JPH0468171B2 - - Google Patents

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention uses a continuously variable transmission mechanism that can continuously change the input/output torque ratio to transmit engine output to driven parts in a vehicle. The present invention relates to a power train control device that controls the power train.

(Prior art) In vehicles, in order to efficiently transmit the output of the engine to the wheels, which are driven objects, a transmission mechanism is disposed between the engine and the wheels, and the output of the engine is transmitted to the wheels via the transmission mechanism. As this transmission mechanism, one that employs a continuously variable transmission mechanism that can continuously change the transmission ratio within a predetermined range is known. The continuously variable transmission mechanism installed in such a vehicle is adjusted by adjusting the vehicle speed or engine rotation speed and the operation of an accelerator adjustment means such as an accelerator pedal, as described in Japanese Patent Application Laid-open No. 55-76709, for example. The gear ratio is controlled based on the throttle valve opening. In such a case, the gear ratio of the continuously variable transmission mechanism is usually controlled so that the engine rotational speed, and therefore the input rotational speed of the continuously variable transmission mechanism, is uniquely determined by the throttle valve opening. be done. That is, the gear ratio is controlled so that a constant engine speed and, therefore, a constant engine output can be obtained for each throttle valve opening value.

By the way, while the vehicle is driving, the driver of the vehicle depresses the accelerator pedal and increases the opening of the throttle valve to accelerate to the desired speed. In other words, in order to maintain a feeling of acceleration, it is desirable that a constant increase in the throttle valve opening degree be maintained at a predetermined magnitude. However, in the case of a vehicle equipped with the above-mentioned continuously variable transmission mechanism, the continuously variable transmission mechanism is a transmission system that maintains the engine speed constant for each throttle valve opening value. Since ratio control is performed, immediately after the accelerator pedal is depressed, the engine speed increases to a predetermined value and the engine output increases accordingly, and then the increased engine output continues. This means that the vehicle is maintained at a constant engine output, and the vehicle is driven at a constant engine output. Then, while the vehicle is running at a constant engine output after this acceleration, the vehicle speed increases, and running resistance increases accordingly. Despite this increase in running resistance as the vehicle speed increases, the engine output remains constant, so even if the driver continues to press the accelerator pedal at a constant rate, the driving force of the vehicle speed will decrease. The thrust acceleration gradually decreases. Therefore, the driver is dissatisfied with the sense of acceleration. Furthermore, during acceleration or deceleration, the gear ratio control of the continuously variable transmission mechanism is performed immediately to keep the engine speed constant, so the engine sound does not change dynamically and the driver does not have any audible complaints. You will feel it.

(Object of the Invention) In view of the above, the present invention provides an accelerator adjustment means, such as an accelerator pedal, that is equipped with a continuously variable transmission mechanism that transmits the output of a vehicle engine to a driven part, and that controls the operating state of the engine 1. is operated to accelerate the vehicle, the continuously variable transmission mechanism and the throttle valve of the engine are controlled to continuously maintain the required predetermined acceleration while the accelerator adjustment means is operated.
Moreover, it is an object of the present invention to provide a control device for a vehicle power train that can be obtained with minimum fuel consumption.

(Structure of the Invention) A control device for a vehicle power train according to the present invention includes a continuously variable transmission mechanism that is connected to an engine with a throttle valve that controls fuel supply and that can continuously change a gear ratio; A gear ratio adjusting means for changing the gear ratio of the continuously variable transmission mechanism, a detecting means for detecting the operation state of the accelerator adjusting means connected to the throttle valve, and an acceleration of the accelerator adjusting means detected by the detecting means. A means for setting a target vehicle acceleration according to the operation, and controlling the opening degree of the throttle valve and the gear ratio adjusting means so as to continuously achieve the target vehicle acceleration with minimum fuel consumption. . By doing so, the set predetermined acceleration can be obtained continuously and with the lowest fuel consumption during the acceleration operation of the accelerator adjustment means when the vehicle is accelerated.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 shows an outline of a drive control section of a vehicle to which an example of a control device for a vehicle power train according to the present invention is applied. In the figure, reference numeral 1 denotes a reciprocating piston type engine, in which an intake passage 2 is provided with a throttle valve 3 for controlling fuel supply, and the throttle valve 3 is opened and closed by a throttle actuator 4. The opening degree is detected by a throttle position sensor 5. Note that the end of the intake passage 2 on the downstream side of the throttle valve 3 is connected to branch passages 2a, 2b, 2c,
2d to communicate with each cylinder, and a fuel injection valve is disposed in each of these branch passages 2a, 2b, 2c, and 2d.

