JP2990801B2 - Control device for internal combustion engine and continuously variable transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a continuously variable transmission provided in a driving force transmission system between an internal combustion engine mounted on a vehicle and drive wheels, and a shift of the continuously variable transmission. The present invention relates to a control apparatus for an internal combustion engine and a continuously variable transmission that controls switching of a ratio at a shift speed suitable for a driving state of a vehicle and also controls output of the internal combustion engine.

BACKGROUND ART In general, the engine output (hereinafter simply referred to as output) of an internal combustion engine (hereinafter simply referred to as engine) mounted on an automobile includes an accelerator pedal, a throttle lever, etc. (hereinafter represented by an accelerator pedal) which are artificially operated members. It is mechanically controlled by a throttle device connected by an accelerator cable.

However, when the accelerator pedal and the throttle device operate 1: 1, excessive output is generated due to lack of skill or carelessness of the driver, causing slip when starting or causing spin etc. when driving on a frozen road. In some cases, the tire may skid (slip) during rapid acceleration.

Therefore, a dual throttle valve system in which the main throttle valve and the sub throttle valve are installed in the throttle device and the sub throttle valve side is electronically controlled, or the accelerator pedal and the throttle valve are not connected by an accelerator cable, Traction control (driving force control) using a so-called drive-by-wire system in which the depression amount is detected by a sensor such as a potentiometer and the throttle valve is driven by a step motor or the like has been proposed.

In these types of traction control, usually, the ECU (engine control unit) uses the ECU (engine control unit) to determine the optimal opening of the auxiliary throttle valve or throttle valve (that is, (Engine output) is calculated and controlled (decreased) so as to suppress the driving torque of the wheels to a range that does not cause idling.

By the way, the required output information of the engine is appropriately set according to the opening degree of the accelerator pedal and the like. In the case of traction control, the ECU calculates and sets the required output of the engine as described above, and sets the required output. The drive control of the sub-throttle valve and the main throttle valve is performed so that an output is obtained. In this case, it is desirable to perform the calculation based on the current actual torque. That is, if the deviation between the required torque and the actual torque is calculated and real-time control is performed so as to make this deviation zero, over-control and deterioration of responsiveness can be prevented.

However, it is possible to detect the actual torque of the engine by a bench test using a chassis dynamometer or the like.However, it is difficult to actually install the engine in terms of the weight, size and cost of the device for in-vehicle use. However, there is a serious problem that an output (energy) loss is caused.

Therefore, it is presumed that the actual torque can be calculated based on the intake air amount information using the conventional control system to improve the accuracy of the output control.

On the other hand, the power transmission system of the engine transmits the output torque of the engine to the wheels via various transmissions. Among these transmissions, a continuously variable transmission CVT in which the gear ratio can be continuously changed using a steel belt and a pulley, and in which the gear speed can be increased or decreased according to the hydraulic pressure value supplied to a hydraulic actuator.
(Continuous variable transmission) has been realized and adopted in vehicles.

In this type of continuously variable transmission, a speed change speed is calculated to eliminate a speed ratio deviation between a target speed ratio and an actual speed ratio calculated according to an operation state, and the continuously variable transmission is required to achieve the speed change. Drive control of the hydraulic actuator.

The problems to be solved and used by the present invention are as follows.

In other words, the continuously variable transmission CVT mounted on the conventional vehicle drives and controls the hydraulic actuator to correct the actual gear ratio to the target gear ratio, and does not consider the level of the torque value transmitted at that time as a problem. Was.

For this reason, when the continuously variable transmission CVT can change its gear ratio, when the gearshift operation is performed at a relatively slow gearshift speed, the drive shaft torque changes smoothly. However, when the gear ratio deviation between the target gear ratio and the actual gear ratio is large, the gear ratio is rapidly changed to a large value, and the gear speed becomes relatively high. However, if the speed of the continuously variable transmission CVT is too high, especially when the speed of the kick-down is too high, the acceleration of the vehicle will drop, and the lower the engine torque, the more likely the speed is affected by the speed of the speed.

In particular, the continuously variable transmission CVT has a relatively large moment of inertia of the pulley, which has a negative value on the shift acceleration, and if the shift shock during shifting is large or the engine torque alone is excessively large, the steel belt Slippage may occur. For this reason, the shifting speed is limited, but the shifting performance of the continuously variable transmission CVT cannot be sufficiently exhibited, which poses a problem.

An object of the present invention is to provide an output control device for an internal combustion engine that can increase a shift speed without increasing a shock during a shift.

DISCLOSURE OF THE INVENTION A control device for a first internal combustion engine and a continuously variable transmission according to the present invention is provided in an internal combustion engine mounted on a vehicle and a driving force transmission system between the internal combustion engine and drive wheels to reduce a gear ratio. A continuously variable transmission that can be continuously switched; and a control device for the internal combustion engine and the continuously variable transmission that respectively control the continuously variable transmission. Target speed ratio setting means for setting a target speed ratio of the continuously variable transmission based on the operating state, speed ratio detecting means for detecting an actual speed ratio of the continuously variable transmission, and target speed ratio setting means. Speed ratio deviation calculating means for calculating a deviation between the set target speed ratio and the actual speed ratio detected by the speed ratio detecting means, and a speed ratio deviation calculated by the speed ratio deviation calculating means Speed change speed setting means for setting a speed change speed that is a change amount of a speed ratio based on the speed change ratio, speed change control means for controlling the continuously variable transmission to achieve the speed change speed set by the speed change speed setting means, A shift assist torque calculating means for determining a shift assist torque consumed by the shift operation of the continuously variable transmission based on the shift speed set by the speed setting means; and a shift assist torque calculated by the shift assist torque calculating means. And internal combustion engine control means for controlling the output of the internal combustion engine.

As described above, the speed of the continuously variable transmission is controlled at the shift speed that is the amount of change in the speed ratio, and the output of the internal combustion engine is controlled by the shift assist torque corresponding to the shift speed.
The continuously variable transmission can be switched at an appropriate shift speed, the internal combustion engine can be controlled by an accurate output, and shock during shifting can be reduced.

In addition, the control device for the second internal combustion engine and the continuously variable transmission according to the present invention has, in particular, an intake air amount adjusting means in the intake system in which the internal combustion engine can be controlled independently of the operation of the artificial operating member. Wherein the operating state detecting means includes acceleration request detecting means for detecting the amount of operation of the artificial operation member as acceleration request information of the driver, and the target gear ratio setting means includes the acceleration request detecting means. Setting the target gear ratio based on the operation amount of the artificial operation member detected by the means, the internal combustion engine control means based on the operation amount of the artificial operation member detected by the acceleration request detection means, Request torque setting means for setting a required torque as the torque required for the acceleration requested by the driver; request torque set by the required torque setting means and the shift assist torque calculating means. Control means for setting a target engine torque based on the shift assist torque calculated according to the above, and controlling the intake air amount adjusting means such that the target engine torque set by the target engine torque setting means is obtained. Engine torque control means.

In this manner, the acceleration request information is obtained from the operation amount of the artificial operation member, and the required torque according to the acceleration request information is obtained.
A target engine torque is obtained based on the required torque and the shift assist torque, and the intake air amount adjusting means is controlled so as to obtain the target engine torque. The internal combustion engine can be controlled by an appropriate output corresponding to the amount and the amount according to the driver's acceleration request, and the shock during shifting can be reduced.

In addition, the control device for the third internal combustion engine and the continuously variable transmission according to the present invention particularly includes, in the intake system, an intake air amount adjusting means capable of controlling the internal combustion engine independently of operation of a target operation member. The internal combustion engine control means includes an auxiliary intake air amount setting means for obtaining an auxiliary intake air amount necessary for obtaining the shift auxiliary torque based on the shift auxiliary torque calculated by the shift auxiliary torque calculating means. And an auxiliary intake air amount control means for controlling the intake air amount adjusting means so as to obtain the auxiliary intake air amount set by the auxiliary intake air amount setting means.

As described above, the auxiliary intake air amount necessary for obtaining the shift assist torque is obtained, and the auxiliary intake air amount control means controls the intake air amount adjusting means so as to obtain the auxiliary intake air amount. Therefore, it is possible to obtain an appropriate output corresponding to the amount consumed for performing the shift control at the shift speed and the amount corresponding to the driver's acceleration request by adjusting the auxiliary intake air amount. Shock during shifting due to insufficient output at the time can be reduced.

In addition, the control device for the fourth internal combustion engine and the continuously variable transmission according to the present invention may be a control device for an internal combustion engine, wherein the internal combustion engine is provided in an intake system and is operated by manipulating an operation member. Fuel supply means for adjusting the fuel supply amount to the internal combustion engine; and ignition means for igniting the internal combustion engine, wherein the operating state detection means determines the amount of operation of the artificial operation member by the driver. Acceleration target detection means for detecting as the acceleration request information, the target gear ratio setting means sets the target gear ratio based on the operation amount of the artificial operation member detected by the acceleration request detection means, The internal combustion engine control means sets a target air-fuel ratio and a target ignition timing based on the shift assist torque calculated by the shift assist torque calculating means, and controls the fuel supply means based on the target air-fuel ratio. Together, and is configured to have a first engine torque controlling means for controlling the ignition means based on the target ignition timing.

As described above, the target air-fuel ratio and the target ignition timing are set based on the shift assist torque, the fuel supply means is controlled to achieve the target air-fuel ratio, and the ignition means is controlled to achieve the target ignition timing. In addition, the slip and shock of the steel belt due to over output can be eliminated, and the internal combustion engine can output the optimum torque.

In addition, the control device for the fifth internal combustion engine and the continuously variable transmission according to the present invention particularly provides the intake system with an intake air amount adjusting means capable of controlling the internal combustion engine independently of operation of an artificial operating member. Wherein the operating state detecting means has an operating amount detecting means for detecting an operating amount of the artificial operating member, and the internal combustion engine controlling means has an artificial amount detected by the operating amount detecting means. Request output detecting means for obtaining the required output information of the driver based on the operation amount of the operating member; and, based on the required output information obtained by the required output detecting means, a required torque corresponding to the required output information of the driver. Request torque setting means for setting a target engine speed, request torque set by the request torque setting means, and shift assist torque calculated by the shift assist torque calculating means. A target engine torque calculating means for setting a target engine torque based on the target engine torque, and an engine torque controlling means for controlling the intake air amount adjusting means so as to obtain the target engine torque set by the target engine torque setting means. The target gear ratio setting means is configured to set the target gear ratio based on the target engine speed set by the required torque setting means.

As described above, the required output is set in accordance with the operation amount of the artificial operation member, and the required torque and the target engine speed are set in accordance with the required output. It is possible to select the engine output and the optimal gear ratio of the continuously variable transmission according to the driver's request, thereby further improving the driving feeling.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram of an internal combustion engine output control device as one embodiment of the present invention.

