Control system for vehicle with engine and continuously variable transmission

• US 4,735,114 A
• Filed: 10/02/1986
• Issued: 04/05/1988
• Est. Priority Date: 03/11/1983
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Satoh, Hajime, Inoue, Naohiko
• Primary Examiner(s): Staab, Lawrence J.
• Assistant Examiner(s): NOT, DEFINED
• Application Number:
  US06/914,520
• Time in Patent Office: 551 Days
• Field of Search: 74/785, 74/859, 74/860, 74/861, 74/865, 74/866, 192/3 T, 251/69
• US Class Current: 477/43
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/101 Infinitely variable gearings
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 2009/0261 having a specially shaped transmission member, e.g. a cam, specially toothed gears, with a clutch
• CPC Class Codes: F02D 2011/102 at least one throttle being moved only by an electric actuator
• CPC Class Codes: F02D 2011/103 at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
• CPC Class Codes: F16D 2500/10475 Magnetic field, e.g. electro-rheological, magnetisable particles
• CPC Class Codes: F16D 2500/3108 Vehicle speed
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/70462 Opening of the throttle valve
• CPC Class Codes: F16D 2500/70488 Selection of the gear ratio
• CPC Class Codes: F16D 27/10 with an electromagnet not rotating with a clutching member, i.e. without collecting rings F16D27/004 takes precedence
• CPC Class Codes: F16D 48/064 Control of electrically or electromagnetically actuated clutches F16D48/062, F16D48/068 take precedence
• CPC Class Codes: F16H 61/66 specially adapted for continuously variable gearings control of exclusively fluid gearing F16H61/38
• CPC Class Codes: Y10S 477/906 Means detecting or ameliorating the effects of malfunction or potential malfunction

Abstract

A control strategy is disclosed wherein a desired driving force is determined based on sensed input signals and a throttle actuator and a reduction ratio actuator are actuated so that the engine can produce the desired driving force without deviating from the predetermined best fuel economy curve.

Claims

1. A control system for a vehicle having an accelerator pedal, an engine and a continuously variable transmission, the engine having a throttle valve which has a fully closed position and opens in degrees away from the fully closed position, comprising:

an accelerator sensor means for detecting a depression degree of the accelerator pedal and generating an accelerator pedal depression degree indicative signal;

a vehicle speed sensor means for detecting a vehicle speed of the vehicle and generating an actual vehicle speed indicative signal indicative of the vehicle speed detected;

a driving force pattern determining means for determining a pattern of variation of driving force against vehicle speed for the accelerator pedal depression degree indicative signal and the actual vehicle speed indicative signal and using the pattern to determine a desired driving force to be given to a driving wheel of the vehicle and generating a desired driving force indicative signal;

a desired vehicle speed determining means for using said pattern to determine a desired vehicle speed corresponding to the desired driving force and generating a desired vehicle speed indicative signal;

a desired engine power output computing means for performing a computation based on the desired driving force indicative signal and the desired vehicle speed indicative signal so as to give a desired engine power output which is to be produced by the engine and generating a desired engine power output indicative signal;

a desired throttle opening degree determining means for determining a desired throttle opening degree based on the desired engine power output indicative signal and generating a desired throttle opening degree indicative signal;

a throttle control means for generating a throttle opening degree command signal based on the desired throttle opening degree indicative signal;

a desired engine speed determining means for determining a desired engine speed based on the desired engine power output indicative signal;

a desired reduction ratio arithmetical operation means for performing an arithmetical operation based on the desired engine speed indicative signal and the desired vehicle speed indicative signal so as to give a desired reduction ratio and generating a desired reduction ratio indicative signal;

a reduction ratio control means for generating a reduction ratio command signal based on the desired reduction ratio indicative signal;

a throttle actuator means operatively connected to the throttle valve for opening the throttle valve in response to the throttle opening degree command signal; and

a reduction ratio actuator means for controlling an actual reduction ratio in the continuously variable transmission in response to the reduction ratio command signal.

