JP2002264698A - Engine torque control device of vehicle with continuously variable transmission having infinite variable speed ratio - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine torque control device with continuously variable transmission having an infinite variable speed ratio capable of restraining the occurrence of a mode switching shock due to inertia torque in the case of inertia torque due to a change in IVT variable speed ratio in the course of switching a mode. SOLUTION: In the vehicle with the continuously variable transmission 10 having an infinite variable speed ratio, the continuously variable transmission 10 having an infinite variable speed ratio is connected to an engine 1, and provided with a mode switching determination part 14c for determining switching a mode between an operation circulation mode and a lock-up mode and a mode switching part 14d for controlling connection and release of a power circulation clutch 60 and a lock-up clutch 70 according to the determination of the mode switching determination part 14c. The continuously variable transmission is provided with an input rotating speed sensor 16, a CVT variable speed ratio detecting part 14b for detecting the CVT variable speed ratio G, an engine torque correction amount determining part 14e for determining engine torque correction amount dTe according to the CVT variable speed ratio and the input rotating speed Nin, and an engine torque correction control part 14f for correcting and controlling the engine torque according to the engine torque correction amount dTe in the course of switching the mode.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an infinitely variable speed transmission (infinitely variable speed transmission) capable of setting the output to a neutral state in a state where the power paths are mechanically connected.
The present invention belongs to the technical field of an engine torque control device that corrects and controls engine torque in a vehicle equipped with eTransmission = IVT).

[0002]

2. Description of the Related Art A continuously variable transmission (IVT) with an infinite transmission ratio is
A continuously variable transmission (CVT), a planetary gear mechanism, a power circulation clutch for forming a power transmission path in a power circulation mode (low mode) for realizing low speed forward from reverse, and a direct connection mode for realizing high speed forward. A direct coupling clutch for forming a power transmission path is provided, and engagement / disengagement of the power circulation clutch and the direct coupling clutch is controlled according to switching determination between the power circulation mode and the direct coupling mode.

[0003] For example, Japanese Patent Application Laid-Open Publication No. Hei 10-267116 discloses a CVT system for controlling the mode switching between a power circulation mode and a direct connection mode without causing a shock. The mode switching is started when the detected value of the speed ratio matches the speed ratio at the time of mode switching, and during the period of this switching operation, control is performed so that the speed ratio of the CVT is fixed at the speed ratio at the time of mode switching. Techniques are shown.

[0004]

However, in the conventional mode switching control apparatus for a continuously variable transmission with an infinitely variable speed ratio, the speed ratio of the CVT is not changed during the mode switching operation. , The speed ratio of the CVT may vary depending on the control error and other factors.
If the speed ratio of the IVT is fixed at a speed ratio different from the rotation synchronization point at which the speed is the same, the speed ratio of the IVT changes during the mode switching, and a mode switching shock occurs even if an inertia torque occurs. There is a concern that such a problem.

For example, FIG. 14 is a time chart showing a case where the mode is switched from the power circulation mode to the direct connection mode at a speed ratio where the CVT speed ratio is smaller than the rotation synchronization point during so-called auto-up during acceleration. Because the CVT gear ratio is shifted from the rotation synchronization point due to a control error, etc.,
An abrupt upshift of the IVT gear ratio, that is, a decrease in the input rotation speed (engine speed) occurs, and an inertia torque appears in the vehicle driving torque, and a mode switching shock occurs.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. It is an object of the present invention to provide a method for preventing a mode switching shock due to an inertia torque when an IVT gear ratio changes during the mode switching. An object of the present invention is to provide an engine torque control device for a vehicle with an infinitely variable speed ratio continuously variable transmission that can suppress generation of the vehicle.

[0007]

In order to achieve the above object, according to the first aspect of the present invention, an infinitely variable speed ratio transmission is connected to an engine. A continuously variable transmission mechanism, a planetary gear mechanism, a power circulation clutch for forming a power transmission path in a power circulation mode for realizing low-speed forward movement from reverse, and a power transmission path for a direct connection mode for realizing high-speed forward movement. With a direct-coupled clutch,
A mode switching determining unit that determines a mode switching between the power circulation mode and the direct coupling mode; and a mode switching unit that controls engagement / disengagement of the power circulation clutch and the direct coupling clutch in accordance with an output of the mode switching determining unit. In a vehicle with an infinitely variable transmission ratio having an infinitely variable transmission, input rotational speed detecting means for detecting a transmission input rotational speed,
Stepless speed change mechanism speed ratio detection means for detecting the speed ratio of the continuously variable speed mechanism, and engine torque correction amount for determining the engine torque correction amount according to the detected speed change mechanism speed ratio and transmission input rotation speed. It is characterized by comprising a determining means and an engine torque correction control means for correcting and controlling the engine torque according to the engine torque correction amount during the mode switching by the mode switching means.

According to a second aspect of the present invention, in the engine torque control apparatus for a vehicle with an infinitely variable speed ratio transmission according to the first aspect, a switching direction of a mode between a power circulation mode and a direct connection mode is determined. A mode switching direction determination unit is provided, and the engine torque correction control unit determines that switching from the power circulation mode to the direct connection mode is performed,
When the speed ratio of the continuously variable transmission mechanism is higher than the rotational synchronization point of the power circulation mode and the direct connection mode, the mechanism is a means for reducing and correcting the engine torque.