FIG. 2 is a block diagram of a configuration according to the basic claims of the present invention.

FIG. 3 is a functional block diagram of an electronic control unit in the apparatus of FIG.

FIG. 4 is a sectional view of a continuously variable transmission used in the apparatus of FIG.

FIG. 5 is a characteristic diagram of a speed ratio equivalent engine speed calculation map used in the output control of the apparatus of FIG.

FIG. 6 is a characteristic diagram of an intake air amount-torque calculation map used in output control of the apparatus of FIG.

FIG. 7 is a characteristic diagram of a throttle valve (accelerator) opening-intake air amount calculation map used in output control of the apparatus of FIG.

FIG. 8 is a flowchart of an engine output control processing routine performed by the apparatus of FIG.

FIG. 9 is a flowchart of a CVT control processing routine performed by the apparatus of FIG.

FIG. 10 is a flowchart of an ECU main routine performed by the apparatus of FIG.

FIG. 11 is a schematic diagram of a dynamic model representing a motor function of the CVT in the apparatus of FIG.

FIG. 12 (a) is a schematic partial view of an operation model of a pulley portion of a CVT in the apparatus of FIG.

FIG. 12 (b) is a characteristic diagram of a shift speed calculation map of the CVT in the apparatus of FIG.

FIG. 13 is a characteristic diagram of a torque calculation map used by the ECU in the apparatus of FIG.

FIG. 14 is a characteristic diagram of a shift speed calculation map used by the ECU in the apparatus of FIG.

FIG. 15 is an overall configuration diagram of a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention.

FIG. 16 is a functional block diagram of an electronic control unit in the apparatus of FIG.

FIG. 17 is a characteristic diagram of an opening area-intake air amount conversion map used by the ECU in the apparatus of FIG.

FIG. 18 is a characteristic diagram of an intake negative pressure-throttle opening degree conversion map used by the ECU in the apparatus of FIG.

FIG. 19 is a flowchart of a main routine used by the ECU in the apparatus shown in FIG.

FIG. 20 is a flowchart of an auxiliary intake air supply processing routine used in output control of the apparatus of FIG.

FIG. 21 is a flowchart of a CVT control processing routine performed by the apparatus of FIG.

FIG. 22 is a front part of a functional block diagram of an electronic control unit in a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention.

FIG. 23 is a rear part of a functional block diagram of an electronic control unit in a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention.

FIG. 24 is a schematic plan view of an engine equipped with the devices in FIGS. 22 and 23.

FIG. 25 (a) is a map for setting the number of closed cylinders in the apparatus shown in FIG.

FIG. 25 (b) is a cylinder-cylinder number setting map used in the apparatus of FIG.

FIG. 26 is a characteristic diagram of a dwell angle calculation map used by the apparatus in FIGS. 22 and 23.

FIG. 27 is a characteristic diagram of a torque-retard amount conversion map used by the apparatus in FIGS. 22 and 23.

FIG. 28 is a characteristic diagram of a torque-excess air ratio conversion map used by the apparatus in FIGS. 22 and 23.

FIG. 29 is a flowchart of an engine output control processing routine used by the apparatus in FIGS. 22 and 23.

FIG. 30 is a flowchart of a CVT control processing routine used in the apparatus shown in FIGS. 22 and 23.

FIG. 31 is a flowchart of a processing routine for setting the number of fuel cut cylinders and the like used by the apparatus in FIGS. 22 and 23.

FIG. 32 is a flowchart of an air-fuel ratio change processing routine used by the apparatus in FIGS. 22 and 23.

FIG. 33 is a flowchart of an ignition drive processing routine used by the apparatus in FIGS. 22 and 23.

FIG. 34 is a flowchart of an injector driving routine used by the apparatus in FIGS. 22 and 23.

FIG. 35 is a functional block diagram of an electronic control unit in a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention.

FIG. 36 is a characteristic diagram of a required power calculation map used in the control device in FIG.

FIG. 37 is a characteristic diagram of a power-torque and engine speed conversion map used in the control device in FIG. 35.

FIG. 38 is a flowchart of an engine output control processing routine used by the control device in FIG. 35.

FIG. 39 is a flowchart of a CVT control processing routine used by the control device in FIG. 35.

FIG. 40 is a continuation flowchart of the CVT control processing routine of FIG. 39.

BEST MODE FOR CARRYING OUT THE INVENTION FIG. 1 shows a gasoline engine system (hereinafter simply referred to as an engine system) and a driving force transmission system P employing a control device for an internal combustion engine and a continuously variable transmission according to the present invention. FIG. 2 shows a block diagram of a control device for an internal combustion engine and a continuously variable transmission according to the present invention.

First, the present invention basically provides a continuously variable transmission that is provided in an engine E mounted on a vehicle and a driving force transmission system P between the engine E and the driving wheels 32 and that can continuously switch the speed ratio i. (CVT) 35, and in particular, operating state detecting means A1 for detecting the operating state of the vehicle,
Target gear ratio setting means A2 for setting a target gear ratio io of the continuously variable transmission 35 based on the operating state detected by the operating state detecting means, and a gear ratio for detecting the actual gear ratio in of the continuously variable transmission 35. Detecting means A3, speed ratio deviation calculating means A4 for obtaining a deviation Δi between the target speed ratio io and the actual speed ratio in,
Shift speed, which is the amount of change in the gear ratio based on the gear ratio deviation Δi
Speed-change setting means A5 for setting Vm, and speed-change control means A6 for controlling the continuously variable transmission 35 so as to achieve the speed Vm,
A shift assist torque calculating unit A7 for obtaining a shift assist torque ΔTe consumed for a shift operation of the continuously variable transmission 35 based on the shift speed Vm; and an internal combustion engine control unit A8 for controlling an output of the engine E based on the shift assist torque ΔTe. It is composed of

As described above, basically, the present invention obtains the shift speed Vm corresponding to the deviation Δi between the target speed ratio io and the actual speed ratio in,
The shift control of the continuously variable transmission 35 is performed at the same shift speed Vm, and the engine E controls the shift assist torque Δ according to the shift speed Vm.
It can be controlled to output in consideration of Te. For this reason,
The change of the gear ratio of the continuously variable transmission is performed at an accurate shift speed, the internal combustion engine can properly exert the torque consumed for shifting, and the shock during shifting caused by the shifting operation of the continuously variable transmission 35 is reduced. Can be reduced.

Here, a schematic configuration of the engine system and the driving force transmission system P of FIG. 1 will be described.

This engine system includes an electronically controlled fuel injection type four-stroke engine E, and various devices such as an injector 1 for injecting fuel and a spark plug 2 for ignition are controlled by a DBWECU 3 as electronic control means of the engine. Moreover, a CVTECU 21 which is an electronic control unit of the continuously variable transmission (CVT) 22 is connected to the DBWECU 3. Both ECU3,2
Connections are made between the units so that signals are exchanged.

The DBWECU 3 is connected to an actuator 11 for driving the throttle valve 9 as an intake air amount operation means which is driven independently of the operation of an accelerator pedal 10 as an artificial operation member. The CVTECU 21 is a continuously variable actuator. The hydraulic actuator 23 that hydraulically controls the shift speed of the transmission 35 is connected.

Hereinafter, the entire configuration of the engine system will be briefly described along the flow of air.

Immediately thereafter, the flow rate of the intake air sucked from the air cleaner element 5 is measured by a Karman vortex type air flow sensor 6 serving as intake air amount detection means, and flows into the throttle body 8 via an intake pipe 42. In the air cleaner body 4, in addition to the air flow sensor 6, devices such as an atmospheric pressure sensor and an atmospheric temperature sensor (not shown) are provided, and various data relating to the intake air such as the atmospheric pressure ap and the atmospheric temperature at are measured. Then, a well-known configuration is adopted in which the data is input to DBWECU3.

The amount of intake air flowing into the throttle body 8 is controlled by a butterfly type throttle valve 9. The throttle valve 9 is an accelerator pedal that the driver steps on
It is opened and closed by an actuator (step motor in this embodiment) 11 instead of 10. In the present embodiment, a so-called DBW (drive-by-wire) system in which the actuator 11 is controlled by the DBWECU 3 is employed. In the figure, reference numeral 12 denotes a throttle position sensor (hereinafter, throttle sensor) that outputs opening degree information of the throttle valve 9, and a detection signal thereof is input to DBWECU3.

The accelerator pedal 10 is provided with a potentiometer type accelerator opening sensor 13 as acceleration request detecting means, and the depression amount θa is converted into an electric signal as driver's acceleration request information and input to the DBWECU3. .

The intake gas flows from the throttle body 8 to the surge tank 14
Through the intake manifold 15. At the downstream side of the intake manifold 15, the intake air is injected with fuel from the injector 1 according to a command from the DBWECU 3, and becomes an air-fuel mixture. By the intake valve E ₂ of the engine E is opened, it is the air-fuel mixture is sucked into the fuel chamber E ₃ is ignited by the spark plug 2 by a command compression top near the dead center DBWECU3. Mixture became exhaust gas explosion and expansion stroke is completed, by then the exhaust valve E ₄ opens, and flow into the exhaust Manihourudo 16 forming the exhaust passage 20 via the exhaust gas purification device (not shown) After the harmful components are removed, they are released into the atmosphere from a muffler (not shown). Reference numeral 24 denotes an engine rotation sensor that outputs engine rotation information,
Reference numeral 39 denotes a water temperature sensor.

On the other hand, a driving force transmission system P is connected to the engine E, and a continuously variable transmission 35 shown in FIG. Here, the output shaft of the electromagnetic clutch 25 is connected to the primary shaft 22 of the continuously variable transmission 35, and a steel belt 27 is attached to a primary pulley 26 integrated with the primary shaft 22. This steel belt 27 has a primary pulley 26 and a secondary pulley
It is hung on 28. The secondary pulley 28 is integrally attached to a secondary shaft 29, and the secondary shaft 29 is configured to transmit rotational force to driving wheels 32, 32 of a driving shaft 31 via a reduction gear train 30 and a differential (not shown). I have.

The primary pulley 26 has a pair, and one side also serves as a piston portion of the hydraulic actuator 36, and the primary pressure supplied to the hydraulic actuator is connected to a hydraulic source 37 via a first solenoid valve 33. Similarly, there is a pair of secondary pulleys 28, one of which also serves as a piston portion of a hydraulic actuator 38, and a line pressure supplied to the hydraulic actuator 38 is connected to a hydraulic source 37 via a second solenoid valve 34.

