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The basic flow control is that initially the target drive
pulley revolutions are calculated from the throttle opening,
its displacement speed, and the driven pulley revolutions. Then,
by determining the variance between the above-mentioned target
figure and current drive pulley revolutions, a motor control
command is determined. To allow optimum fuel injection and ignition
timing control for the aims of each shift mode, the function
that informs current shift mode from the reduction ratio control
unit to the fuel injection ECU has been added. The pulley position
sensor to identify the movable range of the drive pulley is
also incorporated.
To prevent uncomfortable shocks that occur when the ratio makes
a big change in a situation like shifting from the D mode to
the S mode, the ratio control unit slows such a shift. The function
to automatically select an optimum speed when shifting to the
M mode from the D mode or S mode is also incorporated.
To cope with aging, the system compensates for the wear on the
belt or pulleys by changing the pulley position accordingly
to maintain the designated reduction ratio. As there is no change
in the belt pitch diameters, there is no change of reduction
ratio by aging as long as there is an allowance of pulley movement.
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