JPS59200852A - Control device for driving of motorcar - Google Patents

Abstract

PURPOSE:To improve suction efficiency by a method wherein an accelerator detecting means is provided to make the revolving number of an engine constant independently of the operating amount of an accelerator and to make the engine output an output corresponding to the operating amount of the accelerator. CONSTITUTION:The accelerator detecting means 29 is provided to input the output of the detecting means 29 into a control circuit 38. The revolving number of the engine 1 is made constant when the operating amount of the accelerator is within a predetermined range and the speed change ratio regulating unit 18 as well as a throttle actuator 36 are controlled so that the opening degree of a throttle valve 3 becomes a value corresponding to the operating amount of the accelerator. According to this method, the revolving number of the engine may be held at a revolving number capable of obtaining good suction efficiency and a good exhaust gas cleaning efficiency. Further, in case the revolving number of the engine becomes constant, a time necessary to open and close the throttle valve 3 may be shortened, therefore, the suction efficiency as well as the exhaust gas cleaning efficiency may be improved, furthermore, the response of the engine output may be improved.

Description

Detailed Description of the Invention (Industrial Field of Application) This invention relates to a vehicle drive system for controlling the vehicle drive state determined by engine speed, torque, etc. to a desired state in accordance with the depression operation of the accelerator pedal. This relates to a control device.

(Prior art) Normally, in a car, if you draw an equal straight line with a constant fuel consumption rate on a plane showing the driving state of the car, where the horizontal axis is the engine speed and the vertical axis is the engine torque, as shown in Figure 1, Inside El, E2. Since the curve is like Es, when controlling the driving state of the vehicle, the driving state of the vehicle should be as close as possible to the region of the lowest fuel consumption rate within the curve El in the center of the figure, or a region close to it. It is desirable to control the drive in this manner. Note that A in FIG. 1 is the throttle valve fully open line. As one of the devices for controlling the drive of a car so as to obtain good fuel efficiency, there has been a conventional method disclosed in Japanese Patent Application Laid-Open No. 53-13416.
As shown in Publication No. 2, the optimum throttle valve opening and gear ratio for the above purpose are determined in advance for each driving state and mapped out, and the above manipulator is mapped according to the amount of operation of the accelerator pedal. Some devices read out the throttle valve opening degree and gear ratio from the 3D converter, open and close the throttle valve, and adjust the gear ratio of the transmission.

Incidentally, conventionally, there has been the following problem regarding the relationship between engine rotation speed, engine intake efficiency, and exhaust gas purification efficiency. That is, first of all, looking at the relationship between engine speed and intake efficiency, if the length of the intake pipe is constant, at a certain engine speed, the intake pulsation becomes a sine wave and the intake efficiency is the best; In this state, the engine is controlled most efficiently and high engine output is obtained. However, with conventional drive control devices, the engine speed changes depending on the accelerator operation, so
The engine drive control efficiency improves or deteriorates depending on the engine speed, so in engines that are mainly used in high speed ranges, such as racing engines, the intake air is On the other hand, in engines that are mainly used in the low-speed range, the intake pipe is set long to obtain high output in the low-speed range, and the intake pipe is set long to obtain high output in the low-speed range, and the intake pipe is set to be long in order to obtain high output in the low-speed range. In engines that are used almost equally in the rotation range, the high rotation range,
The lengths were set so that almost good engine output could be obtained in both low speed ranges, but in any case, it was not possible to obtain the best intake efficiency over the entire operating range.

Next, looking at the relationship between engine speed and exhaust purification efficiency, engine exhaust purification devices usually introduce secondary air into the exhaust system using negative pressure caused by exhaust pulsation, removing unused air from the exhaust gas. The exhaust purification efficiency is improved by re-burning the combustion components and raising the reaction temperature of the catalyst. Therefore, the amount of secondary air introduced is the highest when the engine speed, which determines the frequency of exhaust pulsation, is a certain value. As a result, a lower exhaust purification efficiency could be obtained. However, in conventional drive control devices, the engine speed changes depending on the accelerator operation, so the exhaust purification efficiency either improves or deteriorates depending on the change in the speed, and it is not possible to always obtain the optimum exhaust purification efficiency. There wasn't.