For this reason, the effective radii of both the primary and secondary pulleys can be relatively increased or decreased in accordance with the opening / closing ratio (duty ratio) of the first and second solenoid valves 33 and 34, and the steel belt 27 hung over this The gear ratio can be changed by changing the engagement state.

The two solenoid valves 33 and 34 are configured to be operated and controlled according to the output of the CVTECU 21. Reference numeral 38 denotes a vehicle speed sensor that outputs vehicle speed information, and reference numeral 40 denotes a speed ratio detection sensor that outputs speed ratio information of the continuously variable transmission 35. The speed ratio detection sensor 40 includes a pair of rotation sensors 401 and 402 for detecting both rotation speeds WVf and Wcr of the primary pulley 26 and the secondary pulley 28, and a calculation unit 401 for calculating an actual speed ratio in (= Wcf / Wch). Have been.

Reference numeral 44 denotes a crank angle sensor that outputs engine crank angle information, reference numeral 45 denotes a knock sensor that outputs engine knock information, and reference numeral 43 denotes a linear air-fuel ratio that can output air-fuel ratio information in the entire air-fuel ratio range. 4 shows a fuel ratio sensor.

Here, the main parts of the electronic control means DBWECU3 and CVTECU21 are both constituted by a microcomputer, and the built-in storage circuit has a speed ratio equivalent engine speed calculation map shown in FIG. 5 and a torque calculation shown in FIG. The map, the throttle valve opening calculation map in FIG. 7, the engine output control processing routine in FIG. 8, the CVT control processing routine in FIG. 9, and the main routine of DBWECU3 in FIG. 10 are stored and processed. ing.

Such DBWECU3 and CVTECU21 show respective functions as shown in FIG.

That is, the acceleration request detecting means (the accelerator opening sensor 13 is used here) A1 constituting the operating state detecting means A1.
01 detects the operation amount of the artificial operation member as driver's acceleration request information. The target speed ratio setting means A2 sets the target speed ratio io of the continuously variable transmission 35 based on the operation amount of the artificial operation member.
Set. The speed ratio detecting means A3 detects the actual speed ratio in of the continuously variable transmission 35. The speed ratio deviation calculating means A4 obtains a difference Δi between the target speed ratio io and the actual speed ratio in.
The transmission speed setting means A5 sets the transmission speed Vm, which is the amount of change in the transmission ratio, based on the transmission ratio deviation Δi. Shift control means
The continuously variable transmission 35 is controlled so that A6 becomes the above-described speed Vm. The shift assist torque calculating means A7 determines a shift assist torque ΔTe consumed by the shift operation of the continuously variable transmission 35 based on the shift speed Vm. The required torque setting means A801 constituting the internal combustion engine control means A8 sets the required torque Teo as the torque required for the acceleration requested by the driver, and the target engine torque setting means A802 which constitutes the means A8 has the required torque Teo and the shift assist. Target engine torque To1 based on torque ΔTe
Is set, and the engine torque control means A803 sets the same torque To1
The output of the engine E is controlled based on

In particular, here, the target engine torque setting means A802 is
The torque Te obtained by adding the required torque Teo and the shift assist torque ΔTe is divided into a torque To1 that can be actually output and a lack torque To2 other than that, and a torque To1 that can be actually output
Is set as the target engine torque, and the shift speed correcting means A501 constituting the shift speed setting means A5 corrects the shift speed Vm based on the insufficient torque To2, and outputs the corrected shift speed Vm1 as the corrected shift speed. Works like that.

Hereinafter, a control device for controlling the internal combustion engine and the continuously variable transmission shown in FIGS. 1 and 3 will be described with reference to the control programs shown in FIGS.

In this embodiment, when the engine body E is started by operating an ignition key (not shown), the control in the DBWECU 3 and the CVTECU 21 shown in FIG. 1 is also started.

When the control starts, DBWECU3 executes the main routine of FIG. Here, first, in step c1, initialization (not shown) is performed, and the detection data of each sensor is read and taken into a predetermined area.

In step c2, it is determined whether the engine is in the fuel cut zone or not by the engine speed Ne and the engine load information (here, intake air amount A / N).
In the cut, the process proceeds to step c3, where the air-fuel ratio feedback flag FBF is cleared, the fuel cut flag FCF is set to 1 in step c4, and thereafter, the process returns to step c1.

When it is determined that the fuel cut is not to be performed and the process reaches step c5, the fuel cut flag FCF is cleared, and it is determined whether a well-known air-fuel ratio feedback condition is satisfied. At a time point when the condition is not satisfied, for example, in a transient operation range such as a power operation range, in step c12, an air-fuel ratio correction coefficient KMAP corresponding to the current operation information (A / N, N) is calculated, and this value is stored in an address KA
Enter F and proceed to step c9.

When step c7 is reached assuming that the air-fuel ratio feedback condition is satisfied, here, based on the output of the air-fuel ratio sensor 43, a correction value KF corresponding to the normal feedback control constant is set.
Calculate B.

Then, this value is taken into the address KAF and the process proceeds to Step c9.

In step c9, the other fuel injection pulse width correction coefficient KD
T and a correction value TD of the dead time of the fuel injection valve are set according to the operating state, and further, each correction value necessary for calculating the ignition timing θadv by the following equation (1) is calculated. move on.

.theta.adv = .theta.b + .theta.wt + .theta.ap + .theta.at-.theta.ret (1) The correction values include a water temperature correction value .theta.wt advanced according to a decrease in water temperature, an atmospheric pressure correction value .theta.ap advanced according to a decrease in atmospheric pressure, and an intake pressure correction value. An intake temperature correction value θat to be advanced in accordance with the calculated values is calculated based on the output of each sensor and stored in a predetermined area.

In step c10, the dwell angle is set based on, for example, a map shown in FIG. 26 so as to increase according to the engine speed Ne.

Thereafter, the process proceeds to the engine output control process in step c11,
Thereafter, the process returns to step c1.

FIG. 8 shows the engine output control process in step c11. Here, first, initialization is performed in step a1, and in step a2, detection data of each sensor, for example, the accelerator opening θ
a, the information such as the engine speed Ne and the shift speed Vm1 from the CVTECU 21 are taken into a predetermined area. In step a3, a request is made according to the throttle valve opening θa and the engine speed Ne according to the intake air amount-torque calculation map of FIG. 6 and the throttle valve (accelerator) opening-intake air amount calculation map of FIG. The engine torque Teo is calculated, and in step a4, the shift speed V
ΔTe deemed necessary for shifting operation from m1 is given by (6) '
It is calculated based on the formula.

The equation (6) 'for calculating the shift assist torque was derived as follows.

That is, in the dynamic model of the CVT as shown in FIG. 11, the primary pulley of the inertia moment Ic1 receives the input of the torque Tt at the angular velocity ωt from the torque converter (t) side and transmits the torque Tc1 to the steel belt (st) side. . On the other hand, the secondary pulley having the inertia moment Ic2 transmits and receives the torque Tc2 to and from the steel belt (st) side at the angular velocity ωd, and outputs the torque Td to the drive output side (d). As described above, between the two pulleys, the torque Tc1 is input via the belt (st) and the torque Tc2 is output along with the speed change process of the speed ratio in. Here, the equations of motion of both the primary and secondary pulleys are expressed by the following equations (3) and (4).

Ic1 × (dωd / dt) = Tt−Tc1 (3) Ic2 × (dωt / dt) = Tc2−Td (4) where dωt / dt = d (in × ωd) / dt = (di / dt ) × ωd + in × (dωd / dt) Tc1 = (1 / in) × Tc2, and by rewriting equation (3), Ic1 × (di / dt) × ωd + in × Ic1 × (dωd / dt) = Tt − (1 / in) × Tc2 (3) ′ The expression (3) ′ is multiplied by in and added to both sides of the expression (4), and ωt = i
× Rearranging as ωd dωd / dt = (i × Tt-Td) / (Ic2 + i 2 × Ic1) - (Ic1 × (di / dt) × ωt) / (Ic2 + i 2 × Ic1) ... (5) holds.

On the other hand, as a known technique, the shift speed di / dt can be controlled by the hydraulic pressure p applied to the pulley, so that the following equation holds.

di / dt = f (p), i min ≦ i ≦ i max Here, equation (5) is rewritten as c1 = t = e, c2 = d = v,
Furthermore, by replacing the output shaft side (d) is the torque Td and the transmission torque T _RL torque T _L of the transmission loss in, dωd / dt = (i × Te-T RL -T L) / (Ie × i 2 + Iv ) − ((Di / dt) × Ie × ωt) / (Ie × i ² × Iv) where the two terms indicate a torque value accompanying a change in the shift speed di / dt, and can be corrected to eliminate this effect. From the equation (i × ΔTe) / (Ie × i ² + Iv) − ((di / dt) × Ie × ωe) / (Ie × i ² + Iv) = 0, the following equation is obtained: i × ΔTe = (di / dt) ) × Ie × ωe Therefore, ΔTe = (1 / in) × (di / dt) × Ie × ωe (6) = (1 / in) × Vm1 × Ie × Ne (6) ′ and di / dt = Vm1 = In × (1 / (Ie × ωe)) × ΔTe (7) Note that ωe corresponds to the engine speed.

After calculating the shift assist torque ΔTe in step a4 according to the above (6) ′, the target engine torque Te is calculated by adding the required engine torque Teo and the shift assist torque ΔTe in step a5.

Note that, instead of calculating the required engine torque Te0 in step a3, the required engine torque Te may be read from the auto-cruise control system or the traction control system. In step a6, limiter processing starts,
First, the torque T ₀₁ feasible at the present operating conditions is read, shortage torque T ₀₂ torque T ₀₁ feasible than the target engine torque Te is divided in the following step a7 is calculated and transmitted to CVTECU21.

Thereafter, in order to achieve the torque T ₀₁ feasible to control the opening degree of the throttle valve 9. For this reason, the achievable torque _T01 is set as the set engine torque, and in step a8, the intake air amount A / N according to this torque and the current engine speed Ne is calculated (see the map in FIG. 6). The throttle valve opening θs is calculated from the amount A / N and the engine speed Ne (see the map in FIG. 7). Thereafter, in step a9, a deviation Δθ between the current throttle valve opening θn and θs is obtained, and a pulse value Phn capable of eliminating the deviation Δθ is calculated. The servo motor 11 is driven by this value to open the throttle valve θs
And returns to the main routine. Thus the engine will output a torque T ₀₁ feasible as setting the engine torque, it is possible to consider the modified shift speed Vm1 equivalent of the engine output torque correction amount .DELTA.Te, it can be eliminated shift shock due to an insufficient output.

