JP4590984B2 - Fuel supply device - Google Patents

Description

  The present invention relates to an improvement in a fuel supply device for sending fuel to an engine connected to a continuously variable transmission mounted on a vehicle, and when the accelerator pedal is released (operated in a direction in which the accelerator is closed). When the accelerator is operated in the direction where the accelerator opening becomes 0), it is possible to prevent a shock based on excessive engine braking (spike-like deceleration) from being applied, and to give the passenger a sense of discomfort and discomfort. It is to prevent. In particular, the smooth ride without shift shock, which is an advantage of continuously variable transmissions, is ensured even when the accelerator pedal is released (including when it is released), improving ride comfort performance Is intended.

  Toroidal type continuously variable transmissions used as automatic transmissions for automobiles are described in many publications such as Patent Document 1, Non-Patent Documents 1 and 2, and are partly implemented and well known. Such a toroidal-type continuously variable transmission is configured by sandwiching a plurality of power rollers between an input side disk and an output side disk whose toroidal curved surfaces are opposite to each other in the axial direction. During operation, the rotation of the input side disk is transmitted to the output side disk via these power rollers. Each of these power rollers is rotatably supported by a support member such as a trunnion, and each of these support members is subject to swinging displacement about a pivot that is in a twisted position with respect to the central axes of the two disks. It is supported freely. When changing the gear ratio between the two disks, the support members are displaced in the axial direction of the pivot by a hydraulic actuator. Such supply and discharge of pressure oil to and from the actuator is controlled by a control valve, and the movement of the support member is fed back to the control valve.

  When each support member is displaced in the axial direction of the pivot based on supply / discharge of pressure oil to / from the actuator, a rolling contact portion between the peripheral surface of each power roller and the side surface of each disk on the input side and output side ( The direction of the tangential force acting on the traction section changes (side slip occurs in the rolling contact section). Then, with the change in the direction of the force, each support member swings (tilts) about the pivot, and the contact position between the peripheral surface of each power roller and the side surface of each disk on the input side and output side. Changes. If the circumferential surface of each of the power rollers is brought into rolling contact with the radially outward portion of the side surface of the input side disc and the radially inward portion of the side surface of the output side disc, The gear ratio is increased. In contrast, if the circumferential surface of each power roller is brought into rolling contact with the radially inward portion of the side surface of the input side disk and the radially outward portion of the side surface of the output side disc, The gear ratio between the disks is on the deceleration side.

  In addition, when a toroidal continuously variable transmission as described above is incorporated into an actual automatic transmission for an automobile, a continuously variable transmission has been conventionally configured in combination with a gear-type differential unit such as a planetary gear mechanism. Proposed. For example, Patent Document 2 describes a continuously variable transmission called so-called geared neutral, in which the rotation state of the output shaft can be switched between forward rotation and reverse rotation with the input shaft rotated in one direction with the stop state interposed therebetween. Has been. In the case of such a continuously variable transmission, the torque passing through the toroidal continuously variable transmission is properly regulated while the output shaft is stopped or rotated at an extremely low speed while the input shaft is rotated. There is a need to. In view of such circumstances, Patent Document 3 discloses that the rotational speed of the engine that drives the input shaft is roughly controlled, and the gear ratio of the toroidal continuously variable transmission is adjusted (corrected) according to the rotational speed. A control method is disclosed in which the torque (passing torque) passing through the toroidal-type continuously variable transmission is regulated to a target value by performing the above.

  Further, in Patent Document 4, in a continuously variable transmission incorporating a toroidal-type continuously variable transmission as described above, an accelerator is used to prevent unpleasant acceleration / deceleration (the vehicle jerks) associated with the accelerator operation. An invention is described in which the gear ratio of the toroidal-type continuously variable transmission is adjusted (corrected) according to the opening (the amount of depression of the accelerator pedal). Further, in Patent Document 5, in a continuously variable transmission incorporating a continuously variable transmission such as the above-described toroidal continuously variable transmission or V-belt transmission, acceleration from inertial running is smoothly performed. Therefore, an invention is described in which the gear ratio of the continuously variable transmission is adjusted (corrected) according to the accelerator opening and the acceleration applied to the vehicle. Further, in Patent Document 6, when the accelerator pedal is released (the accelerator is closed) while the torque converter provided between the automatic transmission and the engine is locked up, the lock-up progresses rapidly. In order to prevent vibrations from occurring in the vehicle, an invention is described in which the lockup is controlled according to the engine load.

  In the case of the inventions described in Patent Documents 4 to 6 as described above, coasting is performed by releasing the depression of the accelerator pedal (operating in the direction in which the accelerator is closed, operating in the direction in which the accelerator opening is zero). When the operation of the accelerator pedal is not sudden, such as when performing, it is considered that smooth running without shock or vibration can be realized. However, if the accelerator pedal is operated suddenly, the moment when the accelerator pedal is operated and the moment when the gear ratio of the toroidal continuously variable transmission is actually adjusted (corrected), or the lockup is actually performed. There is a possibility that a time lag occurs between the moments controlled by For this reason, for example, when this depression is suddenly released from the state in which the accelerator pedal is depressed (abrupt operation in the direction to close the accelerator, sudden operation in the direction in which the accelerator opening is 0), Coupled with a sudden decrease in engine power, there is a possibility of excessive engine braking on the vehicle. Further, such a shock (spike-like deceleration feeling) based on the engine brake may cause the passenger to feel uncomfortable or uncomfortable. Such a shock is a low-speed traveling (for example, less than a predetermined speed set in advance in the range of 30 to 40 km / h), in which the inertia force of the vehicle is small and the reduction ratio of the continuously variable transmission is often large. It is not preferable to occur in a vehicle equipped with a continuously variable transmission capable of performing smooth travel without a shift shock, because the phenomenon of reducing ride comfort performance is likely to be significant.

  On the other hand, Patent Document 7 describes an invention relating to a fuel supply device for sending fuel to an engine connected to a continuously variable transmission mounted on a vehicle. That is, in Patent Document 7, when a manual transmission mode that realizes a predetermined transmission ratio according to the driver's selection is selected and the engine speed increases excessively during traveling at the predetermined transmission ratio. An invention for gradually reducing the output of the engine is described. According to such an invention described in Patent Document 7, when the engine speed increases excessively, a fuel cutoff (fuel cut) is performed to forcibly reduce the engine speed. Previously, the output of the engine can be reduced, and sudden torque fluctuations due to the fuel cutoff can be prevented. However, in the case of the invention described in Patent Document 7, it is impossible to prevent a shock based on an excessive engine brake that occurs when the accelerator pedal is depressed as described above.