(Object of the Invention) In view of the above-mentioned conventional problems, the present invention provides an automobile whose engine drive is controlled so as to maintain good intake efficiency over a wide driving range and to obtain excellent exhaust purification performance. The present invention aims to provide a drive control device.

(Structure of the invention) Now, the engine output is Pd and the engine torque is Te.

When the engine speed is Ne, the engine output is generally expressed as Pd oo Te X Ne.

This formula means that the desired engine output can be obtained by changing only the engine torque while keeping the engine speed constant. Therefore, a continuously variable transmission is used to change the gear ratio and throttle valve opening. If they can be controlled independently, the engine can be driven and controlled to a desired state while keeping the engine speed constant at a predetermined value.

However, with this control method, the engine speed can be maintained at a speed that provides good intake efficiency and exhaust purification efficiency, and the above conventional problems can be solved. If the number is constant, the time required to open and close the throttle valve to obtain the required output will be shortened, and since the operating speed of the throttle valve is faster than the operating speed of the transmission, the desired output will be quickly generated in response to accelerator operation. It is possible to shift to the operating state.

Therefore, the present invention provides a continuously variable transmission interposed between the engine and the wheels, a continuously variable transmission for adjusting the gear ratio thereof, a driving means for driving the throttle valve, and an accelerator. A control means is provided which can independently control the adjustment means and the drive means to obtain an engine output corresponding to the amount of operation, and by this control means,
When the accelerator operation amount is within a predetermined range, the adjustment means and the drive means are controlled so that an engine output corresponding to the accelerator operation amount is obtained while keeping the engine speed constant.

(Mitsukata Canko IJ) Next, one embodiment of the present invention will be described with reference to the drawings.

FIG. 2 shows the engine characteristics used in the present invention. The engine is set so that the region of minimum fuel consumption rate is near the throttle valve fully open line, and these engine characteristics are shown in FIG. 1. The reason why the characteristics are different from those used in the conventional drive control device shown is as follows. In other words, in conventional systems, engine output and vehicle speed are controlled by changing the throttle valve opening, so the minimum fuel consumption rate range is set so that the throttle valve is slightly closed rather than fully open. However, when accelerating, etc., it was necessary to fully open the throttle valve and operate an air-fuel ratio enrichment device to obtain large torque, that is, to secure surplus torque. This is because with this device, engine output and vehicle speed can be secured by changing both the gear ratio and the throttle valve opening.

Further, FIGS. 3 and 4 show a drive control device for an automobile according to an embodiment of the present invention. In the figure, 1 is the engine,
A throttle valve 3 is provided in the intake passage 2 of the engine I, and a check valve 4 is provided in the intake passage 2 upstream of the throttle valve 3, and a bypass passage 5 bypasses the check valve 4. is formed. A supercharger 6, which is an increasing means for increasing the torque of the engine, is disposed in the middle of the bypass passage 5, and the driving force of the engine is connected to the supercharger 6 via a pulley 7.8 and a belt 9. An electromagnetic clutch 1 is provided between the supercharger 6 and the pulley 7 to adjust the magnitude of the driving force to be transmitted.
0 is inserted. On the other hand, the downstream side of the throttle valve 3 of the intake passage 2 is branched into intake passages 2a to 2d for each cylinder, and each intake passage 2a to 2d has fuel injection valves 113 to 113.
An id is provided.

Further, a clutch 14a is connected to the output shaft 12 of the engine 1.
A continuously variable transmission 14 is connected via the continuously variable transmission 14.
The drive shaft 15 is connected to drive wheels 17 via a differential gear 16, and the continuously variable transmission 14 is provided with a gear ratio adjusting device I8 which is an adjusting means for adjusting its gear ratio.

Here, the continuously variable transmission 14 and the gear ratio adjusting device 18 are constructed as shown in FIG. 4. That is, the primary pulley 19 is connected to the input shaft 2 of the engine 2, and the output shaft 15 is connected to the primary pulley 19.
are each provided with a secondary pulley 2°, and both pulleys 19 and 20 are connected by a V-belt 21. The primary pulley 19 consists of a fixed pulley 19a, a movable pulley 19b opposing the fixed pulley 19b, and a hydraulic chamber 19c behind the pulley 19b. It is equipped with a planetary gear 19d and a hydraulic clutch 28 which are engaged with each other, and the hydraulic clutch 28 is connected to a shift lever (not shown).
Manual valve 1 that operates according to the manual operation of
3b, the planetary gear 19d is fixed to the input shaft 12 side and the fixed pulley 1
9a (primary pulley 19) is rotated in the same direction as the input shaft 12, and when the reverse gear position R is set, the planetary gear 19d is rotated.
is fixed to the casing 14b side, and the fixed pulley 19a is rotated in the opposite direction to the input shaft 12. Further, the above-mentioned secondary boo 'J 20 also includes a fixed pulley 20a and a movable boo 'J 20 that can freely move forward and backward in opposition to the fixed pulley 20a.
b and a hydraulic chamber 20c behind the pulley 20b.