According to a third aspect of the present invention, in the engine torque control apparatus for a vehicle with an infinitely variable speed ratio transmission according to the first aspect, a direction of switching between a power circulation mode and a direct connection mode is determined. A mode switching direction determination unit is provided, and the engine torque correction control unit determines that switching from the power circulation mode to the direct connection mode is performed,
Further, when the speed ratio of the continuously variable transmission mechanism is lower than the rotational synchronization point of the power circulation mode and the direct connection mode, the means is a means for increasing and correcting the engine torque.

According to a fourth aspect of the present invention, in the engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to the first aspect, the direction of switching between the power circulation mode and the direct connection mode is determined. A mode switching direction determining means is provided, and the engine torque correction control means determines that switching from the direct connection mode to the power circulation mode is performed,
Further, when the speed ratio of the continuously variable transmission mechanism is higher than the rotational synchronization point of the power circulation mode and the direct connection mode, it is a means for increasing and correcting the engine torque.

According to a fifth aspect of the present invention, in the engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to the first aspect, the direction of switching between the power circulation mode and the direct connection mode is determined. A mode switching direction determining means is provided, and the engine torque correction control means determines that switching from the direct connection mode to the power circulation mode is performed,
Further, when the speed ratio of the continuously variable transmission mechanism is lower than the rotational synchronization point of the power circulation mode and the direct connection mode, the means is a means for reducing and correcting the engine torque.

According to a sixth aspect of the present invention, in the engine torque control apparatus for a vehicle with an infinitely variable speed ratio transmission according to any one of the first to fifth aspects, the engine torque correction control means switches a mode. A means for starting the engine torque correction control after a lapse of a first set time corresponding to the torque phase start time from the determination and ending the engine torque correction control after a lapse of a second set time corresponding to the torque phase end time. Features.

According to a seventh aspect of the present invention, there is provided an engine torque control apparatus for a vehicle with an infinitely variable speed ratio transmission according to any one of the first to fifth aspects. Speed ratio infinitely variable transmission speed ratio detecting means for detecting the engine torque correction control means,
The speed ratio of the continuously variable transmission mechanism is higher than the rotation synchronization point at the time of mode switching, and the speed ratio of the infinitely variable continuously variable transmission is infinite in the power circulation mode determined by the speed ratio of the continuously variable transmission mechanism. Correction control of engine torque when the speed is greater than or equal to a predetermined value from the large continuously variable transmission reference speed ratio and less than or equal to a predetermined value from the infinitely variable continuously variable transmission reference speed ratio in the direct connection mode determined by the continuously variable transmission mechanism speed ratio It is characterized in that it is a means for performing.

According to the eighth aspect of the present invention, in the first aspect,
The engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to any one of claims 2, 5, 6, and 7, wherein the engine is a spark ignition engine, and the engine torque correction control means reduces the engine torque. The ignition timing control device is characterized in that the correction amount is an ignition timing retard amount.

[0015] According to the ninth aspect of the present invention, the first and second aspects of the present invention are described.
3. The engine torque control apparatus for a vehicle with an infinitely variable speed ratio transmission according to 3, 4, 6, or 7, wherein the engine torque correction control means uses a fuel injection amount correction coefficient as an increase correction amount of engine torque. It is an injection amount control device.

[0016]

According to the first aspect of the present invention, there is provided a power circulation mode for realizing low-speed forward movement from backward movement in a mode switching determination means of a continuously variable transmission with an infinite speed ratio connected to an engine; Switching between the mode and the direct connection mode for realizing high-speed forward traveling is determined, and the mode switching means determines the switching from the power circulation mode to the direct connection mode according to the output of the mode switching determination means.
The engaged power circulation clutch is disengaged, the disengaged direct connection clutch is engaged, and when the switching from the direct connection mode to the power circulation mode is determined, the engaged direct connection clutch is released and the released power circulation clutch is disengaged. Is performed, the mode switching control is performed.

On the other hand, in the engine torque correction amount determining means, the continuously variable transmission mechanism speed ratio detected by the continuously variable transmission mechanism speed ratio detecting means and the transmission input rotational speed detected by the input rotational speed detecting means are used. The engine torque correction amount is determined, and the engine torque correction control means
During the mode switching by the mode switching means, the engine torque is corrected and controlled in accordance with the engine torque correction amount.

In other words, by monitoring the speed ratio of the continuously variable transmission mechanism (deviation from the rotation synchronization point) and the input rotation speed (engine speed) before starting the mode switching control,
The engine torque correction amount corresponding to the inertia torque during the mode change appearing in the vehicle drive torque is predicted. Then, by performing the engine torque correction control for obtaining the engine torque correction amount during the mode switching, the inertia torque during the mode switching is canceled.

Therefore, when an inertia torque occurs due to a change in the IVT gear ratio during the mode switching, the occurrence of a mode switching shock due to the inertia torque can be suppressed.

According to the second aspect of the present invention, the mode switching direction determining means determines the direction of switching between the power circulation mode and the direct connection mode, and the engine torque correction control means determines whether the mode is the direct connection from the power circulation mode. Mode is determined, and the speed ratio of the continuously variable transmission mechanism is higher than the rotation synchronization point of the power circulation mode and the direct connection mode, that is, the infinitely variable transmission speed change ratio during the mode switching. If the ratio upshifts, the engine torque is corrected to decrease.

Therefore, when the speed ratio of the infinitely variable transmission is upshifted during the mode switching from the power circulation mode to the direct connection mode, the occurrence of the mode switching shock due to the inertia torque can be effectively suppressed. .