On the other hand, the CVTECU 21 executes a CVT control processing routine shown in FIG. Here, first, initial settings are made in step b1, and in step b2, detection data of each sensor, for example, vehicle speed
Vc, the throttle valve opening θa, and the actual gear ratio in are read and taken into a predetermined area.

In step b3, the engine speed Ne1 equivalent to the target speed ratio io is obtained from the engine speed calculation map corresponding to the target speed ratio io shown in FIG. 5, and the target speed ratio io is set so as to continuously maintain the engine speed Ne1. Then, in step b4, the actual gear ratio
A gear ratio deviation Δi between in and the target gear ratio io is calculated, and a gear speed Vm corresponding to the same value is calculated based on the gear speed calculation map mp1 of FIG. 14 under the regulation of the upper and lower limits Vmin and Vmax.

In step b5, the shift speed subtraction value vf corresponding to the shortage torque To2 transmitted from the ECU 3 is subtracted.

In this case, the above equation (7) is adopted, ΔTo2 is set to ΔTe, and the shift speed subtraction value vf (= di / dt = in × (1 / (Ie × ω
e) Calculate × ΔTe).

Further, in step b6, the shift speed subtraction value vf is subtracted from the shift speed Vm.
Is subtracted to obtain the corrected shift speed Vm1.

Further, in step b7, a corrected shift speed is calculated based on a predetermined primary pressure calculation map (not shown) (see FIG. 12 (b)).
A primary pressure Pp and a line Pr corresponding to Vm1 (particularly, a configuration in which a constant line pressure Pr is always supplied to the secondary pulley 28 here) are determined.

In this case, as shown in FIG. 12 (a), the continuously variable transmission 35 has its pulley movement amount Δx (= (1 / S) × ∫Qdt, 1 / S
Is the proportional constant) and the effective diameter r1 of the pulley is considered to be proportional. On the other hand, the change in the pulley effective diameter r1 (dr1 / dt) depends on the speed ratio i.
Can be regarded as proportional to the change speed Vm (= di / dt). The following equation (8) is established from the both proportional relations.

Based on the equation (8), a diagram as shown in FIG. 12 (b) can be obtained.

In the figure, Δp (primary pressure Pp) can be considered to indicate the pressure difference (proportional to the flow rate) in the supply path of the hydraulic chamber of the pulley,
Primary pressure Pp is set based on shift speed Vm1 (di / dt).

Thereafter, the process proceeds to step b8, in which the duty ratios Ddp, Dur for ensuring the primary pressure Pp and the line pressure Pr are set, and the first and second solenoid valves 33, 34 are duty-controlled with the same value. As a result, the actual gear ratio in of the continuously variable gear ratio 35
There approaches the target speed ratio io, moreover, been made shortfall torque T ₀₂ of the corresponding shift speed subtraction, excessive abrupt shift process is prevented, thereby eliminating slippage or shock of the steel belt 27 due to the output over.

In processing described above, CVTECU21 the substantial shortage torque T _02, the subtraction value vf of shift speed is calculated by employing the formula (7) described above, driving the continuously variable transmission 35 in a modified shift speed Vml However, in some cases, the calculation of the corrected shift speed Vm1 based on the insufficient torque To2 may be omitted, and the configuration may be simplified by simply driving the continuously variable transmission 35 at the shift speed Vm. Even in this case, a shift shock due to insufficient output can be eliminated.

As described above, the control device for the internal combustion engine shown in FIGS. 1 and 3 can consider the shift assist torque ΔTe corresponding to the shift speed Vm, and can eliminate shift shock due to insufficient output. In particular, made the subtraction of the shortfall torque T ₀₂ worth of gear speed Vm, unreasonable sudden shift processing is prevented, can eliminate the slip and shock of the steel belt, always, it can improve the shift feeling.

FIG. 15 shows a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention. The engine E to which the control device is mounted is the same as that disclosed in FIG. 1 except for the components of the intake system and the control system. Numbers have been added, and redundant explanations have been omitted.

In the engine E as well, various devices such as an injector 1 for injecting combustion and a spark plug 2 for igniting are controlled by an ECU 3 'as electronic control means of the engine. An idle speed control valve (hereinafter simply referred to as an ISC valve) 7 is connected as an auxiliary intake air amount operation means capable of increasing or decreasing the intake air amount, and a hydraulic actuator for hydraulically controlling the speed of the continuously variable transmission 35 is connected to the CVTECU 21. 23 are connected.

The amount of intake air flowing into the throttle body 8 is controlled by a throttle valve 9 as a main intake amount operation means, and the throttle valve 9 is linked so as to be directly operated by an accelerator pedal 10 depressed by a driver. Have been. Note that the accelerator pedal which is the driver's acceleration request information
An accelerator sensor 13 of a potentiometer type for detecting the depression amount θa of the ten is attached to the accelerator pedal 10. In the figure, reference numeral 47 denotes an idle sensor which outputs that the throttle valve 9 is at an idle position, and these detection signals are input to the ECU 3 '.

Here, on the main path 100 of the throttle body 8, a bypass path 101 through which intake air flows bypassing the throttle valve 9 is provided in parallel. The ISC valve 7 attached to the bypass passage 101 is configured as an auxiliary intake air amount operation means capable of maintaining the idle speed of the engine at a set value and increasing or decreasing the intake air amount without operating the accelerator.

The ISC valve 7 used here is configured to operate as a duty valve so as to secure a valve opening (opening area capable of increasing or decreasing the intake air amount) according to the duty ratio Du. This ISC valve 7 is separated from the valve seat and
A valve body 701 that regulates the flow rate of the intake air of 01, and a solenoid 702 that opens and closes the valve body 701 according to the duty ratio of the drive signal to maintain the bypass 101 at a desired opening degree are provided in the ECU 3 '. It is connected.

It should be noted that ISC valve 7 controls idle speed control, and ISC
Output control to increase or decrease the intake air amount by operating the valve 7 in a timely manner
This is performed by the ECU 3 'as described later.

Such an ECU 3 'and CVTECU 21 exhibit respective functions as shown in FIG.

That is, the operating state detecting means A1 detects the operating state. The target speed ratio setting means A2 is a continuously variable transmission based on the operating state.
Set the target gear ratio io of 35. The speed ratio detecting means A3 detects the actual speed ratio in of the continuously variable transmission 35. The speed ratio deviation calculating means A4 obtains a difference Δi between the target speed ratio io and the actual speed ratio in. The transmission speed setting means A5 sets the transmission speed Vm, which is the amount of change in the transmission ratio, based on the transmission ratio deviation Δi. The shift control means A6 controls the continuously variable transmission 35 so as to achieve the shift speed Vm. The shift assist torque calculating means A7 determines a shift assist torque ΔTe consumed by the shift operation of the continuously variable transmission 35 based on the shift speed Vm. The auxiliary intake air amount setting means A804 constituting the internal combustion engine control means A8 determines the auxiliary intake air amount Ai necessary for obtaining the torque based on the shift assist torque ΔTe, and the auxiliary intake air amount control constituting the means A8 Means A805 controls the intake air amount adjusting means (ISC valve 7) so as to obtain the auxiliary intake air amount.

In particular, here, the shift speed correcting means A501 constituting the shift speed setting means A5 functions so as to correct the shift speed Vm based on the auxiliary intake air amount. Further, the shift speed correcting means A501
When the auxiliary intake air amount is larger than the predetermined value, the shift speed Vm
Function, or the auxiliary intake air amount is
When it is determined that the auxiliary intake air amount cannot be obtained by the intake air amount adjusting unit A805 when the intake air amount adjustment unit A805 is equal to or more than the predetermined value Ai1 and equal to or less than the second predetermined value Ai2 that is larger than the first predetermined value Ai1. The shift speed Vm is corrected when the auxiliary intake air amount is larger than the second predetermined value i2, and the corrected shift speed Vm1 is corrected as the corrected shift speed.
Set.

Hereinafter, a control device for the internal combustion engine and the continuously variable transmission shown in FIGS. 15 and 16 will be described with reference to the control programs shown in FIGS. 19 to 21.

By operating an ignition key (not shown) in this embodiment, the engine body E is started, and the ECU 3 'and the CVTE
Control in the CU 21 is also started.

When the control is started, the ECU 3 'executes the main routine shown in FIG. Here, first, after the key switch is determined to be ON in step d1, the initial value is captured in each area to which the initial value is to be captured in step d2. Thereafter, in step d3, each data, that is, the idle signal (ID signal), Accelerator opening θa, throttle valve opening θs, engine speed Ne,
The intake air amount signal Ai, the water temperature wt, and others are taken in.

After step d4, the ignition timing calculation process, the fuel injection amount calculation process, the idle speed calculation process, and the auxiliary intake operation process are performed in this order, and the process returns. In the ignition timing calculation processing in step d4, the magnitude of the water temperature signal wt, the accelerator opening θ
A well-known process is performed in which each advance angle correction value is calculated according to the magnitude of the load area based on a, the rotation fluctuation based on the engine speed Ne, and the like, and the reference advance amount is corrected with the correction value.
Further, in the fuel injection amount calculation processing in step d5, each fuel correction value is calculated according to the magnitude of the water temperature wt, the magnitude of the engine speed Ne, the magnitude of the intake air amount Ai, the acceleration state based on the throttle valve opening θs, and the like. The correction value is used to increase and correct the reference fuel amount.

In the idle rotation speed calculation process of step d6, the water temperature w
A known process of obtaining a target idle speed corresponding to t and others, and controlling the opening area of the bypass passage to be increased or decreased by the ISC valve 7 in order to make the actual speed match the target idle speed.

When the process reaches step d7, the auxiliary intake charging process shown in FIG. 20 is performed. First, initial setting is performed in step e1, and in step e2, detection data of each sensor, for example, information such as a wheel speed Vw, a throttle valve opening θs, an engine speed Ne, a corrected shift speed Vm1 based on CVTECU21, and a vehicle body inertia moment Iv. Into a predetermined area. In steps e3 and e4, the corrected shift speed Vm
Based on 1, the wheel speed Vw and the vehicle body inertia moment Iv, an auxiliary intake intake amount Ai required for shifting is calculated. In this case, first, the shift assist torque ΔTe (= (1 / i) × Vm1 × Ie ×
ωe) is calculated by the above equation (6) ′, and this value is multiplied by the conversion constant a to calculate the auxiliary intake intake amount Ai.