An output shaft 6 of the engine 1 is connected to a continuously variable transmission 9 via a clutch 7 and a switching gear train 8, and an output shaft 10 of the continuously variable transmission 9 is connected to drive wheels 12 via a differential gear 11. It is connected.

Also, an engine rotation speed detection sensor 13 that detects the rotation speed of the output shaft 6 of the engine 1, a clutch output shaft rotation speed detection sensor 15 that detects the rotation speed of the output shaft 14 of the clutch 7, and an input shaft of the continuously variable transmission 9. 16
A transmission input shaft rotation speed detection sensor 17 detects the rotation speed of the continuously variable transmission 9, and a transmission output shaft rotation speed detection sensor 18 detects the rotation speed of the output shaft 10 of the continuously variable transmission 9, and therefore the vehicle speed. Installed in place. Then, the throttle position signal P ₅ from the throttle position sensor 5 mentioned above, the engine output shaft rotation speed signal P ₂ from the engine rotation speed detection sensor 13 mentioned above, and the clutch output shaft rotation speed signal P 2 from the clutch output shaft rotation speed detection sensor 15 are sent. Output shaft rotation speed signal
P ₄ , transmission input shaft rotation speed signal from transmission input shaft rotation speed detection sensor 17 P ₆ , transmission output shaft rotation speed signal from transmission output shaft rotation speed detection sensor 18
Each of _P8 is the interface section 19 and CPU2.
0 and a memory 21 as main components.

Further, the amount of depression of the accelerator pedal 23 operated by the driver, that is, the accelerator opening is detected by the accelerator opening detection sensor 24, and the depression state of the brake pedal 25 is detected by the brake operation detection sensor 24.
6, and furthermore, the shift position of the shift lever 27 is detected by the shift lever position detection sensor 2.
8, an accelerator opening signal P ₁ corresponding to the amount of depression of the accelerator pedal 23, a brake operation signal P ₃ obtained by depression of the brake pedal 25, and a signal corresponding to the position of the shift lever 27. Shift lever position signal _P7 is
Each is input to the electronic control circuit section 22.

Based on the signals P ₁ to P ₈ obtained and input from each sensor, the electronic control circuit section 22 outputs various control signals S ₁ , S ₂ , S ₃ , S ₄ , S ₅ , S ₆ is output.

FIG. 2 shows the above-mentioned clutch 7, switching gear train 8,
1 schematically shows an example of a control device for a vehicle power train according to the present invention, which includes a continuously variable transmission 9 and an electronic control circuit section 22. FIG. Here, in response to the clutch control signal S ₁ of the various control signals S 1 to _{S 6} from the electronic control circuit section 22 _, A of the clutch control valve 29 is controlled.
The solenoid 30 receives the clutch control signal _S2 , and the B solenoid 31 of the clutch control valve 29
Each of them is excited, and the state of supply of hydraulic oil to the clutch 7 is controlled. Further, in response to the shift control signal S ₃ , the C solenoid 33 of the shift control valve 32 is energized, and in response to the shift control signal S ₄ , the D solenoid 34 of the shift control valve 32 is energized. The supply state of hydraulic oil is controlled, and the gear ratio thereof is controlled.

Furthermore, the shift control valve 43 is controlled by switching the shift lever 27 to forward D, neutral N, and reverse R shift positions by manual operation by the driver, and the clutch control valve 29 described above.
and the speed change control valve 32 are supplied with operating pressure oil from an oil tank via a filter 35 and a hydraulic pump 36. The line pressure supplied from the hydraulic pump 36 is adjusted by a pressure reducing valve 37 that receives a line pressure control signal _S5 from the electronic control circuit section 22.