JP 2001-317601 A JP 2003-307266 A JP 2004-225888 A JP-A-9-203460 JP-A-9-112682 Japanese Patent Laid-Open No. 11-37279 JP 2001-301493 A Motoo Aoyama, "Bessed Best Car Red Badge Series 245 / A book that understands the latest mechanics of cars", Sanyusha Co., Ltd./Kodansha Co., Ltd., December 20, 2001, p. 92-93 Hirohisa Tanaka, “Toroidal CVT”, Corona Inc., July 13, 2000

  In view of the above circumstances, the fuel supply device of the present invention is a vehicle equipped with a continuously variable transmission, and the accelerator pedal is released during traveling (operating in the direction in which the accelerator is closed, the accelerator opening degree is The invention was invented to realize a structure capable of preventing a shock based on an excessive engine brake when being operated in the direction of 0).

The fuel supply device according to the present invention includes a fuel supply means for sending (injecting) fuel to an engine connected to a continuously variable transmission mounted on a vehicle, and an amount of fuel sent by the fuel supply means. And a controller that controls in accordance with the depression (accelerator opening).
In particular, in the fuel supply apparatus of the present invention, the controller causes the vehicle to travel at a speed lower than a predetermined speed (for example, a low speed lower than a predetermined speed set in advance in a range of 30 to 40 km / h, for example). In addition, when the accelerator pedal depressing release speed (accelerator closing speed) is equal to or higher than a predetermined speed, a function of reducing (limiting) the speed of reducing the amount of fuel fed into the engine from the normal speed. I have.
In other words, the controller controls the time until the fuel injection amount reaches the target fuel injection amount when the vehicle is traveling below a predetermined speed and the release speed is equal to or higher than the predetermined speed (for example, When the depression of the accelerator pedal is released, the fuel injection amount has a function of making the fuel injection amount (0) longer than the normal time.
Furthermore, in addition to the above-described function, the fuel supply device of the present invention reduces the amount of fuel to be sent to the engine to 0 (inevitably sent due to leakage, etc.) despite the fact that the depression of the accelerator pedal is released. In this case, a predetermined amount of fuel (a minimum amount of fuel that can prevent excessive engine braking) is continuously fed for a predetermined period.

  The normal speed (normal time) is determined according to the amount of depression of the accelerator pedal (accelerator opening) and the rotational speed of the engine, and is a speed for reducing the amount of fuel fed into the engine ( This is a standard value of the time until the fuel injection amount reaches the target fuel injection amount. Specifically, when the vehicle is traveling at a speed equal to or higher than the predetermined speed (for example, a high speed equal to or higher than a predetermined speed set in advance in a range of 30 to 40 km / h), or the accelerator pedal release speed is The speed (time) determined in accordance with the amount of depression of the accelerator pedal and the rotational speed of the engine when the speed is less than a predetermined speed.

According to the fuel supply device of the present invention as described above, when the accelerator pedal is released (including when the accelerator pedal is released), the speed at which the amount of fuel (fuel injection amount) fed into the engine is reduced. Since it is slower than the normal speed, it is possible to prevent the engine output from abruptly decreasing and excessive engine braking. Moreover, in order to adjust the output of the engine by directly adjusting the amount of fuel fed into the engine, a continuously variable transmission such as a toroidal continuously variable transmission or a belt type continuously variable transmission that constitutes a continuously variable transmission. There is no time lag that occurs when adjusting the transmission ratio. For this reason, when the depression of the accelerator pedal is released, it is possible to prevent a shock (spike-like deceleration feeling) based on excessive engine braking from being applied, and to prevent the passenger from feeling uncomfortable and uncomfortable.
Further, in the case of the fuel supply device of the present invention, even when the accelerator pedal is fully depressed, a predetermined amount of fuel is continuously fed for a predetermined period. It is possible to make a smooth transition and to prevent a shock (spike-like deceleration) based on excessive engine braking from being applied, and to prevent the passenger from feeling uncomfortable and uncomfortable.

Preferably, when carrying out the present invention, as described in claim 2, the speed at which the amount of fuel fed into the engine (fuel injection amount) is reduced in accordance with the accelerator pedal depression release speed (accelerator closing speed). Correct (adjust) the degree of slowing down from the normal speed. In this case, as described in claim 3, the higher the depression release speed of the accelerator pedal, the larger the degree of slowing down than the normal speed. In other words, the slower the release speed of the accelerator pedal is, the smaller the speed is made slower than the normal speed (closer to the normal speed).
If comprised in this way, it can prevent reliably that the shock based on an excessive engine brake is added according to a driving | running condition. In other words, the faster the accelerator pedal release speed, the faster the engine output decreases and the greater the shock (spike-like feeling of deceleration) based on the engine brake, but slower than the normal speed as described above. By increasing the degree, it is possible to reliably prevent such a shock based on the engine brake. Further, when the release speed of the accelerator pedal is slow, by making the speed close to the normal speed, it is possible to prevent a shock based on the engine brake without impairing the accelerator response (accelerator responsiveness). For this reason, the shock based on an excessive engine brake can be reliably prevented according to the driving situation, that is, the release speed of the accelerator pedal.

Preferably, when the present invention is carried out, as described in claim 4, when the brake pedal is depressed when the speed of reducing the amount of fuel fed into the engine is made slower than the normal speed. The degree of slowing down from the normal speed is corrected according to the depression force of the brake pedal. In this case, as described in claim 5, the smaller the depression force of the brake pedal is, the larger the degree of slowing down than the normal speed is increased. In other words, the greater the depressing force of the brake pedal, the smaller the degree of slowing down from the normal speed (closer to the normal speed).
Further, when the invention described in claim 4 is carried out, as described in claim 6, on the condition that the brake pedal is depressed, the speed at which the amount of fuel fed into the engine is reduced to the normal speed. Also good.
With this configuration, when the driver intends to decelerate that requires braking, the necessary engine brake is generated without causing a shock based on excessive engine braking. It is possible to realize a traveling state according to the condition. That is, the smaller the depression force of the brake pedal, the larger the degree of slowing down than the normal speed, thereby suppressing a sudden decrease in engine output and reliably preventing a shock based on the engine brake. At the same time, the greater the depression force of the brake pedal, the closer to the normal speed, the necessary engine brake can be generated. For this reason, the deceleration state according to a driver | operator's intention is realizable.