The hydraulic chambers 19c and 20c of the primary boob IJ19 and the secondary pulley 2o are communicated with an oil pump 22 through a regulator valve 23 and an oil passage 27, and the movable boob of the primary pulley 19'
J19b is provided with a secondary valve 26 that controls the supply and discharge of hydraulic pressure to the hydraulic chamber 20c of the secondary pulley 20 in conjunction with this, and each hydraulic chamber 19c, 2
By controlling the supply and discharge of hydraulic pressure to 0c, each boo! Fixed boo in J19,20') 19 a,
20 a Movable 7"-') 19 b.

The V-belt 21 is configured to move up and down within the gap as the gap between the gears 20b changes, so that the speed ratio can be changed steplessly. Also, the above primary pulley 1
Between the hydraulic chamber 19c of No. 9 and the regulator valve 23, there is a first electromagnetic valve 2 for controlling the supply of hydraulic pressure to the hydraulic chamber 19c.
5 is interposed, and the first electromagnetic valve 25 is opened in response to a gear ratio down signal 93 to be described later, thereby supplying hydraulic pressure to the hydraulic chamber 19c of the primary pulley 19, and fixing the movable pulley i9b. The hydraulic chamber 20 of the secondary pulley 20 is moved forward toward the pulley 19a to narrow the gap between them, and the secondary valve 26 is controlled to open the hydraulic chamber 20 of the secondary pulley 20.
C is relieved and the gap between the fixed boob J 20a and the movable boob IJ 20b widens, thereby controlling the gear ratio to be small. In addition, the hydraulic chamber 19C of the primary pulley 19 and the first electromagnetic valve 25
and a second valve for controlling the discharge of hydraulic pressure from the hydraulic chamber 19c.
An electromagnetic valve 24 is interposed, and the second electromagnetic valve 24 is opened in response to a gear ratio amplifier signal 92, which will be described later, to relieve the hydraulic chamber 19C of the primary pulley 19, and the movable pulley 19b. Fixed the boo IJ 19
a to widen the gap between the two, and the secondary valve 26 is controlled accordingly.
Hydraulic pressure is supplied to the hydraulic chamber 20C of the pulley 20, and the gap between the fixed pulley 20fa and the movable pulley 20b is closed.
Therefore, control is performed to increase the gear ratio.

Further, 13a is a clutch valve for nullifying the transmission relationship between the primary pulley 19 and the secondary pulley 20 via the V-belt 21.

Further, in FIG. 3, 29 is an accelerator position sensor which is an accelerator detection means for detecting the amount of operation of the accelerator pedal 30. In this embodiment, the amount of operation of the accelerator pedal 30 is regarded as a parameter indicating the request for engine output. There is.

31 is a brake position sensor that detects the amount of depression of the brake pedal 32; 33 is an engine rotation speed sensor that detects the engine rotation speed; 34 is an air flow meter that detects the amount of intake air; 35 is a torque sensor that detects the engine torque; 36 is a throttle actuator which is a driving means for driving the throttle valve 3 to open and close.

Furthermore, 38 is an input/output interface 39. CPU40
and a memory 41, and the memory 41 includes an arithmetic processing program, a first . A map of the second target rotation speed, etc. are stored. The first target rotation speed in the above map is a value as shown in FIG. Nem is a constant value when the value is equal to or greater than α2, and increases linearly as the accelerator operation amount increases when the value is equal to or greater than the first set value α1 and equal to or less than the second set value α2.