In step e5, it is determined whether the level of the auxiliary intake air input amount Ai is in any of the three regions. If the level is equal to or less than the first threshold value Ai1, output processing is unnecessary and the process returns to the main routine. Between threshold i1, step e7,
If it is equal to or greater than the second threshold value Ai2, the process proceeds to step e6. In step e7, further, an estimated value Pb of the intake pipe negative pressure corresponding to the auxiliary intake air input amount Ai and the throttle valve opening θs is calculated from a negative pressure estimated value calculation map having characteristics as shown in FIG. Take in the area. Then, in step e8, the estimated value
Pb is compared with the threshold value Pb1, and if the bypass flow rate can be increased sufficiently, that is, if the bypass flow rate is smaller than the threshold value Pb1, the process directly proceeds to step e10, and if not, the process proceeds to step e9. In step e9, the auxiliary intake air input amount Ai (a value between Ai2 and Ai1) is calculated.
Transmit to CVTECU21 and proceed to step e10.

On the other hand, if the auxiliary intake air input amount Ai is equal to or greater than Ai2 from step e5 and reaches step e6, the auxiliary intake air input amount Ai (Ai
(A value of 2 or more) to CVTECU21, and proceeds to step e10. In step e10, the auxiliary intake input amount Ai and the engine speed Ne
Is calculated based on the calculation map of FIG. 17 (only a predetermined Ne diagram is shown in FIG. 17) according to the intake air amount obtained by multiplying Take in.

In step e11, the duty ratio Dun corresponding to the same value is obtained from a predetermined map (not shown) in order to secure the opening area S, and then the ISC valve 7 is driven by Dun, and the process returns to the main routine.

As described above, the ISC valve 7 attached to the bypass passage 101 is opened and closed to increase or decrease the required auxiliary intake air input amount Ai.
The amount of torque consumed in the shift process of 5 can be supplied, and shift shock due to insufficient output can be eliminated.

On the other hand, the CVTECU 21 executes the CVT control processing routine shown in FIG. Here, first, initial settings are made in step f1, and in step f2, detection data of each sensor, for example, the wheel speed Vw, the accelerator opening θa, the throttle valve opening θs, the actual gear ratio in, and further transmitted from the ECU 3 ′. The taken-in auxiliary intake amount Ai (Ai1 or more) is taken into a predetermined area.

In step f3, the actual speed ratio in of the continuously variable transmission 35 is calculated based on the output of the rotation sensor 40.

In step f4, the target gear ratio having the characteristics shown in FIG.
An engine speed Nei equivalent to the target speed ratio corresponding to the current throttle opening θs is obtained using the io equivalent engine speed calculation map, and the target speed ratio io is set so as to continuously maintain the same speed Nei. Then, in step f5, a gear ratio deviation Δi between the actual gear ratio in and the target gear ratio io is calculated, and the gear speed Vm corresponding to the same value is calculated based on the gear speed calculation map mp1 in FIG. Calculated under regulations.

In step f6, the ECU 3 'calculates the shift speed subtraction value vf corresponding to the auxiliary intake air input amount Ai when the output is insufficient, which is transmitted in step e6 or e9 from the ECU 3'. In this case, first, the auxiliary intake air input amount Ai and the insufficient shift assist torque ΔTe ′ corresponding to the engine speed Ne are calculated from the TA / N map in FIG. 6, and then the insufficient shift assist torque ΔTe ′ is calculated. ′ Is calculated by using vf (= di / dt = i × (1 / (Ie × ωe)) × ΔTe ′) corresponding to the above equation (7).

Further, in steps f7 and f8, the shift speed subtraction value vf is subtracted from the shift speed Vm to obtain a corrected shift speed Vm1, and a predetermined primary pressure calculation map is obtained from the corrected shift speed Vm1 (see FIG. 12 (b)). ) Is adopted, the same primary pressure Pp
And the line pressure Pr (particularly, in this case, the secondary pulley 28 is always supplied with a constant line pressure Pr).

Thereafter, the process proceeds to step f9, in which the duty ratios Dup, Dur for ensuring the primary pressure Pp and the line pressure Pr are set, and the first and second solenoid valves 33, 34 are duty-controlled with the same value. As a result, the actual gear ratio in of the continuously variable gear ratio 35
Approaches the target gear ratio io. In particular, a gear speed reduction value vf corresponding to the auxiliary intake air input amount Ai for the lack of torque is calculated, and the gear speed corresponding to the same value is subtracted. Abrupt shift processing can be prevented, and shift shock can be eliminated.

FIGS. 22 and 23 show functional block diagrams of a control system in a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention. The control device for the internal combustion engine and the continuously variable transmission here has the same overall configuration as that disclosed in FIG. 1 except for the configuration of the control system. FIG. 1 is also used as an overall configuration diagram of the same control device, and the description of each component inside the control device is given the same reference numeral, and redundant description is omitted.

The engine E to which the control device is mounted is an electronic control injection V-type six-cylinder four-cycle engine E similar to the one disclosed in FIG. 1 and its plan view is shown in FIG. It is configured as follows.

Also in this engine E, various devices such as an injector 1 as a fuel supply means and a spark plug 2 for igniting are under the control of DBWECU 3 as an electronic control means of the engine, and reference numeral 42 in FIG. Spark plug 2
1 shows a known ignition circuit for driving the ignition circuit.

The DBWECU 3 is connected to an actuator 11 for driving the throttle valve 4 as intake air amount adjusting means which is driven independently of the operation of an accelerator pedal 10 as an artificial operation member, and the CVTECU 21 is a continuously variable transmission. A hydraulic actuator 23 for hydraulically controlling the speed change speed of 35 is connected.

Such DBWECU3 and CVTECU21 are shown in FIGS.
Each function is shown as shown in the figure.

That is, the acceleration request detection means A101 constituting the operation state detection means A1 detects the operation amount θa of the artificial operation member as the driver's acceleration request information. The target gear ratio setting means A2 sets the target gear ratio io based on the operation amount θa of the artificial operation member. The speed ratio detecting means A3 detects the actual speed ratio in of the continuously variable transmission 35. The speed ratio deviation calculating means A4 calculates a difference Δi between the target speed ratio io and the actual speed ratio in. The transmission speed setting means A5 sets the transmission speed Vm, which is the amount of change of the transmission ratio, based on the transmission ratio deviation Δi. The shift control means A6 controls the continuously variable transmission 35 so as to achieve the shift speed Vm.
The shift assist torque calculating means A7 determines a shift assist torque ΔTe consumed by the shift operation of the continuously variable transmission 35 based on the shift speed Vm. The first engine torque control means A806 constituting the internal combustion engine control means A8 sets a target air-fuel ratio and a target ignition timing θadv based on the shift assist torque ΔTe, and controls the fuel supply means (injector 1) based on the target ignition timing. While controlling, the ignition means 2 is controlled based on the target ignition timing θadv.

In particular, here, the first engine torque control means A806
Sets the target air-fuel ratio richer than the current air-fuel ratio when the shift assist torque ΔTe is greater than 0, and sets the target cylinder ignition number Nfc and target ignition based on the shift assist torque when the shift assist torque ΔTe is 0 or less. It functions to set the timing θadv.

Further, the internal combustion engine control means A8 is provided with a required torque calculation means A801.
And functions as target engine torque setting means A802 and second engine torque control means A807. Here, the required torque calculating means A801 calculates the required torque Teo as the torque required for the acceleration requested by the driver based on the operation amount of the artificial operation member.
The target engine torque setting means A802 calculates the required torque
The target engine torque To1 is set based on Teo and the shift assist torque ΔTe, and the second engine torque control means A807 controls the intake air amount adjusting means (throttle valve 9) so as to obtain the target engine torque To1. Function.

Further, the first engine torque control means A806 sets a target air-fuel ratio richer than the current air-fuel ratio when the shift assist torque ΔTe is greater than 0, and sets the shift assist torque ΔTe to 0.
In the following cases, it is estimated from the current intake air amount (No.
(Based on mp5 in Fig. 23) The difference between the engine output torque Texp and the target engine torque To1 is the required torque reduction amount Tret, and based on the required torque reduction amount, the number of cylinders Nfc of the internal combustion engine and the target ignition timing which is the ignition retard amount Functions to set θadv.

Further, the first engine torque control means A806 sets the target ignition timing θadv based on the difference between the required torque reduction amount Tret and the torque Tfc1 reduced by the cylinder deactivation.

Further, the first engine torque control means A806 limits the target ignition timing θadv within a predetermined allowable range.

Hereinafter, a control device of the internal combustion engine and the continuously variable transmission, the control function blocks of which are shown in FIGS. 22 and 23, will be described with reference to the control programs of FIGS. 29 to 34.

By operating an ignition key (not shown) in this embodiment, the engine body E is started, and DBWECU3 and CVT
The control in the ECU 21 is also started.

When the control is started, the DBWECU 3 executes the same main routine as that of FIG. 10 described above, and executes the engine output control processing of FIG. 29 when the engine output control processing of step c11 is reached.

Here, first, initial setting is performed in step g1, and in step g2, detection data of each sensor, for example, the accelerator opening θa,
Information such as the engine speed Ne and the shift speed Vm1 from the CVTECU 21 is taken into a predetermined area. In step g3, a request according to the throttle valve opening θa and the engine speed Ne is made according to the intake air amount-torque calculation map of FIG. 6 and the throttle valve (accelerator) opening-intake air amount calculation map of FIG. The engine torque Teo is calculated, and in step g4, the shift speed Vm1
The engine output torque correction amount ΔTe which is deemed necessary for the gear shifting operation is calculated based on the above equation (6) ′ ΔTe = (1 / i) × Vm1 × Ie × ωe (6) ′.

In step g5, the target engine torque Te is calculated by adding the required engine torque Teo and the shift assist torque ΔTe, and further adding the loss torque Twt of the water temperature wt.

In step g6, to achieve the target engine torque Te,
The opening of the throttle valve 9 is controlled. Therefore, the intake air amount A / N according to the target engine torque Te and the current engine speed Ne is calculated (see the map in FIG. 6), and the intake air amount A / N is calculated.
And the engine speed Ne, the throttle valve opening θn is calculated (see the map in FIG. 7). Thereafter, in step g7, θn is subtracted from the current throttle valve opening θs to obtain a deviation Δθ.
Is calculated, a duty ratio Dun that can eliminate the deviation Δθ is calculated, and the servo motor 11 is driven by this value to correct the throttle valve 9 to the opening degree θn.

In step g9, it is determined whether or not the engine output torque correction amount ΔTe is positive.
To 0, otherwise, torque reduction is required, and if negative, the process proceeds to step g12.

In step g10, it is determined whether the air-fuel ratio can be enriched, that is, whether the current air-fuel ratio is lean. If the current air-fuel ratio is stoichiometric, the process proceeds to step g13. If the current air-fuel ratio is lean and the enrichment is possible, the process proceeds to step g11. In step g11, the air-fuel ratio changing process shown in FIG. 32 is performed.