Further, when the present invention is implemented, preferably, as described in claim 7, the continuously variable transmission is provided with a manual transmission mode that realizes a predetermined transmission ratio according to the driver's selection, and according to the driving situation. And an automatic transmission mode that realizes a preset transmission gear ratio. When the vehicle is traveling in the automatic transmission mode and the accelerator pedal is depressed, the vehicle is operated in the manual transmission mode to the extent that the speed of reducing the fuel feed amount is slower than the normal speed. If it is, make it larger than slowing down. Conversely, when traveling in the manual shift mode, the degree of slowing down from the normal speed is made smaller than the degree of slowing down from the normal speed when traveling in the automatic shift mode. (Close to normal speed).
If comprised in this way, the driving | running | working state according to a driver | operator's intent in each mode is realizable. That is, when the vehicle is traveling in the automatic transmission mode, it is possible to smoothly decelerate without applying a shock by increasing the degree of slowing down from the normal speed. At the same time, when the vehicle is traveling in the manual speed change mode, it is possible to obtain an appropriate deceleration feeling (engine brake) by approaching the normal speed, and the required accelerator response (accelerator response). ) Can be ensured (crisp running performance can be ensured).

Preferably, when carrying out the present invention, preferably, as described in claim 8, a continuously variable transmission device includes a plurality of continuously variable transmissions between an input side disk and an output side disk having a toroidal curved surface in the axial direction facing each other. It is assumed that a toroidal type continuously variable transmission comprising a single power roller is incorporated. Then, the degree of delay from the normal speed is corrected so that the torque passing through the toroidal type continuously variable transmission is maintained constant.
In this case, more preferably, as described in claim 9, the torque passing through the toroidal type continuously variable transmission is displaced by a support member that rotatably supports the power roller, and the input side disk and the output side disk. Is obtained from a differential pressure generated between a pair of hydraulic chambers that constitute a hydraulic actuator that changes a gear ratio between the hydraulic pressure and the hydraulic pressure.
With this configuration, when the accelerator pedal is released, the torque passing through the toroidal-type continuously variable transmission is maintained at a constant level, so a shock based on excessive engine braking (spike-like deceleration feeling) ) To prevent the passengers from feeling uncomfortable and uncomfortable.

1 to 4 show a first example of a reference example related to the present invention . First, referring to the block diagram of FIG. 1, a description will be given of a continuously variable transmission connected to an engine into which fuel is fed by the fuel supply device of this reference example . In FIG. 1, a thick arrow indicates a power transmission path, a solid line indicates a hydraulic circuit, and a broken line indicates an electric circuit. The output of the engine 1 is input to the input shaft 3 via the damper 2. The power transmitted to the input shaft 3 is transmitted from the hydraulic pressing device 5 constituting the toroidal-type continuously variable transmission 4 to the input side disk 6 and further to the output side disk 8 via the power roller 7. The Of these two discs 6 and 8, the rotational speed of the input side disc 6 is measured by the input side rotational sensor 9, and the rotational speed of the output side disc 8 is measured by the output side rotational sensor 10 and input to the controller 11. The gear ratio (of the toroidal-type continuously variable transmission 4) between the disks 6 and 8 can be calculated. The power transmitted to the input shaft 3 is transmitted to the planetary gear type transmission 12 which is a differential unit directly or via the pressing device 5, the input side disk 6, the power roller 7, and the output side disk 8. Is done. Then, the differential component of the constituent members of the planetary gear type transmission 12 is extracted to the output shaft 14 via the clutch device 13. The clutch device 13 represents a low speed clutch 15 and a high speed clutch 16 shown in FIG. Further, in the case of this reference example , the output shaft rotation sensor 17 can detect the rotation speed of the output shaft 14, and a failure for determining whether the input side rotation sensor 9 and the output side rotation sensor 10 are faulty or not. Safe is possible.

  On the other hand, the oil pump 18 (18a, 18b in FIG. 2) is driven by the power extracted from the damper 2 portion, and the pressure oil discharged from the oil pump 18 supports the pressing device 5 and the power roller 7. The trunnion, which is a support member, can be fed into a control valve device 20 for controlling the amount of displacement of an actuator 19 (see FIG. 2) that displaces the trunnion in the axial direction of a pivot (not shown). The control valve device 20 includes a control valve 21, a differential pressure cylinder 22, correction control valves 23a and 23b, a high-speed switching valve 24, and a low-speed switching valve 25 shown in FIG. It is a thing. Of these, the control valve 21 controls the supply and discharge of hydraulic pressure to the actuator 19. The hydraulic pressure in a pair of hydraulic chambers 26a and 26b (see FIG. 2) provided in the actuator 19 is detected by a hydraulic sensor 27 (actually, a pair of hydraulic sensors 27a and 27b as shown in FIG. 2). The detection signal is input to the controller 11.

  The controller 11 calculates a torque (passing torque) that passes through the toroidal continuously variable transmission 4 based on a signal from the hydraulic sensor 27. Then, in order to correct the gear ratio of the toroidal type continuously variable transmission 4 according to the passing torque calculated in this way, a sleeve 28 (see FIG. 2) which is a component of the control valve 21 is connected to the differential pressure cylinder 22. Displace by. The supply / discharge of the pressure oil to / from the differential pressure cylinder 22 is controlled by the correction control valves 23a and 23b. The control valve device 20 includes a stepping motor 29, a line pressure control electromagnetic on-off valve 30, an electromagnetic valve 31 for switching the correction control valves 23a and 23b, the high-speed switching valve 24, and a low-speed switching valve. The operating state can be switched by the shift solenoid valve 32 for switching the switching valve 25. The stepping motor 29, the line pressure control electromagnetic on-off valve 30, the electromagnetic valve 31, and the shift electromagnetic valve 32 are all switched based on the control signal from the controller 11.

  In addition to the signals from the rotation sensors 9, 10, 17 and the hydraulic sensor 27, the controller 11 includes a detection signal from the oil temperature sensor 33, a position signal from the position switch 34, and an accelerator sensor 35. The detection signal and the signal of the brake switch 36 are input. Of these, the oil temperature sensor 33 detects the temperature of the lubricating oil (traction oil) in the casing that houses the continuously variable transmission. The position switch 34 emits a signal indicating an operation position (selection position) of a shift lever (operation lever) provided in a driver's seat for switching a manual hydraulic pressure switching valve 37 described later in FIG. It is. The accelerator sensor 35 is for detecting the opening of the accelerator pedal. Further, the brake switch 36 detects that the brake pedal has been depressed or the parking brake has been operated, and issues a signal indicating that fact.

