JP2008014412A - Vehicle drive control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a torque pull-in feeling with a simple construction in a vehicle with a torque-controlled CVT or IVT. <P>SOLUTION: A zero inertia unit 8 having a planetary gear mechanism 24 and a flywheel 25 to be rotated in linkage therewith is laid between a CVT input shaft 6 and a CVT output shaft 7. When kick-down is requested, the energizing force of rollers 17, 18 on discs 13-16 is canceled and a value for the transmission torque of the CVT 5 is made zero or nearly zero. All the powers from an engine 2 flow into the flywheel 25. The rotating inertia of the flywheel 25 instantaneously makes the engine 2 rotatate at a higher speed. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle drive control device.

  In general, in a CVT such as a V-belt continuously variable transmission or a toroidal continuously variable transmission, a target gear ratio is obtained from the throttle opening and the vehicle speed, and the gear ratio is controlled so that the actual gear ratio becomes the target gear ratio. Such a shift causes a change in the engine speed (engine rotation inertia) as the gear ratio changes.

  In general, the CVT operates the engine in a high efficiency region, and this region is a region having a high torque at a low rotational speed. For this reason, the power margin that can be achieved by changing the throttle opening is small. Therefore, at the time of downshift for increasing the engine speed, the engine torque is reduced by a negative inertia torque, so that a feeling of pulling in torque (feeling of being late) occurs as driving feeling.

  In other words, because the engine power has no room to increase the engine speed rapidly, the kinetic energy of the vehicle is used for engine acceleration, and as a result, the vehicle acceleration decreases or the vehicle decelerates. Problems arise. IVT has similar problems.

Therefore, Non-Patent Document 1 proposes a so-called zero inertia gear train using a planetary gear mechanism and a flywheel. In addition, when the accelerator is greatly depressed and kicked down, the clutch that connects the engine and the CVT is disengaged to obtain a larger power assist force by the flywheel, so-called impulse shift CVT. Has been proposed.
Author name: Bas Vroemen, Alex Serrarens, Michiel Pesgens and Roell Van Druten Paper title: Performance Analysis of the Impulse Shift CVT Publication name: 2004 American Automobile Engineers Association International (2004) SAE International)

  However, a special clutch is required to release the connection between the CVT and the engine. In addition, since the clutch is released and connected before and after the kickdown, very high level integrated control of the clutch, CVT and engine is required.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive control device that can reduce the feeling of torque pull-in with a simple structure.

  In order to solve the above problems, the present invention provides a continuously variable transmission mechanism (hereinafter referred to as CVT) that is connected to an output shaft of an engine via a torque converter and can change a gear ratio steplessly, and an input of the CVT. A zero inertia unit interposed between the shaft and the output shaft, and a control unit that controls CVT transmission torque and engine output. The zero inertia unit includes a planetary transmission mechanism and the planetary transmission mechanism. The planetary transmission mechanism includes a first element connected to the input shaft of the CVT, a second element connected to the output shaft of the CVT, and the first and second elements. An associated third element, and the flywheel is rotated in conjunction with the third element, and the control unit sets the CVT transmission torque to zero or zero during kickdown. It is characterized in that for outputting a signal to a value that approximates (claim 1).

  For example, when kicking down while driving at medium or high speed, the transmission torque of CVT is set to zero, for example, so that all the power from the engine is input to the zero inertia unit to obtain the maximum amplification effect. As a result, the engine is instantaneously increased to a high rotational speed by receiving strong power assist by the flywheel. Therefore, a feeling of pulling in torque (feeling of going late) does not occur as a driving feeling during kickdown. On the other hand, the rotational speed of the CVT input shaft passively follows the increase in the rotational speed of the engine, and the CVT changes the gear ratio. For this reason, at the time of kickdown, it is not necessary to perform complicated control such as matching between the CVT rotation speed and the engine rotation speed, and clutch engagement / disengagement as in the prior art.