Furthermore, the throttle actuator 4 operates in response to the throttle control signal _S6 , thereby
The opening degree of the throttle valve 3 is adjusted.

The continuously variable transmission that is controlled by being supplied with hydraulic oil in this manner is configured to be able to transmit the output of the engine 1 to the drive wheels 12 and perform related control as described below. ing.

That is, the rotation of the output shaft 6 of the engine 1 is first
A flywheel 38 provided at the end of the output shaft 6
The signal is transmitted to a clutch 7 which is intermittently pressure-connected to the output shaft 6 and rotates coaxially with the output shaft 6. This clutch 7 has a friction plate 39 that presses against the flywheel 38, and a diaphragm-shaped clutch spring 40 to which a pressing plate that presses the friction plate 39 is fixed, and the clutch control signal _S1 is transmitted to the clutch control valve. 29
When the oil is sent to the A solenoid 30, the A solenoid 30 is energized and turned on, and as a result, the hydraulic oil is supplied from the open port to the clutch actuator 41, and inside the clutch actuator 41, the piston is moved by the elasticity of the spring. Move against it and press lever 4.
Rotate 2 counterclockwise. As a result, the clutch spring 40 in the open state is moved to the closed state and presses the friction plate 39, thereby bringing the clutch 7 into the connected state. As a result, the rotation of the output shaft 6 of the engine 1 is transmitted to the output side of the clutch 7.

Also, the clutch control signal _S2 is transmitted to the clutch control valve 2.
When sent to the B solenoid 31 of No. 9, B
The solenoid 31 is energized and turned ON, hydraulic oil is discharged from the clutch actuator 41, and the piston is returned by the elasticity of the spring inside the clutch actuator 41, so that the clutch spring 40 is opened. As a result, the pressing state of the friction plate 39 against the flywheel 38 is released, and
The clutch 7 is placed in a disengaged state. In this state,
The rotation of the output shaft 6 of the engine 1 is not transmitted to the output side of the clutch 7.

Furthermore, the A solenoid 3 of the clutch control valve 29
When neither the clutch control signals S ₁ nor S ₂ are sent to the 0 and B solenoids 31, the open port of the clutch control valve 29 is closed, and the piston in the clutch actuator 41 is returned to its previous state. Therefore, the pressing state of the friction plate 39 against the flywheel 38 is maintained.

On the output side of the clutch 7 that operates in this way,
To the input shaft 16 of the continuously variable transmission 9, the shift lever 27
A switching gear train 8 is provided so that the rotation of the output shaft 6 of the engine 1 is transmitted in accordance with the forward D, neutral N, and reverse R shift positions of the engine. In this switching gear train 8, when the shift lever 27 is placed in the forward position D, the piston of the shift actuator 44 moves in the direction D in the figure, and the forward gear fixed to the output shaft 14 of the clutch 7 A gear 46 provided on the input shaft 16 of the continuously variable transmission 9 engages with the gear 45 to rotate the input shaft 16 of the continuously variable transmission 9 in the opposite direction to the output shaft 14 of the clutch 7. On the other hand, when the shift lever 27 is moved to the reverse position R, the piston of the shift actuator 44 moves in the R direction in the figure, and the gear 47 provided on the input shaft 16 of the continuously variable transmission 9 moves towards the clutch 7. The input shaft 16 of the continuously variable transmission 9 engages with the idle gear 49 that is engaged with the reverse gear 48 fixed to the output shaft 14, and the above-mentioned forward drive D
In this case, the clutch 7 is rotated in the opposite direction, that is, in the same direction as the output shaft 14 of the clutch 7. Further, when the shift lever 27 is placed in the neutral N position, the piston of the shift actuator 44 is held in the center of the cylinder, and the output shaft 1 of the clutch 7 is held in the center of the cylinder.
4 is prevented from being transmitted to the input shaft 16 of the continuously variable transmission 9.