  Further, the controller 11 is configured to detect the stepping motor 29 and the line pressure control electromagnetic on-off valve 30 based on signals from the switches 34 and 36 and the sensors 9, 10, 17, 27, 33 and 35. In addition to sending the control signal to the solenoid valve 31 and the shift solenoid valve 32, the control signal is sent to the engine controller 38 for controlling the engine 1. Then, as described in Patent Document 3 described above, the toroidal continuously variable transmission 4 is changed when the speed ratio between the input shaft 3 and the output shaft 14 is changed, or when stopped or traveled at a very low speed. The torque (passing torque) applied to the output shaft 14 after passing through is controlled. Further, as disclosed in Japanese Patent Application No. 2003-105967, the rotational speed and direction of the output shaft 14 are calculated based on detection signals from the input side rotation sensor 9 and the output side rotation sensor 10, The passing torque is controlled.

  FIG. 2 shows a hydraulic circuit for controlling the continuously variable transmission as described above. In this hydraulic circuit, the pressure oil sucked from the oil reservoir 39 and discharged by the oil pumps 18a and 18b can be adjusted to a predetermined pressure by the pressure regulating valves 40a and 40b. Further, among the pressure regulating valves 40a and 40b, the adjustment pressure by the pressure regulating valve 40a for adjusting the hydraulic pressure sent to the manual hydraulic pressure switching valve 37 side can be adjusted based on the opening / closing of the line pressure control electromagnetic switching valve 30. Yes. Then, the pressure oil whose pressure is adjusted by the pressure regulating valves 40a and 40b can be freely fed to the actuator 19 via the control valve 21, and the correction control valve 23a for adjusting the stroke of the differential pressure cylinder 22 can be used. , 23b, based on the opening and closing of the solenoid valve 31, can be freely sent. Further, the pressure oil is fed into the hydraulic pressing device 5.

  The pressure oil can be fed into the hydraulic chamber of the low speed clutch 15 or the high speed clutch 16 via the manual hydraulic pressure switching valve 37 and the high speed switching valve 24 or the low speed switching valve 25. Of these low speed and high speed clutches 15 and 16, the low speed clutch 15 is connected when realizing a low speed mode in which the speed reduction ratio is increased (including an infinite speed ratio) and the speed reduction ratio is increased. The connection is broken when realizing the high-speed mode to be reduced. In contrast, the high speed clutch 16 is disconnected when realizing the low speed mode and is connected when realizing the high speed mode. The supply / discharge state of the pressure oil to the low speed and high speed clutches 15 and 16 is switched according to the switching state of the shift solenoid valve 32.

Further, in the case of this reference example , fuel is fed into the engine 1 by a fuel supply device (not shown) controlled by the engine controller 38. This fuel supply device includes fuel supply means for sending fuel (injecting fuel) into the engine 1 connected to the continuously variable transmission as described above. The amount of fuel sent by the fuel supply means (the amount of fuel to be injected) is adjusted (controlled) by the controller 11 via the engine controller 38 according to the depression of the accelerator pedal. Furthermore, in the case of the present reference example , when the depression of the accelerator pedal is released to the controller 11 (when the accelerator is operated in the closing direction, the accelerator opening is operated in the direction of 0). The function of adjusting the speed of reducing the amount of fuel (fuel injection amount) fed into the engine 1 according to the depression release speed (accelerator closing speed) is provided.

  That is, the controller 11 is such that the vehicle is traveling at a speed lower than a predetermined speed (for example, a low speed lower than a predetermined speed set in advance in a range of 30 to 40 km / h), and the accelerator pedal depression release speed is When the speed is equal to or higher than a predetermined speed, a function of reducing (limiting) the speed at which the amount of fuel fed into the engine 1 is reduced from the normal speed is provided. In other words, when the vehicle is traveling at a low speed and the depression of the accelerator pedal is released at a speed higher than the release speed at which the vehicle can smoothly shift to a deceleration state such as coasting, the fuel to be fed into the engine 1 The speed at which the amount is reduced is made slower than the normal speed that is set in proportion to the speed at which the accelerator pedal is released. For this purpose, for example, the time until the fuel injection amount reaches the target fuel injection amount (for example, the time until the fuel injection amount becomes 0 when the accelerator pedal is fully depressed) is set to the normal time. Longer than.

  The normal speed (normal time) is determined according to the amount of depression of the accelerator pedal (accelerator opening) and the rotational speed of the engine 1, and the amount of fuel fed into the engine 1 is reduced. This is a standard speed (time until the fuel injection amount reaches the target fuel injection amount). Specifically, when the vehicle is traveling at a speed higher than the predetermined speed (for example, a high speed higher than a predetermined speed set in advance in a range of 30 to 40 km / h), or the release speed of the accelerator pedal is predetermined. The speed (time) determined in accordance with the amount of depression of the accelerator pedal and the rotational speed of the engine 1 when the speed is less than the speed.

FIG. 3 adjusts the speed of reducing the amount of fuel (fuel injection amount) sent to the engine 1 performed by the fuel supply device based on the function of the controller 11 as described above (slower than the normal speed). Specific control flowchart is shown. The control shown in the flowchart shown in FIG. 3 is always repeated from when the automobile ignition switch is turned on to when it is turned off.
First, in step 1, it is determined whether or not the vehicle is in a running state (the vehicle speed is greater than 0 km / h) based on a speedometer display vehicle speed signal (or a signal from the output shaft rotation sensor 17). When it is determined that the vehicle is not in a running state (stopped, vehicle speed is 0 km / h), an operation for adjusting the speed for reducing the amount of fuel fed into the engine 1 which is a feature of this reference example It ends without doing. This is because even if the accelerator pedal is suddenly released, a shock based on the engine brake is not applied, and a minimum fuel supply is required to maintain idling. On the other hand, if it is determined that the vehicle is in a running state, the process proceeds to the next step 2.

In this step 2, whether the vehicle is traveling at a low speed lower than a predetermined speed VKm / h, for example, less than a predetermined speed set in advance in a range of 30 to 40 Km / h, is determined based on the vehicle speed signal. judge. The vehicle is not traveling at a low speed (less than a predetermined speed VKm / h) {the vehicle is traveling at a predetermined speed VKm / h or higher, for example, at a high speed higher than a predetermined speed set in advance in a range of 30 to 40 Km / h. If it is determined that the control is not performed, the control for adjusting the speed for reducing the amount of fuel fed into the engine 1, which is a feature of this reference example , is not performed, and the process ends. The reason for this is that if the vehicle is traveling at a high speed, the inertial force is large and the reduction ratio of the continuously variable transmission is often small. Therefore, the speed at which the amount of fuel fed into the engine 1 is reduced is adjusted. This is because it is possible to smoothly shift the vehicle to a deceleration state such as coasting based on the inertia force of the vehicle. On the other hand, if it is determined that the vehicle is traveling at a low speed (less than the predetermined speed VKm / h), the process proceeds to the next step 3.