  The above control at the time of kickdown can be applied to the case of using IVT instead of the above CVT. That is, the present invention provides an infinitely variable transmission ratio continuously variable transmission mechanism (hereinafter referred to as IVT) connected to an engine output shaft through a torsional damper, and an IVT input shaft and output shaft. The IVT includes a continuously variable transmission mechanism (hereinafter referred to as CVT) capable of changing a gear ratio steplessly, and a control unit for controlling the operation of the IVT and the engine. A first planetary transmission mechanism interposed between the input shaft and the output shaft, and a power circulation mode clutch coupled when realizing a power circulation mode for transmitting power in a gear ratio range including infinite gear ratio A direct-coupled mode clutch coupled when realizing a direct-coupled mode in which power is transmitted only by CVT, and the zero inertia unit includes a second planetary transmission mechanism and the second planetary mechanism. The second planetary transmission mechanism includes a first element connected to the input shaft of the IVT, a second element connected to the output shaft of the IVT, A third element that associates the second element with each other, and the flywheel is rotated in conjunction with the third element, and the control unit sets the transmission torque of the CVT to zero or zero when kicking down. There is a case where a signal for making the value approximate to is output (claim 2).

  The controller may set a torque command value for increasing the rotational speed of the engine during kickdown (claim 3). In this case, the engine can be accelerated more effectively during kickdown.

  Preferred embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing a schematic configuration of a drive train 1 to which a vehicle drive control device according to an embodiment of the present invention is applied. Referring to FIG. 1, a drive train 1 includes a CVT 5 (hereinafter referred to as CVT 5) composed of a full toroidal continuously variable transmission connected to an output shaft 3 of an engine 2 via a torque converter 4, and a CVT of the CVT 5. And a zero inertia unit 8 interposed between the input shaft 6 and the CVT output shaft 7. The CVT output shaft 7 is connected to the drive wheel 11B via the gear train 9, the differential device 10, and the drive shaft 11A. The gear train 9 includes a gear 9 a that rotates integrally with the CVT output shaft 7, and a gear 9 b that meshes with the gear 9 a and rotates together with the case of the differential device 10.

  The torque converter 4 is a known fluid coupling that coaxially connects the output shaft 3 of the engine 2 and the CVT input shaft 6 and incorporates a torsional damper (not shown). The torque converter 4 also has a lockup clutch 12 for mechanically connecting the output shaft 3 of the engine 2 and the CVT input shaft 6. In the present embodiment, description will be made in accordance with the case where the torque converter 4 is used. However, instead of the torque converter 4, a clutch capable of turning on and off the power transmission may be used.

  The CVT output shaft 7 is formed in a hollow shape, and the CVT input shaft 6 is inserted into the CVT output shaft 7. A pair of input disks 13 and 14 are provided on the CVT input shaft 6 so as to be integrally rotatable. These input disks 13 and 14 are arranged back to back and form a toroidal lace. The CVT output shaft 7 is provided with a pair of output disks 15 and 16 each having a toroidal race facing the pair of toroidal races of the pair of input disks 13 and 14, respectively, so as to be integrally rotatable.

  Between the toroidal race of the input disk 13 and the output disk 15, a roller 17 for transmitting torque is disposed between the disks 13, 15. Between the toroidal races of the input disk 14 and the output disk 16, both disks 14 , 16 are arranged with rollers 18 for transmitting torque. Torque is transmitted from the input disk 13 to the output disk 15 via the roller 17, and torque is transmitted from the input disk 14 to the output disk 16 via the roller 18.

  Each roller 17 is supported by a carriage 19 as shown in FIG. The axis of the carriage 19 extends in a direction orthogonal to the rotation axis of the roller 17 and forms a predetermined caster angle β. Although not shown, the same applies to the roller 18 and the carriage 19 that supports it.

  Terminal loads are applied to both the disks 13, 14; 15, 16 by the oil pressure of the oil chamber 20. On the other hand, the roller 17 is pressed against both the disks 13 and 15 by receiving a biasing force due to the differential pressure between the first and second oil chambers 22 and 23 of the hydraulic cylinder 21 via the carriage 19. Similarly, the roller 18 is pressed against both the disks 14 and 16.

  The roller 17 supported by the carriage 19 is arranged around the axis of the carriage 19 in order to eliminate the imbalance between the reaction force generated in the carriage 19 by transmitting torque and the torque necessary to drive the output disk 15. The rotation axis 17a of the roller 17 is inclined so as to produce a swing angle. Thereby, the attitude | position of the roller 17 changes. The same applies to the roller 18. As a result, the speed ratio between the input disks 13 and 14 and the output disks 15 and 16 changes continuously.