The continuously variable transmission 9 to which the rotation of the output shaft 14 of the clutch 7 is transmitted includes an input shaft 16 that rotates coaxially with the output shaft of the switching gear train 8, and a drive that rotates integrally with the input shaft 16. It has a pulley 50, a driven pulley 52 to which rotation of the drive pulley 50 is transmitted via a V-belt 51, and an output shaft 10 that rotates integrally with the driven pulley 52.

The drive pulley 50 has a movable conical plate 50a and a fixed conical plate 50b.
0a and the fixed conical plate 50b have their conical surfaces facing each other to form a V-shaped pulley groove. A cylinder chamber 50c is provided behind the movable conical plate 50a.
Fixed conical plate 50b depending on the supply state of hydraulic oil to
The fixed conical plate 50b is axially slidable toward or away from the input shaft 16. The fixed conical plate 50b is fixed to the input shaft 16. On the other hand, the driven pulley 52 has the same configuration as the driving pulley 50 described above, and a V-shaped pulley groove is formed by a movable conical plate 52a and a fixed conical plate 52b, and the movable conical plate 52a is located behind the movable conical plate 52a. Depending on the state of supply of working pressure oil to the provided cylinder chamber 52c, it can be slid in the axial direction so as to approach the fixed conical plate 52b, and the fixed conical plate 52b is fixed to the output shaft 10.

A V-belt 51 is stretched over each of the pulley grooves formed in the drive pulley 50 and the driven pulley 52, thereby transmitting the rotation of the drive pulley 50 to the driven pulley 52. And drive pulley 5
When transmitting zero rotation to the driven pulley 52, the rotation radius of the V-belt on the drive pulley 50 side is determined by the width of the pulley groove of the drive pulley 50, and the driven drive of the V-belt is determined by the width of the pulley groove of the driven pulley 52. By changing the rotation radius on the pulley 52 side, the rotation ratio between the driving pulley 50 and the driven pulley 52 can be changed.

The width of each pulley groove of the driving pulley 50 and the driven pulley 52 is changed by sliding the respective movable conical plates 50a and 52a in the axial direction. A speed change control valve 32 is provided for this purpose. This speed change control valve 32 is connected to the electronic control circuit section 22.
C is turned on and off by the shift control signal _S3 from
A solenoid 33 and a D solenoid 34 which is turned on and off by the speed change control signal _S4 are provided.
When the C solenoid 33 is turned on,
While supplying working pressure oil to the cylinder chamber 50c of the driving pulley 50, the cylinder chamber 5 of the driven pulley 52
When the D solenoid 34 is turned on, the hydraulic oil is supplied to the cylinder chamber 52c of the driven pulley 52 and the hydraulic oil is removed from the cylinder chamber 50c of the driving pulley 50. do. Further, when both the C solenoid 33 and the D solenoid 34 are turned off, the supply and removal of hydraulic oil to the cylinder chambers 50c and 52c of the driving pulley 50 and the driven pulley 52, respectively, is stopped.

In the shift control valve 32 having the above-mentioned role, when the C solenoid 33 is turned on by the shift control signal _S3 , the hydraulic oil from the hydraulic pump 36 is supplied from the supply port to the cylinder chamber of the drive pulley 50. As a result, the movable conical plate 50a is moved in a direction approaching the fixed conical plate 50b, and the width of the pulley groove formed with the fixed conical plate 50b is reduced, and the drive pulley 50 of the V-belt 51 is The turning radius on the side increases. Also,
At the same time, the cylinder chamber 52 of the driven pulley 52
The working pressure oil filled in c is removed from the discharge port, thereby moving the movable conical plate 52a in a direction away from the fixed conical plate 52b,
The width of the pulley groove formed by the fixed conical plate 52b is expanded, and the radius of rotation of the V-belt 51 on the driven pulley 52 side is reduced. Therefore, the continuously variable transmission 9
The gear ratio becomes small. On the other hand, when the D solenoid 34 is turned on by the speed change control signal _S4 , the working pressure oil from the hydraulic pump 36 is supplied from the supply port to the cylinder chamber 52c of the driven pulley 52, contrary to the above case. At the same time, the working pressure oil is removed from the cylinder chamber 50c of the drive pulley 50, the width of the pulley groove of the drive pulley 50 is expanded, and the rotation radius of the V-belt 51 on the drive pulley 50 side is reduced. 5
The width of the second pulley groove is reduced, and the rotation radius of the V-belt 51 on the driven pulley 52 side is expanded. Therefore, in this case, the gear ratio in the continuously variable transmission 9 is made large. Furthermore, C solenoid 3
3 and D solenoid 34, a shift control signal
When neither S ₃ nor S ₄ is sent out and each solenoid is turned off, the width of the pulley groove of each of the driving pulley 50 and the driven pulley 52 is maintained at the width immediately before it. , the drive pulley 50 side of the drive pulley 50 of the V-belt 51 and the driven pulley 5
The respective rotation radii on the second side are maintained, and the gear ratio in the continuously variable transmission 9 is kept at the one immediately before the C solenoid 33 and the D solenoid 34 were turned off.