Here, first, in step j1, the current engine speed Ne, the air-fuel ratio A / F, the excess air ratio λ, and the intake air amount A / N are acquired. In steps j2 and j3, a target torque Tes equivalent to stoichiometry is calculated from the torque T-intake air amount A / N calculation map in FIG. 6 according to these values, and the target torque Tes and the actual torque (= Tes × ( 1 / λ)) (ΔTλ, the relationship between which is shown in FIG. 28), that is, an increase in controllable torque Tes × (1− (1 / λ)). At step j4, it is determined whether or not the increase Tes × (1- (1 / λ)) of the controllable torque is larger than the shift assist torque ΔTe. If it is larger, the air-fuel ratio is enriched (output can be increased) at step j6. In other words, the air-fuel ratio correction coefficient KAF is set to stoichiometric, and the process returns to step g13 of the engine output control process.
If it is smaller, the air-fuel ratio is kept lean at step j5, and the process returns to step g13 of the engine output control process.

If it is determined in step g9 of the engine output control process that the shift correction torque ΔTe is negative and the torque needs to be reduced, the process proceeds to step g12. Here, the process proceeds to a process for setting the number of fuel cut cylinders Nfc and the ignition retard amount Qndv according to the correction torque ΔTe.

As shown in FIG. 31, here, in step i1, an expected torque Texp in the case where the torque is not reduced is calculated by equation (9) based on the intake air amount A / N.

Texp = a × Abn−b (9) Here, Abn is an intake air amount (A / N%), and a and b are coefficients (values set respectively according to the number of revolutions are read from a map created in advance). Is shown. An example of the characteristic is shown as a non-reducing torque map mp5 in FIG.

Then, the required torque reduction amount Tred is obtained by subtracting the target engine torque Te from the expected torque Texp in step i2 (10).
The fuel cut cylinder number Nfc is calculated by the formula, and the required torque reduction amount Tred is reduced by the torque reduction amount Tf per cylinder in step i3.
Equation (11) divided by cl and the amount of torque reduction per cylinder
Tfcl is calculated by equation (12).

Tred = Texp−Te (10) Nfc = Tred / Tfcl (11) Here, the torque reduction amount Tfcl per cylinder is calculated by equation (12). Note that Nfc is determined to be an integer value by a map as shown in FIG. 25 (a).

Tfcl = a × Abn / 6 (12) After that, when step i4 is reached, the cut cylinder number is determined here based on a map as shown in FIG. 25 (b) according to the number of cylinder cuts.

Each map in FIGS. 25 (a) and 25 (b) shows the engine E
24 (here, V-type six cylinders as shown in FIG. 24), cylinder numbers corresponding to the number of cuts are set in consideration of rotational balance, cooling efficiency, and the like based on characteristics.

When the cylinder number corresponding to the number of cuts is set in this way, the process proceeds to step i5. In step i5, the equation (13) for calculating the torque Tret to be reduced by the ignition retard by subtracting the torque reduction by the cylinder deactivation from the required torque reduction Tred is calculated. Further, in step i6, the required retard amount θret is obtained by multiplying the torque Tret to be reduced by the ignition retard by the retard gain Kret and the number of drive cylinders (6-Nfc), and adding the invalid retard amount θreto (14). ) Calculate the formula. Further, following the limiter processing in step i7, in step i8, the ignition timing θadv is
An equation (15) is calculated in which the ignition timing correction values (θwt, θap, θat) based on the water temperature, the atmospheric pressure, and the intake air temperature are respectively added to the basic ignition timing θb, and the required retard amount θret is subtracted.

The torque Tret to be corrected by the retard is given by equation (13), the required retard amount θret is given by equation (14), and the ignition timing θadv
Is calculated by equation (15).

Tret = Tred−Nfc × Tfcl (13) θret = Tret × Kret × (6-Nfc) + θreto (14) θadv = θb + Max [θwt, θap] + θat−θret (15) where Tfcl is per cylinder Kret is the retard gain (a map that can be calculated according to A / N and the rotation speed Ne is created in advance), and θreto is the invalid retard amount (A / N
A map that can be calculated in accordance with N and the rotation speed Ne is prepared in advance), θb indicates basic ignition timing, θwt, θap, θat indicate ignition timing correction values based on water temperature wt, atmospheric pressure ap, intake air temperature at, respectively. Are calculated in the same manner as in a normal routine.

In step i7, the required retard amount θret is processed by the limiter, and if there is an insufficient ignition retard amount Δθret exceeding the allowable range, the value is clipped and replaced with the set value ± θret max which is the maximum value of the allowable range, Send the insufficient ignition retard amount Δθret to CVTECU21 (step i
7).

Thereafter, when the process proceeds to step i9, the ignition timing is set to the first
It is determined whether or not the limit retard amount at the set exhaust temperature (here, set at 850 ° C.) is exceeded. If the ignition timing θadv calculated in step i8 is on the leading side, the ignition timing θadv is left as it is, and if a knock signal is input, the ignition timing θadv is set to a knock countermeasure value (according to the rotational speed and the number of cylinders with a few cylinder stoppages). (A knock limit map that can calculate the calculated value is set in advance). On the other hand, in step i9,
If the current ignition timing θadv is retarded beyond the limit retard amount, the process proceeds to step i11, and the map value is set to the current ignition timing θadv so as to be restricted by the limit retard amount at the first set exhaust temperature (850 ° C.). regulate. Step i1
After 0 and 11, the process proceeds to step g13 of the engine output control routine.

Here, the drive of the fuel injection valve 1 and the ignition circuit 42 is controlled based on the calculated correction values, and the process returns to the main routine.

During such an ECI main routine, the injector driving routine of FIG. 34 and the ignition driving routine of FIG. 33 are performed.

The injector driving routine reaches steps m1 and m2 at a predetermined crank pulse interruption, takes in the intake air amount A / N and the engine speed Ne, returns when the fuel cut flag FCF is 1, returns to 0, and proceeds to step m4. Here, setting the basic fuel pulse width T _B, the main pulse width data Tinj = T _B ×
Calculate KAF × KDT + TD and proceed to step m6.

Here, Tinj is the driver for driving the injector,
Only the driver of the cylinder not set as the fuel cut cylinder is set, the driver is triggered, the fuel injection valve 1 performs the fuel injection, and returns. By this processing, the torque corresponding to the number of fuel cut cylinders Nfc is reduced.

On the other hand, as shown in FIG. 33, when step k1 is reached by interruption of the crank pulse, the dwell angle at which the primary current flows by the dwell angle which is the crank angle width is set in the dwell angle counter. In step k2, the target ignition timing θadv is set in an ignition timing counter capable of outputting an ignition signal at the target ignition angle.

Thus, each counter drives the ignition circuit 42 at the time of counting a predetermined crank pulse, and causes the ignition plug 2 to perform an ignition operation. In this ignition processing, the torque Tret to be reduced by the ignition retard of the required retard amount θret including the ignition timing θadv is reduced with good responsiveness.

On the other hand, the CVTECU 21 executes a CVT control processing routine shown in FIG. Here, first, initial settings are made in step h1, and in step h2, detection data of each sensor, for example, vehicle speed
Vc, the throttle valve opening θs, and the actual gear ratio in are read and taken into a predetermined area.

In step h3, the engine speed Ne1 corresponding to the target speed ratio is obtained from the engine speed calculation map corresponding to the target speed ratio io shown in FIG. 5, and the target speed ratio io is set so as to continuously maintain the engine speed No1. Then, in step h4, the actual gear ratio
A gear ratio deviation Δi between in and the target gear ratio io is calculated, and a gear speed Vm corresponding to the same value is calculated based on the gear speed calculation map mp1 of FIG. 14 under the regulation of the upper and lower limits Vmin and Vmax.

In step h5, the insufficient ignition retard amount Δθret transmitted from DBWEDU3 is set to a retard value as shown in FIG.
According to the torque reduction conversion map mp9, the torque reduction amount ΔTret
(= Kret (θr−θro)), and then the shift speed subtraction value vf corresponding to the shortage torque ΔTret adopts the above equation (7), and the shift speed subtraction value vf (= di / dt = i × (1
/ (Ie × ωe)) × ΔTret).

Further, the shift speed subtraction value vf is subtracted from the shift speed Vm to obtain a corrected shift speed Vm1, and a predetermined primary pressure calculation map (see FIG. 12 (b)) is adopted from the corrected shift speed Vm1. The primary pressure Pp and the line pressure Pr (in particular, the line pressure Pr
Is configured to be supplied).

Thereafter, the process proceeds to step h8, in which the duty ratios Dup, Dur for ensuring the primary pressure Pp and the line pressure Pr are set, and the first and second solenoid valves 33, 34 are duty-controlled with the same value. As a result, the actual gear ratio in of the continuously variable gear ratio 35
Approaches the target gear ratio io, in particular, to secure output at an appropriate air-fuel ratio, or to prevent excessive output from being generated by proper cylinder deactivation processing to prevent the steel belt 27 from slipping, which is equivalent to the insufficient ignition retard amount Δθret. The shift speed is subtracted, the output shortage due to the unreasonable sudden shift process is prevented, and the shift shock can be eliminated.

FIG. 35 shows a functional block diagram of a control system in a control device for an internal combustion engine and a continuously variable transmission as another embodiment of the present invention. The control device of the internal combustion engine and the continuously variable transmission has the same overall configuration as that disclosed in FIG. 1 except for the configuration of the control system, and all the components are the same.
For this reason, the overall configuration of the control device is the first
The same reference numerals are given to the description of each member in the drawing, and overlapping description is omitted.

The engine E to which the control device is mounted is an electronically controlled injection type four-cycle engine E, similar to the one disclosed in FIG.

Also in the engine E, various devices such as an injector 1 as a fuel supply unit and a spark plug 2 for igniting are controlled by a DBWECU 3 as an electronic control unit of the engine.

This DBWECU3 is connected to an actuator 11 for driving a throttle valve 9 as an intake air amount operation means which is driven independently of operation of an accelerator pedal 10 as an artificial operation member, and a continuously variable transmission is connected to a CVTECU21. A hydraulic actuator 23 for hydraulically controlling the speed change speed of 35 is connected.

Such DBWECU3 and CVTECU21 have respective functions as shown in FIG.

That is, the operation amount detecting means constituting the operating state detecting means A1
A102 detects the operation amount θa of the artificial operation member. The speed ratio detecting means A3 detects the actual speed ratio in of the continuously variable transmission 35. The speed ratio deviation calculating means A4 obtains a difference Δi between the target speed ratio io and the actual speed ratio in. The speed change speed setting means A5 detects a speed change speed Vm which is an amount of change of the speed ratio based on the speed ratio deviation Δi.
Set. The shift control means A6 controls the continuously variable transmission 35 so as to attain the shift speed Vm. Shift assist torque calculation means
A7 calculates a shift assist torque ΔTe consumed by the shift operation of the continuously variable transmission 35 based on the shift speed Vm.