  Referring again to FIG. 1, the zero inertia unit 8 includes a planetary gear mechanism 24 as a planetary transmission mechanism and a flywheel 25 that rotates in conjunction with the planetary gear mechanism 24.

  The planetary gear mechanism 24 includes a sun gear 26, a plurality of planetary gears 28 rotatably supported by a carrier 27, and a ring gear 29 having internal teeth 29 a that mesh with these planetary gears 28.

  The carrier 27 is connected to the CVT input shaft 6 via the gear train 30 and constitutes a first element. The gear train 30 includes a gear 30 a that can rotate integrally with the CVT input shaft 6, and a gear 30 b that meshes with the gear 30 a and rotates together with the carrier 27.

  The ring gear 29 has external teeth 29 b that mesh with the gear 31 that rotates in conjunction with the CVT output shaft 7, and constitutes a second element that rotates in conjunction with the CVT output shaft 7. The gear 31 is provided so as to be able to rotate integrally with the gear 32 that meshes with the gear 9a.

  The sun gear 26 constitutes a third element that associates the carrier 27 and the ring gear 29, and the flywheel 25 is coupled to the sun gear 26 so as to be integrally rotatable.

  With reference to FIG. 2, a shuttle valve 34 is interposed in an oil passage 33 that connects between the first and second oil chambers 22, 23 of the hydraulic cylinder 21. Of the first and second oil chambers 22, 23, the oil pressure is supplied from the higher oil chamber to the terminal load oil chamber 20 via the shuttle valve 34 and the oil passage 35. ing.

  On the other hand, hydraulic pressure is supplied from the first pump 36 to the first oil chamber 22 of the hydraulic cylinder 21 by being controlled by the first pressure control valve 37. Further, the hydraulic pressure from the second pump 38 is supplied to the second oil chamber 23 of the hydraulic cylinder 21 under the control of the second pressure control valve 39.

  The control part 40 which controls operation | movement of CVT5 and the engine 2 is comprised by the electronic control unit (ECU: Electronic Control Unit).

  The control unit 40 includes an accelerator operation amount sensor 41 that detects an accelerator operation amount θ, a vehicle speed sensor 42 that detects a vehicle speed V that is a traveling speed of the vehicle, and an engine rotation speed sensor 43 that detects a rotation speed ωe of the engine 2. , The CVT input shaft rotational speed sensor 44 for detecting the rotational speed ωi of the CVT input shaft 6, the CVT output shaft rotational speed sensor 45 for detecting the rotational speed ωo of the CVT output shaft 7, and the first oil chamber of the hydraulic cylinder 21. 22 and a pressure sensor 46 as pressure detecting means for detecting a differential pressure P between the second oil chambers 23 are connected, and signals from these sensors 41 to 46 are input to the control unit 40. ing.

  The control unit 40 outputs a command signal to the fuel supply amount adjusting mechanism 47 that adjusts the fuel supply amount to the engine 2 in order to control the engine output, and locks up the lockup clutch 12 of the torque converter 4. Alternatively, a command signal for releasing the lockup is output, and in order to control the torque transmission force of the rollers 17 and 18, the command signals D1 and D1 are supplied to the first pressure control valve 36 and the second pressure control valve 38, respectively. D2 is output.

  Next, the flow of control related to kick-down by the control unit 40 will be described based on the flowchart of FIG. First, the signals θ, V, ωe, ωi, ωo, and P detected by the sensors 41 to 46 are read (step S1).

  In step S2, it is monitored whether or not a kick down condition (condition for executing kick down) is satisfied. The kick-down condition is that both a large and quick depression of the accelerator pedal and a vehicle speed of a predetermined value or more are satisfied.

  Specifically, for example, the former condition is that the accelerator operation amount θ is a predetermined amount θa or more (for example, 90% or more of the maximum accelerator operation amount: θ ≧ θa), and the accelerator operation speed (dθ / dt) is predetermined. It is greater than or equal to the value. The latter condition is that the vehicle speed V detected by the vehicle speed sensor 42 is not less than a predetermined value Va (V ≧ Va). As the kick-down condition, other known kick-down conditions can be used.