According to the third aspect of the present invention, the mode switching direction determining means determines a switching direction between the power circulation mode and the direct connection mode, and the engine torque correction control means controls the direct connection from the power circulation mode. Mode switching and the continuously variable transmission mechanism speed ratio is lower than the rotational synchronization point of the power circulation mode and the direct connection mode, that is, the infinitely variable transmission speed change ratio during the mode switching. If the ratio shifts down, the engine torque is corrected to increase.

Therefore, when the speed ratio of the infinitely variable transmission is downshifted during the mode switching from the power circulation mode to the direct connection mode, the occurrence of the mode switching shock due to the inertia torque can be effectively suppressed. .

According to a fourth aspect of the present invention, the mode switching direction determining means determines the direction of switching between the power circulation mode and the direct connection mode, and the engine torque correction control means switches the power circulation mode from the direct connection mode to the power circulation mode. Mode is determined, and the speed ratio of the continuously variable transmission mechanism is higher than the rotation synchronization point of the power circulation mode and the direct connection mode, that is, the infinitely variable transmission speed change ratio during the mode switching. If the ratio shifts down, the engine torque is corrected to increase.

Therefore, when the speed ratio of the infinitely variable continuously variable transmission is downshifted during the mode switching from the direct connection mode to the power circulation mode, the occurrence of the mode switching shock due to the inertia torque can be effectively suppressed. .

According to a fifth aspect of the present invention, the mode switching direction determining means determines the direction of switching between the power circulation mode and the direct connection mode, and the engine torque correction control means switches the power circulation mode from the direct connection mode to the power circulation mode. Mode switching and the continuously variable transmission mechanism speed ratio is lower than the rotational synchronization point of the power circulation mode and the direct connection mode, that is, the infinitely variable transmission speed change ratio during the mode switching. If the ratio upshifts, the engine torque is corrected to decrease.

Therefore, when the speed ratio infinitely variable continuously variable transmission is upshifted during the mode switching from the direct connection mode to the power circulation mode, the occurrence of the mode switching shock due to the inertia torque can be effectively suppressed. .

According to the present invention, the engine torque correction control means starts the engine torque correction control after a lapse of a first set time corresponding to the torque phase start time from the mode switching determination. After a lapse of a second set time corresponding to the phase end time, the engine torque correction control is ended.

Therefore, the inertia torque in the inertia phase can be effectively canceled by the engine torque correction amount, and the occurrence of the mode switching shock due to the inertia torque can be suppressed more effectively.

According to the seventh aspect of the present invention, the speed ratio of the continuously variable transmission with infinite gear ratio is detected by the infinitely variable speed ratio continuously variable transmission speed detecting means, and the engine torque correction control means is controlled by the engine torque correction control means. , The speed ratio of the continuously variable transmission mechanism is higher than the rotational synchronization point at the time of mode switching, and the speed ratio in the power circulation mode is determined by the speed ratio of the continuously variable transmission mechanism. The engine torque is corrected when the speed is equal to or more than a predetermined value from the infinite continuously variable transmission reference speed ratio and less than or equal to a predetermined value from the infinitely variable continuously variable transmission reference speed ratio in the direct connection mode determined by the continuously variable transmission mechanism speed ratio. Controlled.

Therefore, by monitoring the infinitely variable continuously variable transmission reference speed ratio in the power circulation mode and the infinitely variable continuously variable transmission reference speed ratio in the direct connection mode, the inertia phase can be more accurately determined. The engine torque correction control can be performed in accordance with the period of the above, and the inertia torque in the inertia phase is effectively canceled by the engine torque correction amount, effectively suppressing the occurrence of the mode switching shock due to the inertia torque. it can.

In the invention according to the eighth aspect, in the ignition timing control device, when the correction for decreasing the engine torque is performed, control is performed such that the amount of correction for decreasing the engine torque is the ignition timing retard amount.

Therefore, in a vehicle equipped with a spark ignition engine such as a gasoline engine, the decrease in engine torque can be corrected by retarding the ignition timing.

According to the ninth aspect of the present invention, in the fuel injection amount control device, when the correction for increasing the engine torque is performed, control is performed such that the increase correction amount of the engine torque is used as the fuel injection amount correction coefficient. .

Therefore, in a vehicle equipped with an engine for controlling the fuel injection amount in a gasoline engine, a diesel engine, or the like, the increase in the engine torque can be corrected by changing the fuel injection amount correction coefficient.

[0036]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment for realizing an engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to the present invention will be described below.
A first embodiment corresponding to claims 8 and 9;
A description will be given based on a second embodiment corresponding to 4, 5, 7, 8, and 9.

(First Embodiment) First, the configuration will be described. FIG. 1 is a skeleton diagram showing a mechanical configuration of a continuously variable transmission with an infinite speed ratio (hereinafter abbreviated as IVT).
The VT 10 includes an input shaft 11 connected to the output shaft 2 of the engine 1 via the torsional damper 3, a hollow primary shaft 12 loosely fitted to the outside of the shaft 11, and the shafts 11, 12. And a secondary shaft 13 arranged in parallel, and these shafts 11, 12, 13 are all arranged to extend in the lateral direction of the vehicle.

Further, on the axis of the input shaft 11 and the primary shaft 12 in the IVT 10, a first toroidal-type continuously variable transmission mechanism (hereinafter, referred to as a first toroidal CVT) 20 and a second continuously variable transmission mechanism (hereinafter, referred to as a first continuously variable transmission mechanism). A second toroidal CVT (30) and a loading cam 40 are provided, and a power circulation clutch 60 and a direct coupling clutch 70
And are arranged. And the input shaft 11
A power circulation gear train 80 and a directly connected gear train 90 are interposed between the axis of the primary shaft 12 and the axis of the secondary shaft 13.