The CPU 40 also controls each of the sensors 29 and 31.
．． 33, 34, and 35 are received, predetermined arithmetic processing is performed, and the engine speed/torque characteristics are shown in Figure 5 (
The gear ratio adjusting device 1 is adjusted so as to obtain the characteristics shown in the solid line in b).
8. Speed ratio by controlling throttle actuator 36, fuel injection amount, and supercharger 6.

Adjust the throttle opening, fuel injection amount, and supercharging amount. That is, the amount of depression of the accelerator pedal 30 is the first set value α.
1 or less, the engine speed is set to a constant value N eρ, the throttle valve opening is set so that the engine torque becomes a value corresponding to the accelerator operation amount (X in the figure), and the above operation amount is set to the first value. When the set value α1 or more is equal to or less than the second set value α2, the throttle valve opening is set to a constant value T of the engine torque.
el, and set the engine speed to a value corresponding to the accelerator operation amount (part Y in the figure), and when the operation amount is equal to or higher than the second set value α2, the engine speed is set to a constant value Nem, and the throttle is adjusted. The valve opening degree is controlled so that the engine torque becomes a value corresponding to the accelerator operation amount (section Z in the figure). Furthermore, when the amount of depression of the brake pedal 32 is greater than or equal to a set value, the CPU 40 reduces the opening of the throttle valve and controls the engine speed to a value corresponding to the amount of depression of the brake pedal. When the operating speed of the brake pedal 32 is below the set value and when the amount of depression of the brake pedal 32 is above the set value, the engine speed and intake air amount are adjusted so that the air-fuel ratio of the mixture becomes the stoichiometric air-fuel ratio λ-1. Generates a basic fuel injection pulse according to the specified value, and also when the accelerator operation speed exceeds the above setting value.
``During acceleration, the fuel injection amount is controlled by correcting the basic fuel injection pulse so that the air-fuel ratio of the mixture becomes 13.5, for example. Furthermore, CPU40
Regarding the control of the electromagnetic clutch 10, when the operating amount of the accelerator pedal 30 reaches a third setting value that is greater than the second setting value α2, supercharging is started and the engine driving force is increased according to the accelerator depression amount. The electromagnetic clutch notch 10 is controlled so that the information is transmitted to the supercharger 6.

FIG. 6 is a diagram for explaining the arithmetic processing of the CPU 40, and for convenience of explanation, the arithmetic processing of the CPU 40 is shown using a hardware circuit.

In the figure, 42 is an accelerator operation amount signal which is a detection signal of the accelerator position sensor 29, 43 is a brake depression amount signal which is a detection signal of the brake position sensor 31, and 44.45 is a detection signal of the engine rotation speed sensor 33. The rotational speed signal 46 is an engine torque signal which is a detection signal of the torque sensor 35.

In addition, in Fig. 6, the characteristic curves 48 to 50 with the X axis and the y axis drawn within the square frame output the y value on the above characteristic curve when the input to the circuit is the X value. This is a means of generating a function. This actually obtains the output (y value) by inputting the above input (X value) into a predetermined memory map in the CPU 40 and reading the stored value from the map. In terms of hardware, this can be thought of as a function generator that generates an output (y value) in response to an input (X value), so this is shown as shown in the figure. Specifically, 48 is a first target rotation speed generating means for generating the first target rotation speed shown in FIG. 5(a) in response to the signal 42 indicating the accelerator operation amount α, and 49 is a brake depression amount signal 43 is a second target rotation speed generation means for generating a second target rotation speed, and 50 is a target torque generation means for generating a target engine torque for the accelerator operation amount signal 42.

Further, in the figure, 51 to 63 are determination means for determining whether the input is greater than or equal to the set value, or less than or equal to the set value, and these determine "1" when the input value falls within the shaded area.
It is designed to output . 64-68 are each 2
69 to 78 are AND gates, and 79 to 85 are OR gates. Further 86-9
3 is the above AND gate 69-78 or OR gate 7
These are various control signals obtained when the signals from 9 to 85 are "l", and 86 is an air-fuel ratio enrichment signal for enriching the air-fuel ratio of the air-fuel mixture. The fuel injection pulse is corrected so that the A/F is on the Lynch side.