  If it is determined in step S2 that the kick-down condition is satisfied, the kick-down mode is entered (step S3), and the zero inertia control characteristic of the present embodiment is executed (step S4). ).

  Referring to FIG. 4, in zero inertia control, a required engine torque for increasing the speed of engine 2 is set (step S41), and then a required fuel supply amount corresponding to the required engine torque is set (step S41). After step S42, a command signal is output to the fuel supply amount adjusting mechanism 47 (step S43).

  Next, in order to make the transmission torque of CVT 5 zero, a signal for opening the first pressure control valve 36 is output (step S44), and a signal for opening the second pressure control valve 38 is output. (Step S45). As a result, the pressure in the first oil chamber 22 and the second oil chamber 23 of the hydraulic cylinder 21 and the pressure in the oil chamber 20 for the terminal load are all zero, and as a result, the transmission torque of the CVT 5 is zero. Or the value approximated to zero.

  According to the present embodiment, when a kick-down request is made, the transmission torque of CVT 5 is set to zero or a value close to zero as described above. Thereby, all the power from the engine 2 flows into the flywheel 25. As a result, the engine 2 is powerfully power-assisted by the rotational inertia of the flywheel 25, and the engine 2 is instantaneously increased to a high speed. As described above, although the engine 2 is instantaneously increased to a high rotation speed, a feeling of pulling in torque (feeling of being late) does not occur in the driving feeling.

  Further, the rotational speed ωi of the CVT input shaft 6 passively follows the increase in the rotational speed ωe of the engine 2, and the CVT 5 changes the gear ratio. This eliminates the need for complicated control such as matching between the CVT rotational speed and the engine rotational speed, and clutch engagement / disengagement as in the prior art.

  In other words, in the steady running state in which the lockup clutch 12 is connected, the vehicle is running at a relatively high speed and the rotational inertia of the flywheel 25 is very large. The engine 2 can be accelerated more effectively when the running state is changed to the fully open acceleration state (that is, when kickdown is performed). Therefore, in this embodiment, the kick-down condition may be that the vehicle speed V is equal to or higher than the predetermined value Va (V ≧ Va) and that the lock-up clutch 12 is in the connected state.

  FIG. 5 shows another embodiment of the present invention. The present embodiment shows an example in which the zero inertia unit is applied to a vehicle having an IVT (infinite transmission ratio continuously variable transmission mechanism). 5, the same components as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.

  The IVT 50 includes an IVT input shaft 52 connected to the output shaft 3 of the engine 2 via a torsional damper 51, a CVT 5 that is a full toroidal type continuously variable transmission, torque-controlled, and a first planetary gear mechanism 53. , An IVT output shaft 54 provided in parallel with the IVT input shaft 52 and connected to the drive wheels. The CVT input shaft 6 is provided coaxially with the IVT input shaft 52.

  A zero inertia unit 70 interposed between the IVT input shaft 52 and the IVT output shaft 54 of the IVT 50 is provided. The IVT output shaft 54 is connected to the drive wheels 11B via the gear train 9, the differential device 10, and the drive shaft 11A. The gear train 9 includes a gear 9 a that rotates integrally with the IVT output shaft 54, and a gear 9 b that meshes with the gear 9 a and rotates integrally with the case of the differential device 10.

  The first planetary gear mechanism 53 of the IVT 50 includes a sun gear 55, a plurality of planetary gears 57 supported by a carrier 56, and a ring gear 58 having internal teeth that mesh with the planetary gears 57. The first planetary gear mechanism 53 is interposed between the CVT input shaft 6 and the CVT output shaft 7. Specifically, first, the ring gear 58 is connected to the IVT output shaft 54 so as to be integrally rotatable.