The first and second toroidal CVTs 20, 3
0 has substantially the same configuration, each of which has input disks 21 and 31 and output disks 22 and 32 whose opposing surfaces are toroidal surfaces. And two power rollers 23, 33 for transmitting power between the two disks 31, 32, respectively.

The first toroidal CVT 20, which is located farther from the engine 1, has an input disk located on the opposite side to the engine, an output disk located on the engine side, and a second toroidal CVT located closer to the engine. CV
In T30, the input disk 31 is disposed on the engine side and the output disk 32 is disposed on the opposite side to the engine, and the input disks 21, 31 of the toroidal CVTs 20, 30 are respectively coupled to both ends of the primary shaft 12,
The output disks 22 and 32 (hereinafter, referred to as “integrated output disk 34”) are integrated and rotatably supported by an intermediate portion of the primary shaft 12.

A first gear 81 constituting the power circulating gear train 80 is connected to an end of the input shaft 11 on the side opposite to the engine, and the first gear 81 and the first toroidal CVT 20 are connected to each other. A loading cam 40 is interposed between the input disc 21 and the input cam 21.
On the outer periphery of the integrated output disk 34 of the first and second toroidal CVTs 20 and 30, a first gear 91 constituting the directly connected gear train 90 is provided.

On the other hand, a second gear 82 constituting the power circulating gear train 80 is rotatably supported at an end of the secondary shaft 13 on the side opposite to the engine. The planetary gear mechanism 50 is disposed at an intermediate portion of the secondary shaft 13 while being engaged with the secondary shaft 81.

The pinion carrier 51 of the planetary gear mechanism 50 and the second gear 82 of the power circulation gear train 80
A power circulating clutch 60 for connecting or disconnecting them is interposed between them.

On the engine side of the planetary gear mechanism 50, a second gear 92 which meshes with a first gear 91 of a directly connected gear train 90 provided on the outer periphery of the integrated output disk 34 is rotatably supported. The 2 gear 92 and the sun gear 52 of the planetary gear mechanism 50 are connected, and the ring gear 53 of the planetary gear mechanism 50 is connected to the secondary shaft 13. A direct connection clutch 70 for connecting or disconnecting the second gear 92 of the direct connection gear train 90 and the secondary shaft 13 is provided.

A differential device 5 is connected to the engine-side end of the secondary shaft 13 via an output gear train 4 including first and second gears 4a and 4b and an idle gear 4c. Power is transmitted from the differential device 5 to left and right drive wheels via drive shafts 6a and 6b extending left and right.

FIG. 2 is a block diagram showing an electronic control structure of the continuously variable transmission 10 with an infinite gear ratio. An input from an input rotation speed sensor 16 (input rotation speed detecting means) to the IVT controller 14 is shown. The rotation speed Nin and the CVT output rotation speed Nco from the CVT output rotation speed sensor 17
And the vehicle speed Vsp from the vehicle speed sensor 18 are input. Further, the IVT controller 14 includes an IVT speed ratio detection unit 14a (speed ratio infinitely variable continuously variable transmission speed ratio detection unit).
A CVT speed ratio detecting unit 14b (stepless speed change mechanism speed ratio detecting unit), a mode switching determining unit 14c (mode switching determining unit), a mode switching unit 14d (mode switching unit), and an engine torque correction amount determining unit 14e
(Engine torque correction amount determining means) and an engine torque correction control unit 14f (engine torque correction control means). The mode switching unit 14d controls the clutch control actuator of the infinitely variable speed ratio transmission 10 A control command is output at the time of mode switching, and the engine control controller 15
In response to this, an engine torque correction control command is output while the mode is switched to the mode.

The IVT speed ratio detector 14a calculates the IVT based on the input rotation speed Nin from the input rotation speed sensor 16 and the vehicle speed Vsp (= output rotation speed) from the vehicle speed sensor 18.
The speed ratio is calculated, and the IVT speed ratio E is detected from the reciprocal of the IVT speed ratio.

The CVT speed ratio detector 14b detects the CVT speed ratio G from the input rotation speed Nin from the input rotation speed sensor 16 and the CVT output rotation speed Nco from the CVT output rotation speed sensor 17.

The mode switching determination section 14c determines whether
Based on the T speed ratio E, the mode switching between the power circulation mode and the direct connection mode is determined.

The mode switching section 14d controls engagement / disengagement of the power circulation clutch 60 and the direct coupling clutch 70 in accordance with the switching determination of the mode switching determining section 14c.

The engine torque correction amount determining section 14e
Are the IVT speed ratio E, the CVT speed ratio G, and the input rotation speed N.
The engine torque correction amount is determined based on in and the mode switching determination result.

The engine torque correction control unit 14f includes:
During the mode change, the engine torque is corrected and controlled according to the engine torque correction amount from the engine torque correction amount determination unit 14e.

Next, the operation will be described.

[IVT speed change operation] Next, the IV shown in FIG.
T speed ratio characteristics (the vertical axis is IVT speed ratio = 1 / IVT speed ratio = output shaft rotation speed / input shaft rotation speed, and the horizontal axis is CVT
Gear ratio. ) Will be described based on the IVT shift operation.

The continuously variable transmission 10 with an infinite speed ratio is provided by the engagement of the power circulation clutch 60 and the release of the direct coupling clutch 70.
A power circulation mode including a neutral point (GNP; geared neutral point) in which the IVT speed ratio is infinite (IVT speed ratio = 0) and forming a power transmission path for realizing low speed advance from retreat; And the release of the power circulation clutch 60, the toroidal CVT 20,
30 and a CVT direct connection mode for forming a power transmission path for realizing high-speed forward movement according to the output of the CVT. The power circulation mode and the CVT direct connection mode are switched at a rotation synchronization point (RSP; mode switching point) at which the IVT speed ratio matches.