2. A control system as claimed in claim 1, wherein the throttle control means corrects the throttle opening degree command signal in response to a signal indicative of the actual reduction ratio.

3. A control system as claimed in claim 1, wherein said throttle actuator means comprises:

a housing;

a drive motor fixedly mounted within the housing and having a rotary shaft;

a planetary gear mechanism including a first gear fixed to the rotary shaft of the drive motor, a second gear fixed to said housing and a third gear meshing with the first and second gears and urged to rotate by the rotation of the first gear while orbiting around the rotary shaft of said drive motor;

a rotor operatively coupled to the third gear so as to let the orbiting movement of the third gear be transmitted thereto;

an electromagnetic clutch mechanism having an electromagnetic coil and a yoke made of an electromagnetic material;

a throttle shaft connected to the throttle valve for rotation therewith toward the fully closed position and away therefrom and having an integral clutch disc arranged to face said rotor;

a return spring arranged between the rotor and the clutch disc, said return spring being preloaded to bias the throttle shaft in one rotational direction into the fully closed position of the throttle valve and thus cause the rotor to be biased in the opposite rotational direction; and

a sensor including a slit plate with a plurality of slits and attached to the throttle shaft;

said electromagnetic clutch being constructed and arranged such that the rotor is engaged with the clutch disc for rotation therewith when the electromagnetic coil is energized.

4. A control system as claimed in claim 3, wherein the restoring force of the return spring is stored between the rotor and the clutch disc when the electromagnetic coil is energized, while it acts on the throttle shaft when the electromagnetic coil is deenergized, thus biasing the throttle valve in the one rotational direction into its fully closed position before the reaction forces the rotor in the opposite direction.

5. A control system as claimed in claim 3, wherein there is provided a fail-safe function that upon occurrence of the event which requires fail-safe function in the vehicle, the restoring force of said return spring closes the throttle valve.

6. A control method for a vehicle having an accelerator pedal, an engine and a continuously variable transmission, the engine having a throttle valve which opens in degrees, comprising:

detecting a depression degree of the accelerator pedal and generating an accelerator pedal depression degree indicative signal;

detecting a vehicle speed of the vehicle and generating an actual vehicle speed indicative signal indicative of the vehicle speed detected;

preparing and storing various patterns of variations of driving force against vehicle speed, each of the patterns being predetermined for one of various depression degrees of the accelerator pedal;

retrieving the various patterns based on the accelerator pedal depression degree indicative signal and the vehicle speed indicative signal and determining one of the various patterns which is fit for the accelerator pedal depression degree indicative signal and the vehicle speed indicative signal;

determining a desired driving force to be given to a driving wheel of the vehicle using the one pattern determined and generating a desired driving force indicative signal;

determining a desired vehicle speed corresponding to the desired driving force using the one pattern determined and generating a desired vehicle speed indicative signal;

performing a computation based on the desired driving force indicative signal and the desired vehicle speed indicative signal so as to give a desired engine power output which is to be produced by the engine and generating a desired engine power output signal;

determining a desired throttle opening degree based on the desired engine power output indicative signal and generating a desired throttle opening degree indicative signal;

generating a throttle opening degree command signal based on the desired throttle opening degree indicative signal;

determining a desired engine speed based on the desired engine power output indicative signal and generating a desired engine speed indicative signal;

performing an arithmetical operation based on the desired engine speed indicative signal and the desired vehicle speed indicative signal so as to give a desired reduction ratio and generating a desired reduction ratio indicative signal;

generating a reduction ratio command signal based on the desired reduction ratio indicative signal;

opening the throttle valve in response to the throttle opening degree command signal; and

controlling an actual reduction ratio in the continuously variable transmission in response to the reduction ratio command signal.