  The rotation of the CVT input shaft 6 is transmitted to the carrier 56 via the gear train 59 and the connected power circulation mode clutch 60 (also referred to as a low clutch). The gear train 59 includes a gear 59a that is connected to the CVT input shaft 6 so as to be integrally rotatable, and a gear 59b that meshes with the gear 59a and is rotatably supported by the IVT output shaft 54. The power circulation mode clutch 60 is formed of, for example, a multi-plate clutch capable of connecting / releasing the gear 59b and the carrier 56. When connected, the power circulation mode clutch 60 realizes a power circulation mode in which power is transmitted in a speed ratio range including an infinite speed ratio.

  The rotation of the CVT output shaft 54 is transmitted to the sun gear 55 through the gear train 61. The gear train 61 includes a gear 61 a that is coupled to the CVT output shaft 7 so as to be integrally rotatable, and a gear 61 b that is meshed with the gear 61 a and is coupled to the sun gear 55 so as to be integrally rotatable.

  Between the gear 61b and the IVT output shaft 54, a direct connection mode clutch 62 (also referred to as a high clutch) capable of connecting / releasing the gear 61b and the IVT output shaft 54 is interposed. The direct coupling mode clutch 62 realizes a direct coupling mode in which power is transmitted only by the CVT 5 when coupled.

  When the direct coupling mode clutch 62 is disengaged and the power circulation mode clutch 60 is engaged, the power of the engine 2 is transmitted to the carrier 56 via the IVT input shaft 52 and the gear train 59, and as a result, the IVT 50 The torque is amplified and transmitted to the ring gear 58 of the first planetary gear mechanism 53 and output to the IVT output shaft 54.

  At this time, the reaction force due to the driving load applied to the ring gear 58 also exerts a torque on the sun gear 55. The torque acting on the sun gear 55 returns to the CVT 5 via the gear train 61 and the CVT output shaft 54, and is combined with the output torque of the engine 2 on the CVT input shaft 6 side via the gear train 59 and the power circulation mode clutch 60. Then, it is transmitted to the carrier 56 again.

  That is, the engine power is output to the IVT output shaft 54, and the so-called power circulation mode in which the engine power circulates through the CVT 5 and the first planetary gear mechanism 53 is set. This power circulation mode is selected when a large driving torque is required such as when the vehicle starts, when traveling at a low speed, or when suddenly accelerating at a medium speed.

  On the other hand, when the power circulation mode clutch 60 is released and the direct connection mode clutch 62 is connected, the power of the engine 2 is transmitted to the sun gear 55 via the CVT 5 and from the IVT output shaft 54 via the direct connection mode clutch 62. Outputs the direct connection mode. This direct connection mode is selected when a large driving torque is not required, such as during medium speed traveling and acceleration during high speed traveling.

  The zero inertia unit 70 includes a second planetary gear mechanism 71 as a second planetary transmission mechanism, and a flywheel 72 that rotates in conjunction with the second planetary gear mechanism 71.

  The second planetary gear mechanism 71 includes a sun gear 73, a plurality of planetary gears 75 rotatably supported by a carrier 74, and a ring gear 76 having internal teeth 76 a that mesh with these planetary gears 75.

  The ring gear 76 has external teeth 76 b that mesh with a gear 77 that rotates integrally with the IVT input shaft 52 and the CVT input shaft 6, and constitutes a first element that rotates in conjunction with the IVT input shaft 52.

  The carrier 74 is connected to the IVT output shaft 54 via a gear train 78 and constitutes a second element. The gear train 78 includes a gear 78 a that can rotate integrally with the IVT output shaft 54, and a gear 78 b that meshes with the gear 78 a and rotates together with the carrier 74.

  The sun gear 73 constitutes a third element that associates the carrier 74 and the ring gear 76, and the flywheel 72 is connected to the sun gear 73 so as to be integrally rotatable.

  Referring to FIG. 6, control unit 40 </ b> A that controls operations of IVT 50 and engine 2 is configured by an electronic control unit (ECU).

  The control unit 40A includes an accelerator operation amount sensor 41 that detects an accelerator operation amount θ, a vehicle speed sensor 42 that detects a vehicle speed V that is a traveling speed of the vehicle, and an engine rotation speed sensor 43 that detects a rotation speed ωe of the engine 2. , The CVT input shaft rotational speed sensor 44 for detecting the rotational speed ωi of the CVT input shaft 6, the CVT output shaft rotational speed sensor 45 for detecting the rotational speed ωo of the CVT output shaft 7, and the first oil chamber of the hydraulic cylinder 21. 22 and a pressure sensor 46 as pressure detecting means for detecting a differential pressure P between the second oil chambers 23 are connected, and signals from these sensors 41 to 46 are input to the control unit 40. ing.