In the power circulation mode, the pinion carrier 51 of the planetary gear mechanism 50 is
, The input rotation speed rotates at a constant rotation speed reduced by the power circulation gear train 80, and the sun gear 52
The rotation speed changes according to the change in the gear ratio, and the ring gear 5
The rotation of No. 3 is the rotation of the output shaft of the IVT 10. Therefore, as shown in FIG. 3, in the power circulation mode, as the CVT speed ratio changes from high to low, the IVT speed ratio becomes:
Backward → neutral → forward.

In the case of the CVT direct connection mode, the pinion carrier 51 of the planetary gear mechanism 50 is
The ring gear 53 can be freely rotated by releasing 0, and the ring gear 53 is connected to the sun gear 52 by fastening the direct coupling clutch 70, and rotates at the same rotational speed. Therefore, as shown in FIG.
In the VT direct connection mode, as the CVT speed ratio changes from low to high, the IVT speed ratio becomes low in the forward direction.
Go high.

[Engine Torque Correction Control Processing] FIG. 4 is a flowchart showing the flow of the engine torque correction control processing performed by the IVT controller 14 of the first embodiment. Each step will be described below. This is calculated repeatedly at, for example, a period of 10 msec.

In step S0, the input rotational speed sensor 1
6, the CVT output rotation speed Nco from the CVT output rotation speed sensor 17, and the vehicle speed sensor 1.
8 is input.

In step S1, the input rotational speed sensor 1
The CVT speed ratio G is calculated by the following equation using the input rotation speed Nin from the CVT 6 and the CVT output rotation speed Nco from the CVT output rotation speed sensor 17. G = Nin / Nco In step S2, whether the operating point determined by the vehicle speed Vsp and the input rotation speed Nin belongs to the power circulation mode region in the preset mode switching characteristics shown in FIG.
The command power transmission mode MD is determined depending on whether it belongs to the region of the VT direct connection mode (power circulation mode: MD = 0,
CVT direct connection mode: MD = 1).

In step S3, it is determined whether or not a mode change has occurred based on the current command power transmission mode MD and the command power transmission mode MDz one calculation cycle earlier.
That is, when MD ≠ MDz, it is determined that the mode switching has occurred, and the process branches to step S5. Otherwise, the process branches to step S4.

In step S4, it is determined whether or not the mode is being switched based on whether or not the mode flag Fmod is Fmod = 1. If Fmod = 1, it is determined that the mode is being switched and the process branches to step S7. And
If not, the process returns to step S0.

In step S5, a mode flag Fmod indicating that the mode is being switched is set (Fm
od = 1). The initial state of Fmod is a reset state (Fmod = 0).

In step S6, a timer for judging the time for performing the engine torque correction is started. In addition,
The initial value of the timer is 0.

In step S7, the timer value is compared with a first set time T0 which is an inertia phase start time. If the timer value is equal to or greater than T0, it is determined that the inertia phase has started, and the process branches to step S8.
In other cases, it is determined that the inertia phase has not yet started, and the process returns to step S0.

In step S8, the timer value is compared with a second set time T1, which is the inertia phase end time. If the timer value is equal to or less than T1, it is determined that the inertia phase has not ended, and the flow branches to step S9. Otherwise, it is determined that the inertia phase has ended, and the flow branches to step S12.

In step S9, it is determined whether or not the mode switching direction is from the power circulation mode to the CVT direct connection mode based on whether or not the command power transmission mode MD = 1. That is, since this step S9 is executed during the mode switching of Fmod = 1, when the new command power transmission mode MD is MD = 1 (direct connection), switching from the power circulation mode to the CVT direct connection mode is performed. And the process branches to step S10. Otherwise, the process branches to step S14.

In step S10, when the mode is switched from the power circulation mode to the CVT direct connection mode, the input rotation speed Nin from the input rotation speed sensor 16 and the CVT speed ratio G calculated in step S1 are used in advance as shown in FIG. The set torque correction amount map is searched to determine the engine torque correction amount dTe.

In step S14, when the mode is switched from the CVT direct connection mode to the power circulation mode, the input rotation speed Nin from the input rotation speed sensor 16 and the CVT speed ratio G calculated in step S1 are used in advance to obtain the data shown in FIG. The set torque correction amount map is searched to determine the engine torque correction amount dTe.

In step S11, an engine torque correction control command is output to the engine controller 15 so as to obtain the engine torque correction amount dTe determined in step S10 or step S14.

Here, in the case of the torque decrease correction, as shown in FIG. 8, the ignition timing retard control is performed based on the characteristic of a preset torque down amount (negative engine torque correction amount dTe) -retard amount. In the case of the torque increase correction, as shown in FIG. 9, the fuel increase correction control is performed based on the characteristic of a preset torque increase amount (positive engine torque correction amount dTe) -fuel increase correction coefficient. In the case of a gasoline engine, the fuel increase can be corrected by controlling the fuel injection amount according to the following equation. _{Te = Qc × (K O +} K Z) + Ts where, Te is the energizing time fuel injection valve, Qc cylinder intake air amount obtained from the intake air amount and the engine rotational speed of the engine measured by an air flow meter eg, K
_O basic equivalent ratio to the stoichiometric air-fuel ratio, K _Z is a fuel increase correction coefficient based on the characteristic shown in FIG. 9, Ts is a fuel injection valve basic energization time.