Reference numeral 87 is a stoichiometric air-fuel ratio signal for bringing the air-fuel mixture to the stoichiometric air-fuel ratio, and when this signal is output, the basic fuel injection pulse is used as it is as the injection pulse. Further, 88 is a supercharging amplifier signal for increasing the amount of supercharging, 89
90 is a supercharging down signal for reducing the supercharging amount, and 90 is an opening up signal for increasing the opening of the throttle valve 3.
91 is an opening down signal for reducing the throttle valve opening, 92 is a gear ratio amplifier signal for increasing the gear ratio of the transmission 14, and 93 is a gear ratio down signal for decreasing the gear ratio. Furthermore, 94 is a sample hold circuit, 95 is a differentiation circuit, and 96 is a divider.

Here, the attuator driven by the various control signals mentioned above is: (1) The speed of change in the gear ratio is slower than the speed of change in engine speed, (2) The speed of returning the air-fuel ratio to the lean side increases the engine output during acceleration. It is assumed that the two conditions of matching the rate are satisfied.

Next, the general operation of this apparatus will be explained using FIGS. 3 to 5.

When the engine 1 is operated, the engine output is changed according to the gear ratio of the continuously variable transmission 14 and transmitted to the drive wheels 17 via the differential gear 16. on the other hand,
The accelerator position sensor 29 measures the operation amount of the accelerator pedal 30, the brake position sensor 31 measures the MFI included amount of the brake pedal 32, the engine speed sensor 33 measures the engine speed, the air flow meter 34 measures the amount of intake air, and the torque sensor 35 measures the amount of intake air. detects the torque of the engine 1, and the CPU 40 in the control circuit 38 receives the detection signals from the sensors 29 to 35 and executes predetermined arithmetic processing. Now, when the operating amount of the accelerator pedal 30 is lower than the first set value α1 at low rotation and low load, the CPU 40
As shown by the straight line of the The ratio adjustment device 18 and the throttle actuator 36 are controlled, and at the same time, the amount of injection from the fuel injection valves 1.12 to 12 to lid is controlled so that the air-fuel ratio of the air-fuel mixture becomes the stoichiometric air-fuel ratio, and as a result, only the throttle valve opening is controlled. By increasing or decreasing , the desired engine output can be ensured.

Next, when the state shifts from the low speed state and the operation amount of the accelerator pedal 30 falls within the range of the first set value α1 or more and the second set value α2 or less, the CPU 40
As shown by the straight line in the figure, the gear ratio adjustment device 18 and the throttle actuator 36 are controlled so that the engine torque is a constant value and the engine speed is a value that corresponds to the accelerator operation amount, and the air-fuel mixture is controlled to a theoretical value. By controlling the air-fuel ratio and, as a result, increasing or decreasing only the engine speed, a desired engine output can be ensured.

When the accelerator pedal 30 is further depressed and its operation amount becomes larger than the second set value α2, the CPU 40
As shown in part 7 of FIG. 5(b), the gear ratio adjustment device 18 is controlled so that the engine speed becomes a constant value Nem, and the engine torque becomes a value corresponding to the accelerator operation amount. The throttle actuator 36 is controlled as follows. When the amount of accelerator operation increases further and becomes equal to or higher than the third set value, the CPU 40 operates the electromagnetic clutch 10 to control the amount of supercharging of the supercharger 6 by operating the accelerator, as shown in FIG. As a result, engine output greater than the maximum output without supercharging is ensured.

Furthermore, during acceleration, the CPU 40 controls the fuel injection amount so that the air-fuel ratio of the air-fuel mixture becomes rich, thereby increasing the engine output and providing smooth acceleration response.

Also, when the brake pedal 32 is depressed to perform braking,
The CPU 40 controls the throttle/nottle actuator 36 so that the opening degree of the throttle valve becomes small, and
In addition, the gear ratio adjusting device 18 is controlled so that the engine rotational speed becomes the rotational speed corresponding to the rake depression amount β, and the fuel injection amount is controlled so that the air-fuel ratio of the air-fuel mixture becomes the stoichiometric air-fuel ratio. However, in addition to the braking by the braking mechanism that communicates with the driver, an engine brake of a magnitude corresponding to the brake depression amount βG acts, and the own aS vehicle is quickly decelerated.

Next, the operation will be explained in detail using FIG.