  The control unit 40A outputs a command signal to the fuel supply amount adjusting mechanism 47 that adjusts the fuel supply amount to the engine 2 in order to control the engine output. Further, the control unit 40A outputs a command signal for energizing or releasing the solenoid that controls on / off of the power circulation mode clutch 60, and excites the solenoid that controls on / off of the direct connection mode clutch 62 or releases the excitation. Output a command signal. Further, the control unit 40A outputs a command signal to each of the first pressure control valve 36 and the second pressure control valve 38 in order to control the torque transmission force of the rollers 17 and 18.

  Based on the flowchart of FIG. 7, the flow of control related to kick-down by the control unit 40A will be described. First, the signals θ, V, ωe, ωi, ωo, and P detected by the sensors 41 to 46 are read (step S1).

  In step S2, it is monitored whether or not a kick down condition (condition for executing kick down) is satisfied. The kick-down condition is that both a large and quick depression of the accelerator pedal and a connection of the direct mode clutch 62 are satisfied.

  Regarding the former of the kick-down condition, specifically, the accelerator operation amount θ is a predetermined amount θa or more (for example, 90% or more of the maximum accelerator operation amount: θ ≧ θa), and the accelerator operation speed (dθ / dt) is It is more than a predetermined value.

  The latter condition of the kick down condition is a condition that satisfies that the rotational inertia of the flywheel 72 is sufficiently large for engine acceleration. That is, when the direct connection mode clutch 62 is connected, the vehicle is traveling at a relatively high speed and the rotational inertia of the flywheel 72 is very large.

  If it is determined in step S2 that the kick-down condition is satisfied, the kick-down mode is entered (step S3), and the zero inertia control characteristic of the present embodiment is executed (step S4). ).

  Referring to FIG. 8, in the zero inertia control, a required engine torque for accelerating the engine 2 is set (step S41), and then a required fuel supply amount corresponding to the required engine torque is set ( After step S42), a command signal is output to the fuel supply amount adjusting mechanism 47 (step S43).

  Next, in order to make the transmission torque of CVT 5 zero, a signal for opening the first pressure control valve 36 is output (step S44), and a signal for opening the second pressure control valve 38 is output. (Step S45). As a result, the pressure in the first oil chamber 22 and the second oil chamber 23 of the hydraulic cylinder 21 and the pressure in the oil chamber 20 for the terminal load are all zero, and as a result, the transmission torque of the CVT 5 is zero. Or the value approximated to zero.

  According to the present embodiment, when a kick-down request is made, the transmission torque of CVT 5 is set to zero or a value close to zero as described above. Thereby, all the power from the engine 2 flows into the flywheel 72. As a result, the engine 2 is powerfully power-assisted by the rotational inertia of the flywheel 72, and the engine 2 is instantaneously increased to a high speed. As described above, although the engine 2 is instantaneously increased to a high rotation speed, a feeling of pulling in torque (feeling of being late) does not occur in the driving feeling.

  Further, the rotational speed ωi of the CVT input shaft 6 passively follows the increase in the rotational speed ωe of the engine 2, and the CVT 5 changes the gear ratio. This eliminates the need for complicated control such as matching between the CVT rotational speed and the engine rotational speed, and clutch engagement / disengagement as in the prior art.

  The present invention is not limited to the above-described embodiments. For example, instead of any of the planetary gear mechanisms 24, 71, and 53, a planetary roller mechanism using a rolling transmission is used as the planetary transmission mechanism. May be.

  The planetary transmission mechanism of the zero inertia unit 8 applied to the CVT 5 includes an element connected to the CVT input shaft 6, an element connected to the CVT output shaft 7, and an element connected to the flywheel 25. Just do it.

  Further, the second planetary transmission mechanism of the zero inertia unit 70 applied to the IVT 50 includes an element connected to the IVT input shaft 52, an element connected to the IVT output shaft 54, and an element connected to the flywheel 72. It only has to have.