In an example of the vehicle power train control device according to the present invention having the above-described configuration, when the vehicle is accelerating, the accelerator position is determined based on the change in the accelerator opening degree α detected by the accelerator opening detection sensor 24. It is detected that the pedal 23 has been depressed. Then, the electronic control circuit section 22 detects the transmission output shaft rotation speed detection sensor 1, which represents the change α' in the accelerator opening degree α and the vehicle speed at that time.
The output shaft rotation speed of the continuously variable transmission 9 detected by 8
Based on No., the vehicle acceleration to be obtained at that time is set as the target vehicle acceleration Go, and this target vehicle acceleration Go is continuously maintained during the period when the accelerator pedal 23 is depressed for acceleration. The engine output shaft rotation speed Ne that can be obtained under the minimum fuel consumption, therefore, the input shaft rotation speed Np of the continuously variable transmission 9 and the throttle valve opening
Th is set as the target input shaft rotation speed TNp and the target throttle valve opening TTh, and the speed change ratio of the continuously variable transmission 9 is controlled by the speed change control valve 32 so that the target input shaft speed TNp is obtained. At the same time, the throttle actuator 4 controls the throttle valve 3 so as to obtain the target throttle valve opening TTh.

In this case, while the vehicle is running, the accelerator pedal 23 is depressed and the vehicle enters an acceleration state. For example, in FIG. 3, the horizontal axis represents the vehicle speed V, and the vertical axis represents the driving force Df. In characteristics, curve
If we move from a point on F ₁ to point d ₂ , then this point d ₂
The acceleration corresponding to the difference in driving force between and point _d1 is set as target vehicle acceleration Go. These points d ₁ and d ₂ are
This can be determined from the accelerator opening α, the change α′ in the accelerator opening α when the accelerator pedal is depressed for acceleration, and the output shaft rotation speed No of the continuously variable transmission 9 representing the vehicle speed V. And this target vehicle acceleration
To keep Go continuously until the vehicle is de-accelerated and returns to point d ₄ on curve F ₁ ,
It is necessary to move on the traveling driving force characteristic curve F ₂ passing through point d ₂ to point d ₃ corresponding to point d ₄ . To this end, _the engine ₁ changes its output as _{ω 1 →} ω ₂ →ω It is required to change it sequentially from ₃ to ω ₄ . In the present invention, the engine output shaft rotation speed Ne and throttle valve opening are adjusted so that the engine output changes from ω ₁ →ω ₂ →ω ₃ →ω ₄ with minimum fuel consumption. Th is controlled.