In step 3, it is determined based on the detection signal of the accelerator sensor 35 whether or not the accelerator pedal is depressed. When it is determined that the accelerator pedal is not released, that is, the accelerator pedal is depressed, an operation of adjusting the speed for reducing the amount of fuel fed into the engine 1 that is a feature of this reference example It ends without doing. On the other hand, when it is determined that the depression of the accelerator pedal is released, the process proceeds to the next step 4. In this step 4, whether or not the accelerator pedal depressing speed when the accelerator pedal depressing is released is equal to or higher than a predetermined speed (Astart% / s) based on the detection signal of the accelerator sensor 35. judge.

That is, in step 4 above, it is determined whether or not the accelerator pedal is suddenly released. When it is determined that the accelerator pedal depressing speed is less than a predetermined speed (Astart% / s), that is, it is determined that the accelerator pedal depressing is gradually released, the engine 1 that is a feature of this reference example is used. The control for adjusting the speed for reducing the amount of fuel to be sent is not performed, and the process ends (the amount of fuel to be sent to the engine 1 at a normal speed is reduced. The fuel injection amount is made to reach the target fuel injection amount in a normal time). . On the other hand, when it is determined that the accelerator pedal depression release speed is equal to or higher than a predetermined speed (Astart% / s), that is, the accelerator pedal depression is suddenly released, the next step 5 is performed. Move.

As described above, in steps 1 to 4, the vehicle is traveling below a predetermined speed (low speed), and the release speed of the accelerator pedal is equal to or higher than a predetermined speed (the depression of the accelerator pedal has been released suddenly). ) Is determined in step 5, a command (signal indicating that the speed of reducing the amount of fuel (fuel injection amount) sent to the engine 1 (fuel injection amount) is made slower (limited) than the normal speed. ) Is sent from the controller 11 to the fuel supply means constituting the fuel supply apparatus via the engine controller 38. For example, if it is determined in steps 1 to 4 that control for adjusting the speed for reducing the amount of fuel, which is a feature of this reference example , is not performed, the rotational speed of the engine 1 and the amount of depression of the accelerator pedal (accelerator The target fuel injection amount is selected according to the opening degree) and output to the fuel supply means. On the other hand, when the speed of reducing the amount of fuel is slowed as described above, a time is set until the target fuel injection amount is reached by setting a filter for selecting the target fuel injection amount. Delay (limit).

According to the fuel supply apparatus of the present reference example as described above, it is possible to prevent an excessive engine brake from being applied due to a sudden decrease in the output of the engine 1 when the depression of the accelerator pedal is released. That is, if the depression of the accelerator pedal (accelerator opening) is suddenly released (closed) as shown by a solid line a in FIG. 4A, the vehicle travels at a predetermined speed VKm / h or more (high speed). In a normal case such as when the engine is running, the amount of fuel (fuel injection amount) fed into the engine 1 is drastically reduced as shown by the solid line B in FIG. However, when the vehicle is traveling at a speed less than a predetermined speed VKm / h (low speed), if the amount of fuel fed into the engine 1 is drastically reduced as indicated by the solid line B, it represents a vehicle deceleration. As indicated by a solid line C in FIG. 4D, a shock (spike-like deceleration feeling) based on excessive engine braking is applied. Then, the vehicle cannot be smoothly decelerated as indicated by the solid line D in FIG. On the other hand, in this reference example , when the vehicle is traveling at a speed less than VKm / h (low speed) as described above, the speed at which the amount of fuel fed into the engine 1 is reduced is shown in FIG. As indicated by the broken line E in (B), it is slower than the normal speed indicated by the solid line B (the time until the fuel injection amount becomes 0 is longer by ΔT). For this reason, the vehicle can be smoothly decelerated without applying the shock as described above, as indicated by a broken line in FIG. As a result, as shown by the broken line in FIG. 8C, which represents the vehicle speed, the vehicle can smoothly shift to coasting, preventing the passengers from feeling uncomfortable and uncomfortable, and improving the riding comfort performance. I can plan.

FIG. 5 shows a second example of the reference example relating to the inventions described in claims 2 and 3 of the present invention . In the case of this reference example , the degree to which the speed for reducing the amount of fuel fed into the engine 1 (see FIG. 1) is made slower than the normal speed is corrected (adjusted) according to the release speed of the accelerator pedal. That is, in the case of this reference example , when it is determined in steps 1 to 3 that the vehicle is traveling below a predetermined speed (low speed) and the accelerator pedal is released, the accelerator pedal is determined in step 4. Is determined based on the detection signal of the accelerator sensor 35 (see FIG. 1). Up to this point, the process is the same as in the first example of the reference example described above. Further, in the case of this reference example , as shown in the following step 5, a speed for reducing the amount of fuel fed into the engine 1 is obtained according to the obtained release speed. In this case, the faster the accelerator pedal release speed is, the larger the degree of slowing (limiting) it is than the normal speed. In other words, the slower the release speed of the accelerator pedal is, the smaller the speed is made slower than the normal speed (closer to the normal speed). Then, in the next step 6, a command (signal) is sent from the controller 11 to the engine controller 38 (see FIG. 1) to make the speed for reducing the amount of fuel fed into the engine 1 the speed obtained in step 5 above. To the fuel supply means constituting the fuel supply device.

  For example, when the accelerator pedal depression (accelerator opening) is released (closed) later (gradually) than the solid line A in FIG. 4A, as indicated by the chain line H in FIG. The fuel supply device is configured from the controller 11 via the engine controller 38 so that the speed at which the fuel injection amount is reduced approaches the normal speed, as indicated by a chain line in FIG. A command (signal) is sent to the fuel supply means. That is, when the depression of the accelerator pedal is released (closed) as shown by a chain line in FIG. 3A, the vehicle is running at a predetermined speed VKm / h or higher (high speed). In this case, the fuel injection amount is reduced as indicated by the solid line in FIG. On the other hand, when the vehicle is traveling at a speed less than a predetermined speed VKm / h (low speed), the fuel injection amount is indicated by the solid line n as shown by the chain line in FIG. It is slower than the normal speed shown (the time until the fuel injection amount becomes zero is increased by Δt). For this reason, the vehicle can be smoothly decelerated as indicated by a chain line in FIG. 4D, which represents vehicle deceleration, and a chain line in FIG. In addition, as described above, when the depression of the accelerator pedal is released later than the solid line a in FIG. 10A, the fuel injection amount is 0 as shown by the chain line in FIG. The extent of delaying the time until it becomes (Δt) is made smaller (ΔT> Δt) than the extent corresponding to the solid line A (ΔT). In other words, when the accelerator pedal is released faster than the chain line H in the same figure (A) as shown by the solid line A in the same figure (A), the broken line in the same figure (B). As shown by (e), the degree of delaying the time until the fuel injection amount becomes zero (ΔT) is made larger (ΔT> Δt) than the degree corresponding to the chain line (Δt). . Note that the relationship between the degree of slowing down the fuel injection amount and the release speed of the accelerator pedal is obtained in advance by experiments, simulations, and the like, and stored in the memory of the controller 11 as a map or calculation formula.