  The CVT is not limited to the full toroidal type, but may be a half toroidal type, or may be a belt type, a chain type, or other various types of CVTs. In addition, various modifications can be made within the scope of the claims of the present invention.

1 is a schematic diagram showing a schematic configuration of a drive control apparatus for a vehicle according to an embodiment of the present invention. It is a block diagram which mainly shows an electric structure of said drive control apparatus. It is a flowchart which shows the flow of control regarding kickdown. It is a flowchart which shows the flow of zero inertia control. It is a schematic diagram which shows schematic structure of the drive control apparatus of the vehicle of another embodiment of this invention, and the example in which the zero inertia unit was applied to the vehicle which has IVT is shown. FIG. 6 is a block diagram mainly showing an electrical configuration of the drive control device of FIG. 5. 6 is a flowchart showing a flow of control relating to kick-down in the drive control device of FIG. 6 is a flowchart showing a flow of zero inertia control in the drive control device of FIG. 5.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Drive train, 2 ... Engine, 5 ... CVT, 6 ... CVT input shaft, 7 ... CVT output shaft, 8 ... Zero inertia unit, 24 ... Planetary gear mechanism (planet transmission mechanism), 25 ... Flywheel, 26 ... Sun gear (Third element), 27 ... carrier (first element), 28 ... planetary gear, 29 ... ring gear (first element), 37 ... first pressure control valve, 39 ... second pressure control valve, 40 ... control unit, D1, D2 ... command signal (signal for setting CVT transmission torque to zero or a value close to zero), 40A ... control unit, 47 ... fuel supply amount adjusting mechanism, 50 ... IVT, 52 ... IVT input shaft, 53 ... first planetary gear mechanism (first planetary transmission mechanism), 54 ... IVT output shaft, 60 ... power circulation mode clutch, 62 ... direct coupling mode clutch, 70 ... zero inertia unit, 71 ... first Planetary gear mechanism (second planetary transmission mechanism), 72 ... flywheel 73 ... sun gear (third element), 74 ... carrier (second element), the ring gear (first element)

Claims (3)

A continuously variable transmission mechanism (hereinafter referred to as CVT) that is connected to the output shaft of the engine via a torque converter and can change the gear ratio steplessly;
A zero inertia unit interposed between the input shaft and the output shaft of the CVT;
A control unit for controlling the transmission torque of the CVT and the output of the engine,
The zero inertia unit includes a planetary transmission mechanism and a flywheel that rotates in conjunction with the planetary transmission mechanism,
The planetary transmission mechanism includes a first element connected to the input shaft of the CVT, a second element connected to the output shaft of the CVT, and a third element that associates the first and second elements with each other,
The flywheel is rotated in conjunction with the third element,
The control unit outputs a signal for making a CVT transmission torque zero or a value close to zero at the time of kickdown. An infinite gear ratio continuously variable transmission mechanism (hereinafter referred to as IVT) connected to the output shaft of the engine via a torsional damper;
A zero inertia unit interposed between the input shaft and the output shaft of the IVT;
A control unit for controlling the operation of the IVT and the engine,
The IVT includes a continuously variable transmission mechanism (hereinafter referred to as CVT) capable of changing a transmission ratio steplessly, a first planetary transmission mechanism interposed between an input shaft and an output shaft of the CVT, A power circulation mode clutch that is coupled when realizing a power circulation mode that transmits power in a speed ratio range including an infinite ratio, and a direct connection mode clutch that is coupled when realizing a direct connection mode in which power is transmitted only by CVT. And including
The zero inertia unit includes a second planetary transmission mechanism and a flywheel that rotates in conjunction with the second planetary transmission mechanism,
The second planetary transmission mechanism includes a first element connected to the input shaft of the IVT, a second element connected to the output shaft of the IVT, and a third element that associates the first and second elements with each other. The flywheel is rotated in conjunction with the third element,
The control unit outputs a signal for making a CVT transmission torque zero or a value close to zero at the time of kickdown.   3. The vehicle drive control device according to claim 1, wherein the control unit sets a torque command value for increasing the rotational speed of the engine at the time of kickdown.

Images