When the accelerator pedal 30 is pressed down, the brake pedal 32 is not pressed down, and the inverted output of the determining means 51 becomes "1", and the AND gate 71~
77 are all opened, and the engine speed Ne is greater than the minimum rotation speed, the output of the medium constant means 55 is "
1" and the AND gate 78 force (opens. In this state, if the operating amount of the accelerator pedal 30 is less than the first set value α1, first the first target rotation speed is generated. In the means 48 a constant setpoint speed Neβ is generated, in the adder 66 the difference between this first setpoint speed Neff and the actual engine speed Ne is determined, and the actual speed is determined as the first setpoint (direct speed). When it is smaller than Neβ, the output number of the determining means 58 becomes "1", and the signal "Bi" becomes the gear ratio up signal 92 through the AND gate 72 and the OR gate 83.
As a result, the gear ratio of the transmission 14 increases, and the actual engine speed also increases. On the other hand, the actual rotation speed N
e is larger than the first target value Nep), the determination means 5
9 becomes "1", and the signal "1" passes through AND gate 73 and OR gate 85 and becomes the gear ratio down signal 93.
As a result, the gear ratio of the transmission 14 becomes smaller and the actual engine speed also decreases. Then, when the actual engine speed Ne reaches the target speed Nel, both the signals of the determination means 58 and 59 become "O".
The gear ratio amplifier or gear ratio is not lowered, and the engine speed is maintained at the target value Net.

At the same time, the divider 96 outputs a target engine torque corresponding to the accelerator operation amount α from the accelerator operation amount signal 42 and the engine rotational speed signal 44, and the adder 67 outputs a target engine torque corresponding to the accelerator operation amount α, and the adder 67 calculates the difference between the target engine torque and the actual engine torque Te. When the actual torque Te is smaller than the target value, the output of the determining means 60 becomes "1", and the signal passes through the AND gate 74 and the OR gate 81 to become the opening up signal 90, thereby increasing the throttle valve opening. is made larger. Conversely, when the actual engine torque Te is larger than the target value, the output of the determining means 61 becomes 1", and the signal "l" is output from the AND gate 75, the OR gate 82 and the AND gate 7
8, the opening degree down signal 91 is generated, and the throttle valve opening degree is thereby reduced. When the actual engine torque Te reaches the target value, the signals of the determination means 60 and 61 both become "0", so the opening is not increased or decreased, and the engine torque is adjusted according to the accelerator operation amount α. Controlled by value.

Further, the accelerator operation amount signal 42 is differentiated by a differentiating circuit 95, but since the output of the differentiating circuit 95 is below the set value during normal operation other than during acceleration, the determining means 53
If the output of
The stoichiometric air-fuel ratio signal 87 is generated, and the basic fuel injection pulse corresponding to the engine speed and intake air amount is directly applied to the fuel injection valves 11a to 11lid, and the air-fuel mixture is controlled to the stoichiometric air-fuel ratio λ-1. be done. Further, in the target torque generating means 50, when the accelerator operation amount α is less than the third set value α, the target torque is zero, the output of the adder 68 becomes negative, and the signal of the determining means 63 becomes “1”, indicating that the target torque is zero. Since the signal "1" passes through the AND gate 77 and the OR gate 80 and becomes the supercharging down signal 89, the supercharger 6 does not operate.

Next, when the accelerator operation amount changes from the above-mentioned state below the first setting value α1 to a range of above the first setting value α1 and below the second setting value α2, the first target rotation speed generating means 48, a target rotational speed corresponding to the accelerator operation amount α is generated, and the gear ratio adjusting device 18 is controlled in the same manner as described above so that the actual engine rotational speed becomes the target rotational speed according to the accelerator operation amount. Ru. On the other hand, the divider 96 generates a constant value target engine torque Tel, and the throttle actuator 36 is controlled so that the actual engine torque Te becomes the constant value Tel. Further, at this time, the air-fuel ratio of the air-fuel mixture is controlled to the stoichiometric air-fuel ratio, and supercharging is not performed.

Further, when the operation amount of the accelerator pedal 30 changes from the state below the second set value α2 described above to the second set value α2 or more,
The first target rotation speed generating means 48 has a constant target rotation speed N.
em is generated, and the gear ratio adjusting device 18 is controlled so that the actual engine rotation speed becomes a constant target rotation speed Nem. On the other hand, the divider 96 now generates a target engine torque corresponding to the accelerator operation amount α, and the throttle actuator 36 is controlled so that the actual engine torque becomes the target value.