In step S12, the timer is stopped and reset at the end of the inertia phase.

In step S13, the end of the inertia phase is determined to be the end of the mode switching, and the mode flag Fm
Reset od.

[Operation of Engine Torque Correction Control] In the mode switching determination unit 14c of the infinitely variable speed ratio transmission 10 connected to the engine 1, the power circulation mode for realizing low speed forward from reverse and the high speed forward are realized. Switching of the mode to the direct connection mode is determined, and the mode switching unit 1
In 4d, according to the output of the mode switching determination unit 14c, when determining to switch from the power circulation mode to the direct connection mode, the engaged power circulation clutch 60 is released,
At the time of determining that the disengaged direct connection clutch 70 is engaged and the switching from the direct connection mode to the power circulation mode is to be performed, a mode switching control for releasing the engaged direct connection clutch 70 and engaging the released power circulation clutch 60 is performed. Will be

On the other hand, in the engine torque correction control, when a mode change occurs, step S0 → step S1
Step S2 → Step S3 → Step S5 → Step S6 → Step S7
Is set to Fmod = 1 in step S0 → step S1 → step S2 in the next calculation cycle.
The flow of → step S3 → step S4 → step S7 is repeated, and in step S7, the timer value ≧
If it is determined that it is T0, the engine torque correction control is started in accordance with the inertia phase start time, and the process proceeds to step S7 → step S8 → step S9.

In the engine torque correction control, step S
9, when it is determined that it is time to switch from the power circulation mode to the direct connection mode, the process proceeds to step S10. In step S10, the engine torque correction amount dTe is determined based on the characteristic shown in FIG. S
If it is determined in step 9 that it is time to switch from the direct connection mode to the power circulation mode, the process proceeds to step S14, where the engine torque correction amount dTe is determined based on the characteristics shown in FIG. Then, the process proceeds to step S11 from step S10 or step S14, and the determined engine torque correction amount dTe
Is output to the engine controller 15.

If it is determined in step S8 that the timer value is greater than T1 during the engine torque correction control, the process proceeds from step S8 to step S12 → step S13.
Then, the engine torque correction control ends in accordance with the inertia phase end time.

Here, the engine torque correction control when switching from the power circulation mode to the direct connection mode and the engine torque correction control when switching from the direct connection mode to the power circulation mode will be described.

When the switching from the power circulation mode to the direct connection mode is determined and the CVT speed ratio G is higher than the rotation synchronization point (RSP) between the power circulation mode and the direct connection mode, that is, during the mode switching, When the IVT speed ratio is upshifted, as shown in FIG. 6, as the CVT speed ratio G is further away from the high speed side and as the input rotation speed Nin is higher, the engine torque correction amount dTe on the decreasing side becomes larger. Is done.

If the IVT gear ratio shifts up during this mode switching, the engine speed decreases, and a positive inertia torque appears in the vehicle driving torque. This inertia torque causes the CVT gear ratio G to shift to a higher speed. The greater the distance, and the greater the input rotation speed Nin, the greater the torque. In other words, the predicted engine torque correction amount dTe is an amount substantially corresponding to the inertia torque during the mode change appearing in the vehicle drive torque.

Therefore, when the IVT gear ratio is upshifted during the mode switching from the power circulation mode to the direct connection mode, the inertia torque during the mode switching is canceled by the engine torque correction amount dTe, so that the engine torque correction control is performed. The mode switching shock caused by the torque can be effectively suppressed.

When the switch from the power circulation mode to the direct connection mode is determined, and the CVT speed ratio G is lower than the rotation synchronization point (RSP) between the power circulation mode and the direct connection mode, that is, during the mode switching, When the IVT speed ratio is downshifted, as shown in FIG. 6, the larger the CVT speed ratio G is on the lower side and the larger the input rotation speed Nin, the larger the engine torque correction amount dTe on the increasing side. Is done.

If the IVT gear ratio shifts down during this mode change, the engine speed increases, and a negative inertia torque appears in the vehicle drive torque. This inertia torque causes the CVT gear ratio G to shift to the low speed side. The greater the distance, and the greater the input rotation speed Nin, the greater the torque. In other words, the predicted engine torque correction amount dTe is an amount corresponding to the inertia torque during mode switching that appears in the vehicle drive torque.

Therefore, when the IVT gear ratio is downshifted during the mode switching from the power circulation mode to the direct connection mode, the inertia torque during the mode switching is canceled by the engine torque correction amount dTe, so that the engine torque correction control is performed. The mode switching shock caused by the torque can be effectively suppressed.

When it is determined that the mode is switched from the direct connection mode to the power circulation mode and the CVT speed ratio G is higher than the rotation synchronization point (RSP) of the power circulation mode and the direct connection mode, that is, during the mode switching. When the IVT speed ratio is downshifted, as shown in FIG. 7, the larger the CVT speed ratio G is to the higher speed side and the larger the input rotation speed Nin, the larger the engine torque correction amount dTe on the increasing side. Is done.

If the IVT gear ratio shifts down during this mode change, the engine speed increases, and a negative inertia torque appears in the vehicle drive torque. This inertia torque causes the CVT gear ratio G to shift to a higher speed. The greater the distance, and the greater the input rotation speed Nin, the greater the torque. In other words, the predicted engine torque correction amount dTe is an amount substantially corresponding to the inertia torque during the mode change appearing in the vehicle drive torque.