In the case of this reference example , it is possible to reliably prevent a shock based on an excessive engine brake from being applied according to the driving situation. That is, the faster the release speed of the accelerator pedal, the greater the speed at which the output of the engine 1 decreases and the greater the shock based on the engine brake. The speed at which the amount of fuel fed into the engine 1 is reduced as described above. By increasing the degree (ΔT) to make (slow) the speed slower than the normal speed (ΔT), it is possible to reliably prevent such a shock based on the engine brake. In addition, when the release speed of the accelerator pedal is slow, the speed of reducing the amount of fuel fed into the engine 1 is made close to the normal speed without impairing the accelerator response (accelerator responsiveness). A shock based on the brake can be prevented. For this reason, the shock based on an excessive engine brake can be reliably prevented according to the driving situation, that is, the release speed of the accelerator pedal.
Other configurations and operations are the same as those of the first example of the reference example described above, and thus redundant description is omitted.

FIG. 6 shows a third example of the reference example relating to the inventions described in claims 2 to 4 and 6 of the present invention . In the case of the present reference example , when the speed of reducing the amount of fuel fed into the engine 1 (see FIG. 1) is made slower (restricted) than the normal speed, the engine 1 is subject to the depression of the brake pedal. The speed at which the amount of fuel fed into the engine is reduced to the normal speed. That is, in the case of this reference example , when it is determined in steps 1 to 3 that the vehicle is traveling below a predetermined speed (low speed) and the accelerator pedal is released, the accelerator is The pedal depression release speed is obtained based on the detection signal of the accelerator sensor 35 (see FIG. 1). Then, as shown in the subsequent step 5, a speed for reducing the amount of fuel fed into the engine 1 is obtained according to the obtained release speed. The process up to this point is the same as that in the second embodiment described above. Further, in the case of this reference example , in the subsequent step 6, it is determined based on the detection signal of the brake switch 36 (see FIG. 1) whether or not the brake pedal has been depressed.

If it is determined in step 6 that the brake pedal is not depressed, the speed at which the amount of fuel fed into the engine 1 is reduced to the speed obtained in step 5 as shown in step 7. A command (signal) is sent from the controller 11 to the fuel supply means constituting the fuel supply device via the engine controller 38 (see FIG. 1). In step 7 like this, as in step 6 (FIG. 5) of the second example of the reference example, the speed at which the amount of fuel fed into the engine 1 is reduced as the accelerator pedal release speed increases. Increase the degree of slowing down than the speed. On the other hand, if it is determined in step 6 that the brake pedal is depressed, as shown in step 8, the speed at which the amount of fuel fed into the engine 1 is reduced to the normal speed (fuel reduction speed). Cancel the restriction).
In the case of this reference example , when the driver intends to decelerate that requires braking, the necessary engine brake can be generated to realize the traveling state according to the driver's intention. .
Since other configurations and operations are the same as those of the second example of the reference example described above, a duplicate description is omitted.

FIG. 7 shows a fourth example of the reference example relating to the inventions described in claims 2 to 5 of the present invention . In the case of this reference example , the degree to which the speed for reducing the amount of fuel fed into the engine 1 (see FIG. 1) is made slower than the normal speed is corrected (adjusted) according to the depression force of the brake pedal. That is, in the case of this reference example , it is determined in steps 1 to 5 that the vehicle is traveling at a speed lower than a predetermined speed (low speed), and the amount of fuel to be sent to the engine 1 is determined according to the accelerator pedal depression release speed. When the speed for reducing the amount is obtained, it is determined in the subsequent step 6 based on the detection signal of the brake switch 36 whether or not the brake pedal has been depressed. The process up to this point is the same as in the third example of the reference example described above. Furthermore, in the case of this reference example , as shown in the following step 7, the brake pedal depression force sensor 42 (FIG. 1) for measuring the brake pedal depression force, for example, the hydraulic pressure in the cylinder constituting the brake device. Ask based.

  Then, according to the stepping force determined in this way, in a subsequent step 8, a speed correction value for reducing the amount of fuel fed into the engine 1 is determined. Specifically, the smaller the depression force of the brake pedal, the larger the degree of slowing (limiting) the speed at which the amount of fuel fed into the engine 1 is reduced than the normal speed. In other words, the greater the depression force of the brake pedal, the closer the speed at which the amount of fuel fed into the engine 1 is reduced to the normal speed. Then, in subsequent step 9, the correction value corresponding to the depression force of the brake pedal determined in step 8 is divided from the speed of reducing the amount of fuel fed into the engine 1 determined in step 5 above. In a subsequent step 10, a command (signal) is sent from the controller 11 to the engine controller 38 (see FIG. 1) to make the speed for reducing the amount of fuel fed into the engine 1 the speed obtained in the step 9. To the fuel supply means constituting the fuel supply device. The relationship between the depression force of the brake pedal and the amount of fuel sent to the engine 1 is obtained in advance by experiments, simulations, etc., and stored in the memory of the controller 11 as a map or calculation formula.

In the case of this reference example , when the driver intends to decelerate that requires braking, the necessary engine brake is generated, and a traveling state according to the driver's intention can be realized. That is, when the depressing force of the brake pedal is small, the engine output is suddenly increased by increasing the degree of slowing (limiting) the speed of reducing the amount of fuel fed into the engine 1 from the normal speed. Suppress the decline and prevent shocks due to engine brakes. On the other hand, when the depression force of the brake pedal is large, the required engine brake can be generated by bringing the speed for reducing the amount of fuel fed into the engine 1 close to the normal speed. For this reason, the deceleration state according to a driver | operator's intention is realizable.
Other configurations and operations are the same as those of the third example of the reference example described above, and thus a duplicate description is omitted.