By the way, as shown in FIG. 4, there is an optimum fuel consumption zone Z in the power source characteristics of the engine 1, where the horizontal axis represents the engine output shaft rotation speed Ne and the vertical axis represents the engine torque T. In the above-mentioned control, the point e ₁ where the engine outputs are ω ₁ , ω ₂ , ω ₃ , and ω ₄ of the power source characteristic curve W′ with the engine output as a parameter crosses this zone Z. , e ₂ , e ₃ , e ₄ , input shaft rotation speeds Np ₁ , Np ₂ , Np ₃ , Np ₄ of the continuously variable transmission 9 corresponding to engine output shaft rotation speeds Ne ₁ , Ne ₂ , Ne ₃ , Ne ₄ are the target input shaft rotational speeds TNp, and the throttle valves passing through points e ₁ , e ₂ , e ₃ , and e ₄ of the power source characteristic curve TH with the throttle valve opening Th as a parameter. Opening degree Th ₁ , Th ₂ , Th ₃ ,
Th ₄ is respectively set as the target throttle valve opening TTh. Then, the shift control signals S ₃ and S ₄ from the electronic control circuit section 22 are supplied to the C solenoid 33 and the D solenoid 34 of the shift control valve 32 in a predetermined manner, whereby the target input shaft rotation speed TNp is sequentially increased. The gear ratio control of the continuously variable transmission 9 is performed to achieve the above-mentioned goal, and the throttle control signal _S6 from the electronic control circuit section 22 is supplied to the throttle actuator 4 in a predetermined manner. The opening degree of the throttle valve 3 is controlled so that the throttle valve opening degree TTh is successively achieved. As a result, when the vehicle accelerates, the engine 1 is in the optimum fuel consumption state and its output changes sequentially from ω ₁ → ω ₂ → ω ₃ → ω ₄ , and as a result, the accelerator pedal 23 is depressed for acceleration. During this period, the set target vehicle acceleration G ₀ will be continuously obtained.

A series of controls during acceleration of the vehicle as described above are performed based on the operation of the CPU 20 of the electronic control circuit unit 22, and examples of programs executed by the CPU 20 are shown in FIGS. 5, 6, and 6. This will be explained with reference to the flowchart shown in FIG.

First, as shown in FIG. 5, after starting, initial settings are made for each part in process 60, then a program for clutch control is executed in process 61, and then a gear ratio and throttle control is executed in process 62. The program for controlling the opening degree of the tutle valve is executed and the process returns to process 61.

An example of a program for clutch control executed in the above-mentioned process 61 is as shown in FIG. Here, after the start, the shift lever is currently 27 at day 70.
It is determined whether or not the shift lever 27 is placed in the neutral range (N range) position, and if the shift lever 27 is placed in the neutral range position, the vehicle speed flag is set in process 71. Reset FV and continue process 7
2, a clutch control signal _S2 is sent to the B solenoid 31 of the clutch control valve 29, turning the B solenoid 31 on and the A solenoid 30 off. As a result, the clutch 7 is placed in the disconnected state.

If decision 70 determines that the shift lever 27 is not in the neutral range position, decision 73 determines that the current vehicle speed V is greater than a preset predetermined vehicle speed Va. Determine whether or not. Here, vehicle speed Va
is set to a vehicle speed at which there is a high risk of engine stoppage, and if it is determined that the vehicle speed V is greater than the vehicle speed Va, the following process 74 is performed.
Set the vehicle speed flag FV with
Proceed to step 5.

Decision 75 determines whether the change Ne' in the engine output shaft rotation speed Ne is positive or negative. If the change Ne' in the engine output shaft rotation speed Ne is positive, decision 76 determines whether the engine output shaft rotation speed Ne is positive or negative. It is determined whether the rotational speed Ne is greater than the clutch output shaft rotational speed Nc. If it is determined that the engine output shaft rotation speed Ne is greater than the clutch output shaft rotation speed Nc, in process 77 the clutch control valve 2
A clutch control signal _S1 is sent to the A solenoid 30 of No. 9 to turn the A solenoid 30 on and the B solenoid 31 off. As a result, the friction plate 39 of the clutch 7 is connected to the flywheel 3.
8 is pressed, and the transmission torque capacity of the clutch 7 gradually increases.