Further, when the accelerator operation amount is in a region equal to or higher than the third set value, the target torque generating means 50 generates a target engine torque corresponding to the accelerator operation amount α, and the adder 68 calculates the target engine torque and the actual engine torque. The difference from Te is calculated. At the beginning of this range, the actual engine torque Te is obtained only by throttle valve control and is smaller than the target value.
First, the determination means 62 outputs a signal "1", and the signal "
1'' becomes a supercharging amplifier signal 88 through an AND gate 76, which controls the electromagnetic clutch 1o to start supercharging, and increases the engine driving force transmitted to the supercharger 6. When the engine torque Te of
”, and the signal “1” is applied to the AND gate 77 and the OR gate 77.
A supercharging down signal 89 is generated through the gate 81, thereby controlling the electromagnetic clutch 10 and reducing the engine driving force transmitted to the supercharger 6. When the actual engine torque Te reaches the target value corresponding to the accelerator operation amount α,
Since the output of the adder 68 becomes zero, the supercharging amplifier or supercharging is not lowered, and the supercharging amount is maintained at an amount that allows one engine herk corresponding to the accelerator operation amount α to be obtained.

Further, when acceleration is performed and the operation amount of the accelerator pedal 3o changes rapidly, the output of the differentiating circuit 95 exceeds the set value and the output of the determining means 52 becomes "1", and the signal "1" becomes an air-fuel ratio enrichment signal 86 through an AND gate 71, and the basic fuel injection pulse read out according to the engine speed and intake air amount is corrected and applied to the fuel injection valves 11a to lld, so that the mixture is The air-fuel ratio of air is controlled to be rich.

Further, when the accelerator pedal 30 is depressed as described above, when the foot is removed from the accelerator pedal 30 and the brake pedal 32 is depressed, the signal of the determining means 51 becomes "1".
, the AND gates 1 to 71 to 77 are all closed, and at the same time, the signal "1" of the determining means 51 is the AND gate 69.70.
, the signal "1" from the determining means 51 passes through the OR gate 79, becomes the stoichiometric air-fuel ratio signal 87, and
The supercharging down signal 89 passes through the gate 80, and then the O
The opening down signal 91 is generated through the R gate 82 and the AND gate 78, whereby the air-fuel mixture is controlled to the stoichiometric air-fuel ratio, supercharging is stopped, and the throttle valve 3
is closed to the lowest value at which the signal of the determining means 54 becomes "1". When the amount of brake depression is large, the second target rotation speed generating means 49 generates a positive target rotation speed of @2 according to the amount of brake depression β;
is small, a negative second setpoint rotational speed is generated. In addition, the sample and hold circuit 94 samples and holds the engine rotational speed signal 45 at the moment when the brake pedal is depressed, that is, in synchronization with the signal "1" from the The target rotation speed is obtained by adding the number and the output value of the sample hold circuit 94,
Further, an adder 65 calculates the difference between this target rotational speed and the actual rotational speed Ne. When the actual rotational speed Ne is smaller than the target value, the signal of the determining means 56 becomes "1", and the signal "i" passes through the AND gate 69 and the OR gate 83 and becomes the gear ratio amplifier signal 92, so that the gear ratio is is increased to increase the actual engine speed. Conversely, when the actual rotational speed Ne is larger, the signal of the determining means 57 is "1".
Since the signal "1" passes through the AND gate 70 and the OR gate 85 and becomes the gear ratio down signal 93, the gear ratio becomes smaller and the actual engine speed also decreases. When the actual engine speed Ne reaches the second target speed, the output of the adder 65 becomes zero, so the gear ratio is controlled to that value, and the engine speed is changed to the brake depression amount β.
The rotation speed will be maintained at a speed corresponding to that of the engine.

The device of this embodiment as described above has the following effects at 1M.
I can do that.

(i) During steady operation, the engine speed is kept constant at a predetermined value throughout most of the operating range, and the desired engine output is obtained by changing the engine torque, resulting in good intake efficiency over a wide operating range. Furthermore, since a sufficient amount of secondary air can be introduced over a wide operating range, excellent exhaust purification performance can be obtained.

(ii) As mentioned above, the engine speed is kept constant during steady operation, so if you want to obtain the required output, you can quickly shift to the desired operating state by adjusting only the throttle valve, and you can easily shift to the desired operating state by adjusting only the throttle valve. Good responsiveness.