FIG. 8 shows a fifth example of the reference example relating to the invention described in claims 2 to 7 of the present invention . In the case of this reference example, the continuously variable transmission device achieves a manual transmission mode (manual mode) that realizes a predetermined transmission ratio according to the driver's selection and a transmission ratio that is preset according to the driving situation. And an automatic transmission mode (auto mode). And when the depression of the accelerator pedal is released in the state where the automatic transmission mode is selected and the vehicle is traveling, the speed for reducing the amount of fuel fed into the engine 1 (see FIG. 1) is slower than the normal speed. The degree to be increased is larger than the degree to which the vehicle is slowed when traveling in the manual transmission mode. Conversely, when traveling in the manual shift mode, the speed at which the amount of fuel fed into the engine 1 is reduced is made closer to the normal speed than when traveling in the automatic shift mode. For this reason, in the case of this reference example, as in the case of the fourth example of the reference example described above, in the process of steps 1 to 9, the above-described acceleration pedal depressing speed and the brake pedal depressing force are A speed at which the amount of fuel fed into the engine 1 is reduced is obtained.

Further, in the case of this reference example , as shown in the following step 10, it is determined whether the driver has selected the manual shift mode or the automatic shift mode provided on the shift lever of the driver's seat. The currently selected mode is determined based on the detection signal of the auto / manual switch 41 (see FIG. 1). If it is determined in step 10 that the currently selected mode is the automatic transmission mode, then in step 11, the speed at which the amount of fuel fed into the engine 1 is reduced is set in steps 1 to 9. A command (signal) indicating that the fuel reduction speed obtained in the process (accelerator pedal depression release speed and fuel depression speed obtained in accordance with the brake pedal depression force) is sent from the controller 11 to the engine controller 38 (FIG. 1) to the fuel supply means constituting the fuel supply device.

  On the other hand, if it is determined in step 10 that the currently selected mode is the manual shift mode, as shown in step 12, the degree to which the fuel reduction speed is made slower than the normal speed is When traveling in the automatic transmission mode, make it smaller (approach to normal speed) compared to slowing down. For example, the speed is set to double the reduction speed obtained in the process of steps 1 to 9 {the limit request value for slowing down the fuel feed is halved (50%)}. In a subsequent step 11, a command (signal) for setting the speed for reducing the amount of fuel sent to the engine 1 to the speed obtained in the step 12 is sent from the controller 11 via the engine controller 38. The fuel is supplied to the fuel supply means constituting the fuel supply apparatus.

In the case of this reference example as described above, it is possible to realize a traveling state according to the driver's intention in each mode. That is, when the depression of the accelerator pedal (accelerator opening) is released (closed) as shown by a solid line a in FIG. 9A, it is determined that the currently selected mode is the automatic transmission mode. In this case, the amount of fuel fed into the engine 1 (fuel injection amount) is gradually reduced as shown by the broken line b in FIG. Therefore, as shown by the broken line C in FIG. 9D showing the vehicle deceleration and by the broken line D in FIG. 9C showing the vehicle speed, the vehicle can be smoothly decelerated without applying a shock. On the other hand, when it is determined that the currently selected mode is the manual shift mode, as indicated by the chain line E in FIG. The speed at which the amount of fuel fed into the engine 1 (fuel injection amount) is reduced is brought close to the normal speed (the chain line E approaches the solid line h). For this reason, an appropriate deceleration feeling (engine brake) can be obtained as shown by a chain line in FIG. 9D representing vehicle deceleration and a chain line in FIG. 9C representing vehicle speed, respectively. Accelerator response (accelerator responsiveness) required in the mode can be secured (crisp running performance can be secured).
Other configurations and operations are the same as those of the fourth example of the reference example described above, and thus a duplicate description is omitted.

FIG. 10 shows a sixth example of the reference example relating to the inventions described in claims 2 to 9 of the present invention . Each reference example described above, according to the release speed of the accelerator pedal, while the seek speed to reduce the amount of fuel fed to the engine 1 (see FIG. 1) (fuel injection amount), in the case of the present embodiment As shown in steps 4-5, the amount of fuel fed into the engine 1 is determined based on the torque passing through the toroidal continuously variable transmission (variator) 4 (see FIG. 1) constituting the continuously variable transmission. Find the speed to reduce. Specifically, the degree to which the speed for reducing the amount of fuel fed into the engine 1 is made slower than the normal speed is corrected so that the torque passing through the toroidal-type continuously variable transmission 4 is maintained constant. Do (adjust).

In the case of this reference example , the torque passing through the toroidal-type continuously variable transmission 4 is displaced by a support member such as a trunnion that rotatably supports the power roller 7 so that the input side disk 6 and the output side disk 8 ( The speed ratio between the pair of hydraulic chambers 26a and 26b (see FIG. 2) constituting the hydraulic actuator 19 is changed. For this purpose, hydraulic sensors 27a and 27b are provided for measuring the hydraulic pressures of the hydraulic chambers 26a and 26b, and the differential pressure is calculated based on detection signals from the hydraulic sensors 27a and 27b . The speed at which the amount of fuel fed into the engine 1 is reduced to a normal speed so that the torque passing through the toroidal-type continuously variable transmission 4 is maintained constant from the differential pressure thus determined. Correct the degree of slowdown. The relationship between the torque and the amount of fuel fed into the engine 1 is obtained in advance through experiments, simulations, etc., and stored in the memory of the controller 11 (see FIG. 1) as a map or calculation formula.
Other configurations and operations are the same as those of the fifth example of the reference example described above, and thus redundant description is omitted.

FIG. 11 shows an embodiment of the present invention . In the case of the present embodiment, even when the depression of the accelerator pedal is released, the amount of fuel sent to the engine 1 (see FIG. 1) is 0 (substantially 0 except for a minute amount unavoidably sent due to leakage or the like). ), A predetermined amount of fuel (a minimum amount of fuel that can prevent excessive engine braking) is continuously fed for a predetermined period of time. That is, in steps 1 to 4, it is determined that the vehicle is traveling at a speed lower than a predetermined speed (low speed) and the release speed of the accelerator pedal is equal to or higher than a predetermined speed (accelerator pedal depression is suddenly released). If this is the case, as shown in step 5, a command (signal) to continue sending the predetermined amount of fuel to the engine 1 (to stop fuel cutoff) is sent from the controller 11 to the engine controller 38 (FIG. 1) to the fuel supply means constituting the fuel supply device. Based on such a command, the predetermined amount of fuel is supplied to the engine 1 even in a state where the depression of the accelerator pedal is completely released as shown by a broken line a in FIG. Continue to feed for a predetermined time.