On the other hand, if it is determined at decision 75 that the change Ne' in the engine output shaft rotation speed Ne is negative, the process proceeds to decision 78, where the engine output shaft rotation speed Ne is lower than the clutch output shaft rotation speed Nc. If the engine output shaft rotation speed Ne is smaller than the clutch output shaft rotation speed Nc, the process proceeds to process 77. As a result, the transmission torque capacity of the clutch 7 gradually increases as described above. At decision 78, the engine output shaft rotation speed Ne is the clutch output shaft rotation speed.
If it is determined that it is not smaller than Nc, the process proceeds to process 79, where the clutch control signal is
Both S ₁ and S ₂ are prevented from being delivered, thereby maintaining the current state of pressing the friction plate 39 of the clutch 7 against the flywheel 38, and therefore maintaining the current transmission torque capacity of the clutch 7.

If it is determined at decision 73 that the current vehicle speed V is not greater than vehicle speed Va, the process proceeds to decision 80, where the accelerator pedal 23 is
It is determined whether or not the accelerator pedal 23 is in the on state, that is, the accelerator pedal 23 is depressed. If it is determined that the accelerator pedal 23 is in the on state, the process proceeds to decision 75, and the following flow follows as described above. .

On the other hand, the accelerator pedal is 23 at decision 80.
If it is determined that the vehicle speed flag FV is not on, decision 81 determines whether the vehicle speed flag FV is set. If the vehicle speed flag FV is set, decision 82 determines whether the brake pedal 25 is turned on. status, i.e. brake pedal 2
5 is depressed, and if it is determined that the brake pedal 25 is in the on state, the process advances to decision 83.

Then, in decision 83, it is determined whether the engine output shaft rotation speed Ne is less than a predetermined value, for example, 1500 rpm. Here, the engine output shaft rotation speed 1500 rpm is a rotation speed that may cause the engine to stop when the brake pedal 25 is in the on state, and if the engine output shaft rotation speed Ne is not below 1500 rpm, the decision 75 The process proceeds as described above. Then, the engine output shaft rotation speed Ne is
If it is 1500 rpm or less, the process proceeds to process 71, and the flow proceeds as described above.

If the decision 82 determines that the brake pedal 25 is not in the on state, the process proceeds to decision 84, where it is determined whether the engine output shaft rotation speed Ne is below a predetermined value, for example 1000 rpm. do. Here, the engine output shaft rotation speed 1000 rpm is the rotation speed that may cause the engine to stop when the brake pedal 25 is off, and if the engine output shaft rotation speed Ne is not below 1000 rpm, the decision 75 The process proceeds as described above.
On the other hand, if the engine output shaft rotational speed Ne is 1000 rpm or less, the process proceeds to process 71, and the flow proceeds as described above.

Next, an example of the program for speed ratio and throttle valve opening control executed in the program process 62 shown in FIG.
It shall be as shown in the figure. Here, after the start, in process 100, the accelerator opening signal is
Based on P ₁ , the accelerator opening degree α is read, and in the subsequent process 101, the change α' in the accelerator opening degree α read in process 100 is obtained. Next, in process 102, the transmission output shaft rotation speed signal is
Based on P ₈ , the output shaft rotation speed No. of continuously variable transmission 9
Read. This output shaft rotational speed No. corresponds to the vehicle speed V of the vehicle, and is equivalent to reading the vehicle speed V. And process 10
In step 3, the third
The target vehicle acceleration Go as described above is set using the diagram.

In process 104, the throttle valve openings Th ₁ , Th ₂ , Th 3 described above using FIG. 4, which are necessary to achieve the target vehicle acceleration Go set in process 103 with the minimum fuel consumption, are _determined . ，
The target throttle valve opening degree TTh, such as Th ₄ , is calculated, and in process 105, the above-mentioned calculation is performed using FIG. 4, which is necessary to achieve the target vehicle acceleration Go set in process 103. The input shaft rotational speed Ne ₁ , Ne ₂ , Ne ₃ , Ne ₄ , etc.
A target input shaft rotation speed TNp in the continuously variable transmission 9 is calculated.