Therefore, when the IVT speed ratio is downshifted during the mode switching from the direct connection mode to the power circulation mode, the inertia torque during the mode switching is canceled by the engine torque correction amount dTe, so that the engine torque correction control is performed. The mode switching shock caused by the torque can be effectively suppressed.

When the switching from the direct connection mode to the power circulation mode is determined, and the CVT speed ratio G is lower than the rotation synchronization point (RSP) of the power circulation mode and the direct connection mode, that is, during the mode switching, When the IVT gear ratio is upshifted, as shown in FIG. 7, the larger the CVT gear ratio G is to the lower speed side and the larger the input rotation speed Nin, the larger the engine torque correction amount dTe on the decreasing side. Is done.

If the IVT gear ratio shifts up during this mode change, the engine speed decreases, and a positive inertia torque appears in the vehicle drive torque. This inertia torque causes the CVT gear ratio G to shift to the low speed side. The greater the distance, and the greater the input rotation speed Nin, the greater the torque. In other words, the predicted engine torque correction amount dTe is an amount substantially corresponding to the inertia torque during the mode change appearing in the vehicle drive torque.

Therefore, when the IVT gear ratio is upshifted during the mode switching from the direct connection mode to the power circulation mode, the engine torque correction control for canceling the inertia torque during the mode switching by the engine torque correction amount dTe is performed. The mode switching shock caused by the torque can be effectively suppressed.

Next, the effects will be described.

(1) The engine torque correction amount determination unit 14e determines the engine torque correction amount dTe according to the CVT speed ratio G and the input rotation speed Nin, and the engine torque correction control unit 14f controls the mode switching unit 14d. During the mode switching, the engine torque is corrected and controlled in accordance with the engine torque correction amount dTe. Therefore, if an inertia torque occurs due to a change in the IVT gear ratio during the mode switching, the occurrence of the mode switching shock due to the inertia torque is suppressed. can do.

(2) In step S9, it is determined that the mode is switched from the power circulation mode to the direct connection mode, and C
When the VT transmission ratio G is higher than the rotation synchronization point RSP in the power circulation mode and the direct connection mode, the engine torque is corrected to decrease, so that the IVT transmission ratio increases during the mode switching from the power circulation mode to the direct connection mode. When shifting, generation of a mode switching shock due to inertia torque can be effectively suppressed.

(3) In step S9, it is determined that the mode is switched from the power circulation mode to the direct connection mode, and C
When the VT transmission ratio G is lower than the rotation synchronization point RSP of the power circulation mode and the direct connection mode, the engine torque is corrected to increase, so that the IVT transmission ratio decreases during the mode switching from the power circulation mode to the direct connection mode. When shifting, generation of a mode switching shock due to inertia torque can be effectively suppressed.

(4) In step S9, a switch from the direct connection mode to the power circulation mode is determined, and C
When the VT speed ratio G is higher than the rotation synchronization point RSP of the power circulation mode and the direct connection mode, the engine torque is corrected to increase, so that the IVT speed ratio decreases during the mode switching from the direct connection mode to the power circulation mode. When shifting, generation of a mode switching shock due to inertia torque can be effectively suppressed.

(5) In step S9, a switch from the direct connection mode to the power circulation mode is determined, and C
When the VT speed ratio G is lower than the rotation synchronization point RSP between the power circulation mode and the direct connection mode, the engine torque is corrected to decrease, so that the IVT speed ratio increases during the mode switching from the direct connection mode to the power circulation mode. When shifting, generation of a mode switching shock due to inertia torque can be effectively suppressed.

(6) The engine torque correction control section 14f starts the engine torque correction control after a lapse of a first set time T0 corresponding to the torque phase start time from the mode switching determination, and starts the engine torque correction control corresponding to the torque phase end time. Since the engine torque correction control is ended after the lapse of the set time T1, the inertia torque in the inertia phase can be effectively canceled by the engine torque correction amount dTe, and the mode switching shock due to the inertia torque can be more effectively generated. Can be suppressed.

(7) In the case where the correction for decreasing the engine torque is performed, control is performed such that the amount of correction for decreasing the engine torque is set to the ignition timing retarding amount by the ignition timing control device, so that a spark ignition engine such as a gasoline engine is used. In the mounted vehicle, the decrease in the engine torque can be corrected by retarding the ignition timing.

(8) When performing the correction for increasing the engine torque, control is performed such that the correction amount for increasing the engine torque is used as a fuel injection amount correction coefficient in the fuel injection amount control device. In a vehicle equipped with the engine 1 that performs the fuel injection amount control, the increase in the engine torque can be corrected by changing the fuel injection amount correction coefficient.

(Second Embodiment) In the first embodiment, the start timing and the end timing of the engine torque correction control are controlled by a timer. On the other hand, in the second embodiment, the CVT speed ratio G is changed over by mode switching. Time synchronization point R
SP speed and the IVT speed ratio E is CV
T speed ratio predetermined value dE more than IVT speed ratio reference value _{E RO} of the power recirculation mode determined by the G, and, CVT gear ratio when direct mode determined by the G IVT speed ratio reference value _{E DO}
This is an example in which engine torque correction control is performed during an inertia phase equal to or less than a predetermined value dE.

First, the configuration will be described. Since the configuration of the second embodiment is the same as that of the first embodiment (FIGS. 1 and 2), illustration and description are omitted.

Next, the operation will be described.

[Engine Torque Correction Control Processing] FIG. 10 is a flowchart showing the flow of the engine torque correction control processing performed by the IVT controller 14 of the second embodiment. Each step will be described below. This is calculated repeatedly at, for example, a period of 10 msec.