7. A throttle actuator for an internal combustion engine comprising;

a throttle valve for the internal combustion engine which has a fully closed position and opens in degrees away from the fully closed position thereof;

a housing;

a drive motor fixedly mounted within the housing and having a rotary shaft;

a planetary gear mechanism including a sun gear fixed to the rotary shaft of the drive motor, a ring gear fixed to said housing, and a carrier rotatably supporting a planet gear meshing with the sun and ring gears;

a rotor operatively coupled to said carrier for rotation therewith;

an electromagnetic clutch mechanism having an electromagnetic coil and a yoke made of an electromagnetic material;

a throttle shaft connected to the throttle valve for rotation therewith;

a return spring means for biasing the throttle shaft and the throttle valve in one rotational direction toward the fully closed position and biasing said rotor in the opposite rotational direction due to a reaction force created after the throttle valve has been biased into the fully closed position thereof;

the electromagnetic clutch mechanism also having a clutch disc integral with the throttle shaft and arranged to face said rotor;

said return spring means being disposed between the rotor and the clutch disc and acting on the rotor and the clutch disc; and

said electromagnetic clutch being constructed and arranged such that the rotor is engaged with the clutch disc for rotation therewith when the electromagnetic coil is energized.

8. A throttle actuator as claimed in claim 7, further comprising a sensor including a slit plate attached to the throttle shaft, said slit plate being formed with a plurality of slits, the sensor further including a photo interruptor fixedly mounted to the housing and operatively coupled to the slit plate.

9. A control method for a vehicle having an accelerator pedal, an engine and a continuously variable transmission, the engine having a throttle valve which opens in degrees, comprising:

detecting a depression degree of the accelerator pedal and generating an accelerator pedal depression degree indicative signal;

detecting a vehicle speed of the vehicle and generating an actual vehicle speed indicative signal indicative of the vehicle speed detected;

preparing and storing various patterns of variations of driving force against vehicle speed, each of the patterns being predetermined for one of various depression degrees of the accelerator pedal;

retrieving said various patterns stored based on said accelerator pedal depression degree indicative signal and said vehicle speed indicative signal and determining one of said various patterns which is fit for said accelerator pedal depression degree indicative signal and said vehicle speed indicative signal;

using said one pattern to determine a desired driving force to be given to a driving wheel of the vehicle and generating a desired driving force indicative signal;

using said one pattern to determine a desired vehicle speed corresponding to said desired driving force indicative signal and producing a desired vehicle speed indicative signal;

performing a computation based on said desired driving force indicative signal and said desired vehicle speed indicative signal to give a desired engine power output which is to be produced by the engine and generating a desired engine power output indicative signal;

determining a desired throttle opening degree based on said desired engine power output indicative signal and generating a desired throttle opening degree indicative signal;

generating a throttle opening degree command signal based on said desired throttle opening degree indicative signal;

determining a desired engine speed based on said desired engine power output indicative signal and generating a desired engine speed indicative signal;

performing an arithmetical operation based on said desired vehicle speed indicative signal so as to give a desired reduction ratio and generating a desired reduction ratio indicative signal;

generating a reduction ratio command signal based on said desired reduction ratio indicative signal;

opening the throttle valve in response to said throttle opening degree command signal;

controlling an actual reduction ratio in the continuously variable transmission in response to said reduction ratio command signal;

detecting an actual reduction ratio in the continuously variable transmission and generating an actual reduction ratio indicative signal indicative of the actual reduction ratio detected; and

correcting said reduction ratio command signal in response to said actual reduction ratio indicative signal.

10. A method as claimed in claim 9, wherein said throttle opening degree generating step includes a step of correcting said throttle opening degree indicative signal in response to a difference between said actual vehicle speed indicative signal and said desired vehicle speed indicative signal after a change in said accelerator pedal depression degree indicative signal;

said reduction ratio command signal generating step includes a step of correcting said reduction ratio command signal in response to said change in said actual vehicle speed indicative signal after said change in said accelerator pedal depression degree indicative signal.