Next, in process 106, the actual throttle valve opening Th is read based on the throttle position signal _P5 , and in decision 107, the actual throttle valve opening Th is greater than the target throttle valve opening TTh. If it is large, in process 107 a throttle control signal _S6 is sent to the throttle actuator 4 to increase the throttle valve opening to control the throttle valve 3. and increases the throttle valve opening Th, and if it is small, a throttle control signal S ₆ is sent to the throttle actuator 4 to decrease the throttle valve opening in process 109.
is sent to control the throttle valve 3 and reduce the throttle valve opening Th. In this way, the actual throttle valve opening Th is made to match the target throttle valve opening TTh by the operation of process 108 or 109.

Subsequently, in process 110, the actual input shaft rotation speed Np of the continuously variable transmission 9 is read based on the transmission input shaft rotation speed signal _P6 . In this case, since the clutch 7 is in the connected state, the input shaft rotation speed Np of the continuously variable transmission 9 corresponds to the output shaft rotation speed Ne of the engine 1. is equivalent to being read. and,
At decision 111, it is determined whether the actual input shaft rotation speed Np of the continuously variable transmission 9 is higher than the target input shaft rotation speed TNp. As a result of this determination, if the value is high, a shift control signal _S3 is sent to the C solenoid 33 of the shift control valve 32 in process 112 to turn the C solenoid 33 on and the D solenoid 34 off. Thereby, the speed change control valve 32 controls the speed ratio in the continuously variable transmission 9 to be small, and as a result, the input shaft rotation speed Np of the continuously variable transmission 9
is lowered. On the other hand, Decision 111
As a result of the judgment, if the input shaft rotation speed Np is lower than the target input shaft rotation speed TNp, process 113
Then, the shift control signal _S4 is sent to the D solenoid 34 of the shift control valve 32 to turn the D solenoid 34 on and the C solenoid 33 off. As a result, the speed change control valve 32 controls the speed change ratio of the continuously variable transmission 9 to be increased, and as a result, the input shaft rotation speed Np of the continuously variable transmission 9 is increased.
In this way, process 112 or 113
, the actual input shaft rotation speed Np of the continuously variable transmission 9 is made to match the target input shaft rotation speed TNp, the program for controlling the gear ratio and throttle valve opening degree is terminated, and the clutch control is performed. The process returns to process 61 for performing.

(Effects of the Invention) As is clear from the above description, according to the vehicle power train control device according to the present invention, the output of the vehicle engine is efficiently transmitted to the wheels, which are driven parts, through the continuously variable transmission mechanism. Furthermore, when the vehicle is accelerated by operating an accelerator adjustment means such as an accelerator pedal, the driving force is increased during the acceleration period as the running resistance increases due to the increase in vehicle speed. Furthermore, since this increase in driving force is performed under optimal fuel consumption conditions, the required vehicle acceleration can be obtained continuously and with minimum fuel consumption. For this reason,
The vehicle powertrain control device according to the present invention can provide the driver of a vehicle equipped with the device with a sufficient feeling of acceleration when stepping on the accelerator for acceleration, and can also significantly save fuel. Become what you bring.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing a drive control section of a vehicle to which an example of the vehicular power train control device according to the present invention is applied, and FIG. 2 is a schematic diagram showing an example of the vehicular power train control device according to the present invention. 3 and 4 are characteristic diagrams for explaining the operation of the example shown in FIG. 2, and FIGS. 5, 6, and 7 are characteristic diagrams for the example shown in FIG. It is a flowchart showing an example of an operation program in the electronic control circuit unit used. In the diagram, 1 is the engine, 3 is the throttle valve,
7 is a clutch, 9 is a continuously variable transmission, 22 is an electronic control circuit, 23 is an accelerator pedal, 24 is an accelerator opening detection sensor, and 32 is a speed change control valve.

Claims (1)

[Claims] 1. A continuously variable transmission mechanism connected to an engine with a throttle valve that controls fuel supply, a gear ratio adjustment means that controls the gear ratio of the continuously variable transmission mechanism, and an accelerator adjustment means that controls the operating state of the engine. means for detecting the operating state of the throttle valve, and a target vehicle acceleration according to the operation of the accelerator adjusting means, and an opening degree of the throttle valve in order to continuously achieve the target vehicle acceleration with minimum fuel consumption. and means for controlling the gear ratio adjusting means.