The internal combustion engine control means A8 is composed of a required output detection means A808, a required torque setting means A801, a target engine torque setting means A802, and an engine torque control means A803, and the required output detection means A808 controls the operation amount θa of the artificial operation member. The required output Po information of the driver is obtained based on the required torque, the required torque setting means A801 sets the required torque Teo and the target engine speed Neo corresponding to the required output Pa information of the driver, and the required engine torque setting means A802 sets the required torque The target engine torque Te is set based on Teo and the shift assist torque ΔTe, and the engine torque control means A803 controls the intake air amount adjusting means (throttle valve 9) so as to obtain the target engine torque Te.

Further, the target gear ratio setting means A2 is provided with the target engine speed Neo.
The target gear ratio io is set based on

Particularly, when the target gear ratio setting means A2 determines that the target gear ratio io is not within the allowable range, the target gear ratio setting unit A2 limits the target gear ratio io to within the allowable range. In addition, the target gear ratio setting means determines that the target gear ratio io is not within the allowable range, and if the target gear ratio is limited within the allowable range, the target gear ratio setting means corresponds to the target gear ratio io limited within the allowable range. The corrected engine speed Neo1 is set as the target value of the engine speed.

Further, the required torque setting means A801 sets the modified required torque Teo1 as a required torque corresponding to the required output Po information of the driver at the modified engine speed Neo1 based on the required output Po information and the modified engine speed Neo1. .

The target engine torque setting means A802 sets the required torque Teo
Target engine torque Te based on the speed change assist torque ΔTe
If o2 is not within the predetermined allowable torque range, the target engine torque is limited to within the allowable torque range.

Further, the speed change speed setting means A5 is provided with a speed change speed provisional setting means A5.
02 and the speed change speed correcting means A501, the speed change speed temporary setting means A502 sets the temporary speed change speed vi based on the speed ratio deviation Δi, and the speed change speed corrector A501 sets the target engine torque Teo2 by the target engine torque setting means. A shift speed subtraction torque corresponding to the insufficient torque ΔTn when restricted within the predetermined allowable torque range is obtained, and the provisional shift speed vi is corrected based on the shift speed subtraction torque to determine the shift speed Vm.

Further, the shift speed correction means obtains a shift shock index indicating the degree of shift shock based on the temporary shift speed vi,
If the shift shock index is not within the predetermined allowable range,
The shift speed is determined by correcting the temporary shift speed based on the shift speed subtraction torque, and when the shift shock index is within a predetermined range, the temporary shift speed vi is determined as it is as the shift speed Vm.

Hereinafter, a control device for the internal combustion engine and the continuously variable transmission, the control function block diagram of which is shown in FIG. 35, will be described with reference to the control programs of FIGS. 38 to 40.

By operating an ignition key (not shown) in this embodiment, the engine body E is started, and DBWECU3 and CVT
The control in the ECU 21 is also started.

When the control is started, the DBWECU 3 executes the same main routine as in FIG. 10 described above, and executes the engine output control processing in FIG. 38 when the engine output control processing in step c11 is reached.

Here, first, initialization is performed in steps n1 and n2, and the detection data of each sensor, for example, the accelerator opening θa, the engine speed Ne, the corrected engine speed ωeo from the CVTECU21, the shift assist torque ΔTe, the shift speed Vm, etc. Is taken into a predetermined area. In step n3, the required power Po corresponding to the accelerator opening θa is calculated along the required power Po calculation map shown in FIG.
Is calculated and stored in a predetermined area. Thereafter, the required power Po is calculated along the Neo / Teo calculation map as shown in FIG.
And the required engine torque Teo are calculated. In step n5-1, the target engine speed ratio io input from the CVTECU 21 is multiplied by the vehicle speed WV to calculate and update the corrected engine rotational speed ωeo (= wv × io). In step n5, it is determined whether or not the vehicle speed wv and the corrected engine speed ωeo from the CVTECU21 have been input (whether or not the correction level has been exceeded).
Calculate Teo1 (= Po / ωeo). If the corrected engine speed ωeo is not input, the required torque Te
o is directly used as the correction request torque Teo1, and the process proceeds to step a8. Here, the latest vehicle inertia moment Ie, shift speed Vm, shift ratio io, and other signals are fetched from CVTECU21, and the shift assist torque ΔTe considered to be necessary for shifting is calculated as described in (6) above.
It is calculated by the formula ΔTe = (1 / i) × (di / dt) − × Ie × ωe (6) ′.

Thereafter, in step n9, the maximum margin torque Tm (maximum value) corresponding to the actually measured engine speed Ne is calculated based on the map of FIG. 13, and then the actual engine torque Tn (the (Calculated based on the map of FIG. 6). If the value obtained by adding the shift assist torque ΔTe to the actual engine torque Tn is smaller than the maximum margin torque Tn (an example is shown as a point p1 in FIG. 13), the process proceeds to step n11. In step n12, the target torque Te is set as the maximum torque Te max (the maximum margin torque Tm corresponding to each engine speed Ne), and in step a11, the target engine torque Te is determined by simply adding ΔTe to the correction request torque Teo1. Proceed to step n13. Here, the throttle opening θs according to the target torque Te and the engine speed Ne is calculated according to the maps in FIGS. 6 and 7. In step n14, the difference between the throttle opening θs and the actual opening θn is calculated, and the deviation Δθ
Is calculated, and an output Phn that can eliminate the deviation Δθ is calculated,
The output Phn is output to the pulse motor 11 to drive the throttle valve 9 to generate a target torque Te in the engine.

On the other hand, the CVTECU 21 executes the CVT control shown in FIG. Initial settings are made in steps o1 and o2, abnormality detection of each circuit and the like is performed, and both rotation speeds wcf and wc of the primary pulley 26 and the secondary pulley 28, which are detection data of each sensor, are further obtained.
r, the engine speed ωe ｛from the DBWECU3 = Ne (actually measured engine speed) × 2πr｝, etc. are fetched and stored in a predetermined area.

In step o3, the vehicle speed wv is obtained by multiplying the rotation information wcr of the secondary pulley by a constant α, and in steps o4 and o5, the target gear ratio is calculated from the actual engine speed Ne (= engine speed ωe / 2πr) and the vehicle speed wv. Ask for io. Then, it is determined whether or not the target speed ratio io is within the allowable range. If the target speed ratio io is outside the range, the process proceeds to step o8. (I min) is set and regulated, and the process proceeds to step o7.

In step o7, the continuously variable transmission 3 is first determined based on the rotational speeds wvf and wcr of the primary pulley 26 and the secondary pulley 28.
An actual speed ratio in (= wcf / wcr) of 5 is calculated, and a speed ratio deviation Δi between the target speed ratio io and the actual speed ratio in is calculated. Step o8
In FIG. 14, the shift speed vi corresponding to the speed ratio deviation Δi is calculated based on the shift speed vi calculation map shown in FIG. 14, and is temporarily determined.

Thereafter, in step o9, the shift shock index Ix (= vi ×
ωe) is calculated. The shift speed vi and the engine rotational speed ωe, which form the shift shock index Ix, are added as negative factors to the rotational angular acceleration dωe / dt of the engine rotational shaft when the motion model of the continuously variable transmission 35 is considered. Therefore, when the shift shock index Ix is within the set range, it can be considered that the rotation fluctuation level is not regarded as a problem.

In step o10, the shift shock index Ix is within the allowable range Ix mi
It is determined whether or not n ≦ Ix ≦ Ix max. This allowable range is set experimentally to determine whether or not the shock level at the time of shifting is an allowable level. Here is the step within the allowable range
If it is not o14, the process proceeds to step o11.

In steps o11 and o12, the latest signals such as Iv and vi for calculating the shift assist torque ΔTe (= (1 / i) × (di / dt) × Ie × ωe) performed in step n8 are sent to DBWECU3. Transmit and set the target torque Te to the maximum torque in step n12 of DBWECU3.
The shift speed subtraction torque ΔTm is read as an insufficient torque that occurs as a result of being set as Te max. Then, in step o13, a final determination of the speed change speed Vm = di / dt = in × (1 / (Ie × ωe)) × ΔTm is performed according to the above equation (7).

Thereafter, in step o14, duty ratios Dup and Dur that can secure the primary pressure Pp and the line pressure Pr are set based on the determined shift speed Vm, and the first and second solenoid valves 3 are set to the same value.
3, 34 are duty-controlled. As a result, the actual speed ratio in of the continuously variable speed ratio 35 approaches the target speed ratio io.

Here, the required power Po is set according to the throttle opening, and the engine speed and the target torque are set according to the required power Po, so that the driver's request can be reflected at this stage. Moreover, the shift shock index
If Ix exceeds the permissible range, correct the shift assist torque ΔTe,
The target engine torque Teo can be corrected with the shift assist torque ΔTe, while the target engine torque Teo can be regulated within an allowable torque range, and an excessive increase in output can be prevented.
The shift speed Vm can be corrected by the shift speed subtraction torque ΔTm corresponding to the shortage torque when the target engine torque Teo is regulated within the allowable torque range. For this reason, an unreasonable sudden shift process accompanied by an output shortage is prevented, a slip and a shock of the steel belt 27 due to an excessive output can be eliminated, and the shift feeling can be improved.

INDUSTRIAL APPLICABILITY As described above, the control device for the internal combustion engine and the continuously variable transmission according to the present invention can switch the continuously variable transmission at an appropriate shift speed and control the internal combustion engine with an appropriate output.
It is possible to reduce slip and shift shock during shifting of the continuously variable transmission, and it can be effectively used for a driving force transmission system of an automobile that emphasizes driving feeling, and its effect can be fully exerted.

