek, the throttle valve opening decreases from θm (fully open or near full open) → θc, and on the equal power curve Pd ₂ , the engine speed increases from Ne ₂ → Ne ₂ ' However, the throttle valve opening decreases from θm to θc.

In this case, the gear ratio Kg, engine speed
If the responsiveness of changes in Ne and throttle valve opening θ is different, the torque will deviate from the equal power curve during the change and cause a slight torque shock. Therefore, the values of each of the above correction maps M ₁ ′ and M ₂ It is preferable to add/subtract the gear ratio Kg and the throttle valve opening θ to gradually change the gear ratio Kg and the throttle valve opening θ along an equal power curve.

Therefore, when the engine is in an overheated state, the gear ratio Kg and the throttle valve opening θ are changed to adjust the operating engine speed Ne while keeping the engine output Pd corresponding to the accelerator depression amount α constant. Since the engine speed can be increased, the cooling performance of the engine 1 is improved, and the above-mentioned overheating can be effectively eliminated without causing a torque shock due to a change in engine output.

Incidentally, in the above embodiment, a case has been described in which the accelerator depression amount α is regarded as the required engine output Pd, but it may also be regarded as the required vehicle speed Vc. In this case, as shown by the broken line in FIG. As shown in FIG. 4, the control means 25 compares the accelerator depression amount α signal from the accelerator position sensor 16 with the vehicle speed signal Vc signal from the vehicle speed sensor 29.
The difference may be obtained by comparing the values at _C4 , and the engine output Pd may be calculated by controlling this deviation by a so-called P-operation in which an integral operation and a proportional operation are performed in parallel. Also, in this case, the engine output
Since the Pd calculation includes an integral element, feedback is always applied so that the difference between the accelerator depression amount α and the vehicle speed Vc is zero, and during steady operation, the difference between the two becomes zero, and the engine output Pd is determined by the running load. matches.

In addition, in the above embodiment, during steady operation, the gear ratio Kg and the throttle valve opening θ are adjusted so as to obtain the required engine output with the minimum fuel consumption according to the accelerator depression amount α.
However, the present invention is not limited to this, but the point is that the gear ratio Kg and the throttle valve opening θ may be changed so that the engine output corresponds to the amount of accelerator depression. Bye.

Further, in the above embodiments, the air-fuel ratio is set to a constant value, but it is also possible to use an air-fuel ratio that changes depending on the engine load.

[Brief explanation of drawings]

The drawings illustrate embodiments of the present invention; FIG. 1 is a schematic overall configuration diagram, FIG. 2 is a schematic sectional view of a continuously variable transmission and its gear ratio adjusting device, and FIG. 3 explains the operation of the control means. Logic diagram, FIG. 4 is a partial operation explanatory diagram showing only the modified part as a modification of the control means, and FIGS. 5 a to 5 e explain the method for producing the first and second maps and the first and second correction maps. The explanatory diagram, FIG. 6, is an equal fuel consumption rate curve diagram. DESCRIPTION OF SYMBOLS 1... Engine, 2... Wheels, 4... Continuously variable transmission, 5... Gear ratio adjustment device, 7... Intake passage, 8
... Throttle valve, 9 ... Throttle valve opening adjustment device, 16 ... Accelerator position sensor (accelerator operation amount detection means), 20 ... Water temperature sensor (overheating state detection means), 21 ... Engine rotation speed sensor ( drive system rotation speed detection means), 23...throttle position sensor (engine output detection means),
25... Control means, 25a... Target drive system rotation speed setting means, 25b... Gear ratio control means, 25c...
...Target engine output setting means, 25d...Throttle valve opening control means, 25e...Engine rotation speed correction means.

Claims (1)

[Scope of Claims] 1. A continuously variable transmission interposed between an engine and wheels, a gear ratio adjustment device for adjusting the gear ratio of the continuously variable transmission, and a gear ratio adjusting device disposed in an intake passage of the engine. A throttle valve, a throttle valve opening adjustment device that adjusts the opening of the throttle valve, an accelerator operation amount detection means that detects an accelerator operation amount, an overheat state detection means that detects an overheat state of the engine, and a drive system. A drive system rotation speed detection means for detecting the rotation speed, and an engine output detection means for detecting the engine output from a parameter in which the engine output is determined in relation to the drive system rotation speed, and from the accelerator operation amount detection means. target drive system rotation speed setting means for receiving the signal and setting a target drive system rotation speed based on a predetermined relationship between the accelerator operation amount and the drive system rotation speed; Compare the target drive system rotation speed with the actual drive system rotation speed detected by the drive system rotation speed detection means, and adjust the gear ratio adjustment device so that the actual drive system rotation speed becomes the target drive system rotation speed. a gear ratio control means for controlling; a target engine output setting means for receiving a signal from the accelerator operation amount detection means and setting a target engine output based on a predetermined relationship between the accelerator operation amount and the engine output; and the target engine output. The target engine output set by the output setting means is compared with the actual engine output detected by the engine output detection means, and the throttle valve opening adjustment device is controlled so that the actual engine output becomes the target engine output. a throttle valve opening degree control means to control the throttle valve opening, and an output from the overheating state detecting means, and when the engine is in an overheating state, the engine rotational speed is maintained at the target engine output set by the target engine output setting means. 1. A drive control device for an automobile, comprising control means comprising engine rotation speed correction means for controlling the gear ratio control means and throttle valve opening control means so as to increase the speed ratio control means.