According to the fuel supply apparatus of the present embodiment as described above, it is possible to prevent an excessive engine brake from being applied due to a sudden decrease in the output of the engine 1 when the depression of the accelerator pedal is released. That is, when the depression of the accelerator pedal (accelerator opening) is released (closed) as shown by a solid line B in FIG. 12A, the amount of fuel (fuel injection amount) fed into the engine 1 is In the case of the reduction as shown by the solid line C in FIG. 4B, as shown by the solid line D in FIG. ) Is added. On the other hand, in the case of the present embodiment, as described above, as shown by the broken line a in FIG. For this reason, as shown by a chain line E in FIG. 12D, it is possible to smoothly decelerate without applying the shock as described above. As a result, as shown by the chain line in FIG. 12 (C) representing the vehicle speed, the vehicle can smoothly shift to coasting, preventing the passengers from feeling uncomfortable and uncomfortable, and improving ride comfort performance. Can be planned.
Other configurations and operations are the same as those of the first example of the reference example described above, and thus redundant description is omitted.

In the present invention, the continuously variable transmission constituting the continuously variable transmission connected to the engine is a toroidal continuously variable transmission, a V-belt continuously variable transmission, or another type of continuously variable transmission. It can be implemented regardless. The toroidal type continuously variable transmission can be carried out regardless of whether it is a double cavity type or a single cavity type, and whether it is a half toroidal type or a full toroidal type. Furthermore, correction based on the gear ratio of the continuously variable transmission can be added to the control for reducing the speed of reducing the amount of fuel from the normal speed in response to sudden release of the accelerator pedal ( claim 10 ). . In this case, the larger the reduction ratio, increasing the extent to slow down the rate of the decrease (claim 11). The reduction ratio is calculated based on, for example, detection signals from the input side, output side, and both rotation sensors 9, 10, and the connection state of the clutch device 13 (FIG. 1).

The block diagram of the continuously variable transmission which shows the 1st example of the reference example regarding this invention . The hydraulic circuit diagram for controlling the gear ratio of the toroidal type continuously variable transmission incorporated in a continuously variable transmission. The flowchart which shows the operation | movement used as the characteristic of the 1st example of a reference example . The diagram which shows the relationship between the throttle opening in the 1st example of a reference example, fuel injection quantity, a vehicle speed, and vehicle deceleration. The flowchart similar to FIG. 3 which shows the 2nd example of the reference example regarding this invention . The same flowchart as FIG. 3 which shows the 3rd example . The same flowchart as FIG. 3 which shows the 4th example . The same flowchart as FIG. 3 showing the fifth example . The diagram which shows the relationship between the accelerator opening degree in the 5th example of the reference example regarding this invention , fuel injection amount, a vehicle speed, and vehicle deceleration. The flowchart similar to FIG. 3 which shows the 6th example of the reference example regarding this invention . The flowchart similar to FIG. 3 which shows the Example of this invention . The diagram which shows the relationship between the accelerator opening degree in this Example , the amount of fuel injection, a vehicle speed, and vehicle deceleration.

DESCRIPTION OF SYMBOLS 1 Engine 2 Damper 3 Input shaft 4 Toroidal type continuously variable transmission 5 Pressing device 6 Input side disk 7 Power roller 8 Output side disk 9 Input side rotation sensor 10 Output side rotation sensor 11 Controller 12 Planetary gear type transmission 13 Clutch device DESCRIPTION OF SYMBOLS 14 Output shaft 15 Low speed clutch 16 High speed clutch 17 Output shaft rotation sensor 18, 18a, 18b Oil pump 19 Actuator 20 Control valve device 21 Control valve 22 Differential pressure cylinder 23a, 23b Correction control valve 24 High speed switching valve 25 Low speed Switching valve 26a, 26b Hydraulic chamber 27, 27a, 27b Hydraulic sensor 28 Sleeve 29 Stepping motor 30 Line pressure control solenoid valve 31 Solenoid valve 32 Shift solenoid valve 33 Oil temperature sensor 34 Position switch 35 Acceleration sensor 36 Brake switch 7 Manual hydraulic switching valve 38 the engine controller 39 oil reservoir 40a, 40b regulating valve 41 auto / manual switch 42 brake depression force sensor

Claims (11)

A fuel supply means for sending fuel to an engine connected to a continuously variable transmission mounted on a vehicle, and a controller for controlling the amount of fuel sent by the fuel supply means in response to depression of an accelerator pedal In the fuel supply apparatus, the controller controls the amount of fuel fed into the engine when the vehicle is traveling at a speed lower than a predetermined speed and the accelerator pedal depressing release speed is equal to or higher than a predetermined speed. Although the speed to be reduced is slower than the normal speed and the amount of fuel to be sent to the engine is not zero, the fuel is sent to the engine for a certain period of time, regardless of whether the accelerator pedal is fully depressed. A fuel supply device characterized by having a function to continue .   The fuel supply device according to claim 1, wherein the fuel supply device corrects the degree of slowing down from a normal speed in accordance with an accelerator pedal depression release speed.   The fuel supply apparatus according to claim 2, wherein the higher the accelerator pedal depressing speed is, the larger the degree of slowing down than the normal speed is.   When the brake pedal is depressed when the speed at which the amount of fuel fed into the engine is reduced is lower than the normal speed, it is slower than the normal speed according to the magnitude of the depressing force of the brake pedal. The fuel supply device according to any one of claims 1 to 3, wherein a degree of the correction is corrected.   The fuel supply apparatus according to claim 4, wherein the degree of slowing down from a normal speed is increased as the brake pedal depression force is decreased.   The fuel supply device according to claim 4, wherein the speed at which the amount of fuel fed into the engine is reduced to a normal speed on condition that the brake pedal is depressed.   The continuously variable transmission includes a manual transmission mode that realizes a predetermined transmission ratio according to the driver's selection, and an automatic transmission mode that realizes a preset transmission ratio according to the driving situation. The degree of slowing down from the normal speed when traveling in the automatic shift mode is larger than the degree of slowing down than the normal speed when traveling in the manual shift mode. The fuel supply apparatus described in any one of 1-6.   A continuously variable transmission incorporates a toroidal continuously variable transmission in which a plurality of power rollers are sandwiched between an input-side disk and an output-side disk whose axial side surfaces facing each other are toroidal curved surfaces. The fuel supply device according to any one of claims 1 to 7, wherein the degree of slowing down from a normal speed is corrected so that the torque passing through the toroidal-type continuously variable transmission is maintained constant.   A pair of hydraulic actuators that change the gear ratio between the input-side disk and the output-side disk by displacing the support member that rotatably supports the power roller with torque passing through the toroidal-type continuously variable transmission. The fuel supply device according to claim 8, wherein the fuel supply device is obtained by a differential pressure generated between the hydraulic chambers. The fuel supply device according to any one of claims 1 to 9 , wherein the degree of slowing down from a normal speed is corrected according to a gear ratio of the continuously variable transmission. The fuel supply device according to claim 10 , wherein the greater the reduction ratio of the continuously variable transmission, the greater the degree of slowdown than the normal speed.

Images