Continued on front page (31) Priority claim number Japanese Patent Application No. 3-88602 (32) Priority date Hei 3 (1991) April 19 (33) Priority claim country Japan (JP) (72) Inventor Kazuya Hayafune Aichi 1-5, Tatsuminaka, Okazaki City, Japan Tatsumigaoka Company House J-304 (56) References JP-A-3-70637 (JP, A) JP-A-62-131832 (JP, A) JP-A-62-110535 (JP, A) JP-A-63-53131 (JP, A) JP-B-61-8305 (JP, B2) (58) Fields investigated (Int. Cl. ⁶ , DB name) B60K 41/00-41 / 28 F02D 29/00-29/06 F16H 59/00-63/48

Claims (25)

(57) [Claims] An internal combustion engine mounted on a vehicle, and a continuously variable transmission provided in a driving force transmission system between the internal combustion engine and driving wheels and capable of continuously changing a gear ratio, respectively. In a control device for the engine and the continuously variable transmission, an operating state detecting means for detecting an operating state of the vehicle, and a target gear ratio of the continuously variable transmission based on the operating state detected by the operating state detecting means. Target speed ratio setting means for detecting the actual speed ratio of the continuously variable transmission, a target speed ratio set by the target speed ratio setting means and detected by the speed ratio detecting means Speed ratio deviation calculating means for determining a deviation from an actual speed ratio, and a speed changing step for setting a speed, which is an amount of change of the speed ratio, based on the speed ratio deviation calculated by the speed ratio deviation calculating means. Degree setting means; shift control means for controlling the continuously variable transmission so as to attain the shift speed set by the shift speed setting means; and the continuously variable shift based on the shift speed set by the shift speed setting means. A shift assist torque calculating means for calculating a shift assist torque consumed by a shift operation of the engine; and an internal combustion engine control means for controlling an output of the internal combustion engine based on the shift assist torque calculated by the shift assist torque calculating means. A control device for an internal combustion engine and a continuously variable transmission. 2. The engine according to claim 1, wherein said internal combustion engine has an intake air amount adjusting means which can be controlled independently of the operation of the artificial operating member in the intake system. Acceleration target detection means for detecting an operation amount as the driver's acceleration request information, wherein the target gear ratio setting means detects the target based on the operation amount of the artificial operation member detected by the acceleration request detection means. A gear ratio is set, and the internal combustion engine control means sets a required torque as a torque required for the acceleration requested by the driver based on an operation amount of the artificial operation member detected by the acceleration request detection means. Required torque setting means, and a target engine based on the required torque set by the required torque setting means and the shift assist torque calculated by the shift assist torque calculating means. Target engine torque setting means for setting the intake torque, and engine torque control means for controlling the intake air amount adjusting means so as to obtain the target engine torque set by the target engine torque setting means. 2. A control device for an internal combustion engine and a continuously variable transmission according to claim 1. 3. The target engine torque setting means calculates a torque obtained by adding the required torque set by the required torque setting means and the shift assist torque calculated by the shift assist torque calculating means. 3. The internal combustion engine and the continuously variable transmission according to the above item 2, wherein the torque is divided into an outputtable torque and another insufficient torque, and the actually outputable torque is set as a target engine torque. Control device. 4. The shift speed setting means according to claim 3, further comprising shift speed correction means for correcting the shift duration set by said shift speed setting means based on said insufficient torque. A control device for the internal combustion engine and the continuously variable transmission according to the above. 5. A control device for controlling an internal combustion engine and a continuously variable transmission according to claim 2, wherein said artificial operation member is an accelerator pedal, and said intake air amount adjusting means is a throttle valve. . 6. The internal combustion engine has an intake air amount adjusting means which can be controlled independently of the operation of an artificial operating member in an intake system. The internal combustion engine controlling means includes a shift assist torque calculating means. The auxiliary intake air amount setting means for obtaining the auxiliary intake air amount necessary for obtaining the shift assist torque based on the shift auxiliary torque calculated by 2. The control device for an internal combustion engine and a variable speed transmission according to claim 1, characterized by comprising auxiliary intake air amount control means for controlling the intake air amount adjustment means so as to be obtained. 7. The shift speed setting means according to claim 6, wherein the shift speed setting means includes shift speed correction means for correcting the shift speed based on the auxiliary intake air amount set by the auxiliary intake air amount setting means. 3. A control device for an internal combustion engine and a variable speed transmission according to claim 1. 8. The shift speed correcting means according to claim 7, wherein the shift speed is corrected when the auxiliary intake air amount set by the auxiliary intake air amount setting means is larger than a predetermined value. A control device for the internal combustion engine and the continuously variable transmission according to the above. 9. The speed change correcting means according to claim 2, wherein said auxiliary intake air amount set by said auxiliary intake air amount setting means is equal to or greater than a first predetermined value and is larger than said first predetermined value. If the value is equal to or less than the predetermined value, the shift speed is corrected when it is determined that the auxiliary intake air amount cannot be obtained. The control device for an internal combustion engine and the continuously variable transmission according to the above item 7, wherein the control is performed. 10. The internal combustion engine according to claim 6, wherein said intake air amount operating means is an idle speed control valve for opening and closing a bypass passage provided by bypassing a throttle valve of said engine. And a control device for the continuously variable transmission. 11. An internal combustion engine, wherein the internal combustion engine is provided in an intake system and is operated by an operation of a manual operation member. Ignition means for igniting the internal combustion engine; and the operating state detecting means includes acceleration request detecting means for detecting an operation amount of the artificial operation member as acceleration request information of the driver; The ratio setting means sets the target gear ratio based on the operation amount of the artificial operation member detected by the acceleration request detecting means, and the internal combustion engine control means controls the speed change calculated by the gear shift assist torque calculating means. A target air-fuel ratio and a target ignition timing are set based on the auxiliary torque, and the fuel supply unit is controlled based on the target air-fuel ratio, and the ignition unit is controlled based on the target ignition timing. 2. The control device for an internal combustion engine and a continuously variable transmission according to claim 1, further comprising first engine torque control means. 12. The first engine torque control means, wherein the fuel supply means is capable of shutting off some of the cylinders by shutting off fuel supplied to some of the plurality of cylinders. Sets the target air-fuel ratio richer than the current air-fuel ratio when the shift assist torque calculated by the shift assist torque calculating means is greater than 0, and sets the target air-fuel ratio richer when the shift assist torque is 0 or less. 12. The control device for an internal combustion engine and a continuously variable transmission according to the above item 11, wherein the number of cylinders to be stopped and the target ignition timing of the internal combustion engine are set. 13. The first engine torque control means, when the shift assist torque calculated by the shift assist torque calculating means is greater than 0, when the air-fuel ratio richer than the current air-fuel ratio can be realized. 13. The control device for an internal combustion engine and a continuously variable transmission according to the above item 12, wherein a target air-fuel ratio richer than a current air-fuel ratio is set as long as possible. 14. A request torque for obtaining a required torque as a torque required for acceleration requested by the driver based on an operation amount of the artificial operation member detected by the acceleration request detection means. Calculating means; target engine torque setting means for setting a target engine torque based on the required torque calculated by the required torque calculating means and the shift assist torque calculated by the shift assist torque calculating means; 12. The internal combustion engine according to claim 11, further comprising: second engine torque control means for controlling the intake air amount adjusting means so as to obtain a target engine torque set by the means. Control device with transmission. 15. The first engine torque control means sets a target air-fuel ratio richer than a current air-fuel ratio when the shift assist torque calculated by the shift assist torque calculating means is greater than zero. When the torque is equal to or less than 0, the difference between the output torque of the engine estimated from the current intake air amount and the target engine torque set by the target engine torque calculation means is set as a required torque reduction amount, and based on the required torque reduction amount. 15. The control device for an internal combustion engine and a continuously variable transmission according to the above item 14, wherein the number of cylinders to be deactivated and a target ignition timing that is an ignition retard amount are set. 16. The method according to claim 15, wherein the first engine torque control means sets a target ignition timing based on a deviation between the required torque reduction amount and the torque reduced by the cylinder deactivation. Of the internal combustion engine and the continuously variable transmission. 17. The control of the internal combustion engine and the continuously variable transmission according to claim 16, wherein the first engine torque control means limits the target ignition timing within a predetermined allowable range. apparatus. 18. The shift speed setting means, wherein the first engine control means corrects the shift speed based on an insufficient ignition retard amount by limiting the target ignition timing within a predetermined allowable range. 18. The control device for an internal combustion engine and a variable speed transmission according to the above item 17, comprising a correction means. 19. The control between the internal combustion engine and the variable speed transmission according to claim 11, wherein the artificial operating member is an accelerator pedal, and the intake air amount adjusting means is a throttle valve. apparatus. 20. The internal combustion engine, further comprising an intake air amount adjusting means which can be controlled independently of the operation of the artificial operating member in the intake system. A request output for obtaining required output information of the driver based on an operation amount of the artificially operated member detected by the operation amount detection means; Detecting means; request torque setting means for setting a required torque and a target engine speed corresponding to the required output information of the driver based on the required output information obtained by the required output detecting means; Means for setting a target engine torque based on the required torque set by the means and the shift assist torque calculated by the shift assist torque calculating means. Calculation means; and engine torque control means for controlling the intake air amount adjusting means so as to obtain the target engine torque set by the target engine torque setting means. 2. The control device for an internal combustion engine and a continuously variable transmission according to claim 1, wherein the target gear ratio is set based on a target engine speed set by a torque setting means. 21. When the target gear ratio setting means determines that the target gear ratio set based on the target engine speed is not within an allowable range, the target gear ratio setting means limits the target gear ratio to within the allowable range. 21. The control device for an internal combustion engine and a continuously variable transmission according to the above item 20. 22. When the target gear ratio setting means determines that the target gear ratio set based on the target engine speed is not within an allowable range and limits the target gear ratio to within the allowable range, A corrected engine speed is set as a target value of the engine speed corresponding to the target gear ratio limited within the allowable range. The required torque setting means includes a required output determined by the required torque setting means. Information, on the basis of the corrected engine speed set by the target gear ratio setting means, a corrected required torque is set as the required torque corresponding to the required output information of the driver at the corrected engine speed. 22. The control device for an internal combustion engine and a continuously variable transmission according to the above item 21. 23. The target engine torque setting means, wherein the target engine torque based on the required torque set by the required torque setting means and the shift assist torque calculated by the shift assist torque calculating means is within a predetermined allowable torque range. If not, the target engine torque is limited to within the allowable torque range, and the speed change speed setting means sets the provisional speed change speed based on the speed ratio deviation calculated by the speed ratio deviation calculation means. A shift speed provisional setting means to be set, and a shift speed subtraction torque corresponding to an insufficient torque when the target engine torque is limited within the predetermined allowable torque range by the target engine torque calculating means,
The twentieth aspect, wherein the tentative shift speed set by the shift speed tentative setting unit is corrected based on the shift speed subtracted torque to determine a shift speed. A control device for the internal combustion engine and the variable speed variable transmission according to the above. 24. The shift speed correcting means calculates a shift shock index indicating a degree of shift shock based on the temporary shift speed. If the shift shock index is not within a predetermined allowable range, the shift speed subtraction is performed. Based on the minute torque, the temporary gear speed is corrected to determine the gear speed,
The control of the internal combustion engine and the continuously variable transmission according to claim 23, wherein when the shift shock index is within the predetermined range, the temporary shift speed is determined as the shift speed as it is. apparatus. 25. The control device for controlling an internal combustion engine and a continuously variable transmission according to claim 20, wherein the manual operation member is an accelerator pedal, and the intake air amount adjusting means is a throttle valve. .