(iii) Since the air-fuel mixture is controlled to the stoichiometric air-fuel ratio during steady operation, it is possible to drive with low fuel consumption and improve fuel efficiency.

(iv) At low speeds, the engine speed is maintained at the lowest value of the stability limit and the throttle valve opening is adjusted to obtain the desired engine output, so the area in which the throttle valve is closed can be narrowed, which allows the throttle valve to It is possible to reduce the pumping loss of engine output due to opening and closing, thereby alleviating deterioration in fuel efficiency, and the stability of the engine is not impaired.

(v) Also, as mentioned above, since the desired engine output is obtained by opening and closing the throttle valve at low speeds, there is no need to make the gears of the transmission large in diameter, and the engine is compact.

(vi) At high speeds and during acceleration, supercharging is performed while the engine speed is maintained at a steady state, and the air-fuel ratio of the air-fuel mixture is made rich, so that the engine speed is sufficiently high without increasing the engine speed unnecessarily. Vehicle speed operation and acceleration performance can be obtained, and as a result, damage to the engine due to excessive increase in engine speed can be reliably prevented, and engine reliability can be guaranteed.

(vl) When braking, the throttle valve is closed and the engine speed is controlled to a speed that corresponds to the amount of brake depression, so the engine brake can be applied at the optimum strength depending on the amount of brake depression. can.

In the above embodiment, the engine speed is changed in some operating ranges during steady operation, but the engine speed may be kept constant throughout during steady operation, and the engine speed at low speeds and high speeds is not constant. It may be changed, but in any case, in the present invention, the engine speed may be kept constant when the accelerator operation amount is within a predetermined range. Further, the constant engine speed may be a value that optimizes either the intake efficiency or the exhaust purification efficiency.

Further, in the above embodiment, the air-fuel ratio of the air-fuel mixture during steady state was set to the stoichiometric air-fuel ratio, but it may be leaner than this. Further, supercharging at high vehicle speeds does not necessarily have to be performed.

(Effects of the Invention) As described above, according to the drive control device for a vehicle according to the present invention, a continuously variable transmission is interposed between the engine and the wheels, and an adjusting means for adjusting the gear ratio thereof is provided. , a drive means for driving the throttle valve, and a control means capable of controlling the adjustment means and the drive means so as to obtain an engine output corresponding to the amount of accelerator operation, and the control means controls the accelerator operation. When the amount is within a predetermined range, the engine speed is held constant and the throttle valve opening is adjusted to obtain the desired engine output, making it possible to obtain optimal intake efficiency and exhaust purification efficiency over a wide operating range. This also has the effect of improving the responsiveness of engine output to accelerator operation.

[Brief explanation of drawings]

1 and 2 are diagrams showing the constant fuel consumption rate region on the engine speed/torque curve plane of the conventional and the present invention, respectively, and FIG. 3 is a configuration diagram of an automobile drive control device according to an embodiment of the present invention. , FIG. 4 is a block diagram of the continuously variable transmission used in the above device, FIG. 5 f8) is a diagram showing the characteristics of the first target rotation speed stored in the memory 41 of the above device,
b) is a diagram for explaining the operation of the above device, and FIG. 6 is a diagram for explaining the arithmetic processing of the CPU 40 of the above device. 1... Engine, 3... Throttle valve, 14...
Continuously variable transmission, 18...speed ratio adjustment device (adjustment means),
29... Accelerator position sensor (accelerator detection means), 3G... Throttle acti unique (driving means), 38... Control circuit (control means).

Claims (1)

[Claims] (11) a continuously variable transmission interposed between the engine and the wheels, and an adjusting means for adjusting the gear ratio of the continuously variable transmission;
A driving means for driving the throttle valve of the engine, an accelerator detecting means for detecting the operating amount of the accelerator pedal, and a signal receiving means from the accelerator detecting means is adapted to adjust the adjusting means and the driving means according to the accelerator operating amount. On the other hand, when the accelerator operation amount is within a predetermined range, the adjustment means is controlled so that the engine speed is constant regardless of the accelerator operation amount, and the engine output is driven to be an output corresponding to the accelerator operation amount. 1liIJ1 controlling means
A drive control device for an automobile, characterized in that it is provided with means 'II.