In step S15, the input rotation speed Nin from the input rotation speed sensor 16, the CVT output rotation speed Nco from the CVT output rotation speed sensor 17, and the vehicle speed Vsp from the vehicle speed sensor 18 are input.

In step S16, the IVT speed ratio E is calculated by the following equation using the vehicle speed Vsp from the vehicle speed sensor 18 and the input rotation speed Nin from the input rotation speed sensor 16. E = k × Vsp / Nin In step S17, CV is calculated by the following equation using the input rotation speed Nin from the input rotation speed sensor 16 and the CVT output rotation speed Nco from the CVT output rotation speed sensor 17.
The T gear ratio G is calculated. G = Nin / Nco In step S18, the CVT speed ratio G is set at the rotation synchronization point (R
SP), the process branches to step S19 if G <rotational synchronization point, otherwise returns to step S15.

In step S19, it is determined whether the operating point determined by the vehicle speed Vsp and the input rotation speed Nin belongs to the power circulation mode region or the CVT direct connection mode region in the preset mode switching characteristics shown in FIG. Command power transmission mode MD (power circulation mode: MD = 0, CVT direct connection mode: MD = 1).

In step S20, whether or not the mode switching has occurred is determined based on the current command power transmission mode MD and the command power transmission mode MDz one calculation cycle earlier. That is, when MD ≠ MDz, it is determined that the mode switching has occurred, and the process branches to step S22. Otherwise, the process branches to step S21.

In step S21, it is determined whether the mode is being switched or not by setting the mode flag Fmod to Fmod = 1.
If Fmod = 1, it is determined that the mode is being switched, and the process branches to step S22. If not, the process returns to step S16.

In step S22, a mode flag Fmod indicating that the mode is being switched is set (Fmod
mod = 1). The initial state of Fmod is a reset state (Fmod = 0).

At steps S23 and S24,
From the CVT gear ratio G, a preset machine as shown in FIG.
Search for the IVT speed ratio reference in the power circulation mode.
Value E _ROAnd the IVT speed ratio reference value E in the direct connection mode_DO
Ask for.

In the step S25, it is determined whether or not the inertia phase is in progress according to the following equation. Here _{E RO + dE ≦ E ≦ E} DO -dE, dE is a value determined in consideration of IVT Soku Doi measurement error and the like, for example, 0.05. When the above condition is satisfied, it means that the mode switching is being performed in a state where the rotation speed of the power circulating clutch 60 and the rotation speed of the direct connection clutch 70 are different, that is, it is determined that the inertia phase is in progress. Then, the process branches to step S26; otherwise, the process branches to step S30.

Steps S26 to S30 correspond to steps S9, S10, S11, S13, S13 of the first embodiment shown in FIG. 4, respectively.
Same as 14.

[Operation of Engine Torque Correction Control] In the engine torque correction control in the second embodiment, the CVT speed ratio G <the rotational synchronization point, and it is determined that the mode is being switched and the inertia phase is being performed. In step S
15 → Step S16 → Step S17 → Step S1
8 → Step S19 → Step S20 → Step S21
→ Step S22 → Step S23 → Step S24 →
The process proceeds from step S25 to step S26, and the engine torque correction control is started at the start of the inertia phase.

In the engine torque correction control, step S
If it is determined in 26 that it is time to switch from the power circulation mode to the direct connection mode, the process proceeds to step S27,
In step S27, the engine torque correction amount dTe is determined based on the characteristic shown in FIG. 6, and if it is determined in step S26 that it is time to switch from the direct connection mode to the power circulation mode, the process proceeds to step S29. In step S29, the engine torque correction amount dTe is determined based on the characteristics shown in FIG. And
The process proceeds from step S27 or step S29 to step S28, in which an engine torque correction command for correcting the determined engine torque correction amount dTe is output to the engine control controller 15.

If it is determined in step S25 that the engine is not in the inertia phase during the engine torque correction control, the process proceeds from step S25 to step S30, and the engine torque correction control is ended at the end of the inertia phase.

[0116] That is, in step S25 a determination step in the inertia phase, and the IVT speed ratio reference value _{E RO} when the power recirculation mode, direct mode when I
By monitoring the VT speed ratio reference value E _DO , the period of the inertia phase can be determined more accurately than in the timer management of the first embodiment.

FIG. 11 is a time chart showing a case where the mode is switched from the power circulation mode to the direct connection mode at a speed ratio at which the CVT speed ratio is smaller than the rotation synchronization point during so-called auto-up during acceleration. Since the CVT speed ratio is deviated from the rotation synchronization point due to a control error or the like, a sharp upshift of the IVT speed ratio, that is, a decrease in the input rotation speed (engine speed) occurs, thereby causing an inertia torque to reduce the vehicle driving torque. Try to appear in. However, since the engine torque is reduced and corrected during the inertia phase, the inertia torque is offset by the engine torque reduction amount, and the mode switching shock is effectively suppressed, as is apparent from the vehicle drive torque characteristics shown by the solid line.

Next, the effects will be described.

The engine torque control device for a vehicle with an infinitely variable speed ratio continuously variable transmission according to the second embodiment includes (1), (2), (3), (4), (4) and (4) of the first embodiment. The following effects can be obtained in addition to the effects of (5), (7), and (8).

(9) The CVT speed ratio G is on the higher side than the rotation synchronization point RSP at the time of mode switching, and the IVT speed ratio E is the IVT speed ratio reference value E in the power circulation mode determined by the CVT speed ratio G. A predetermined value dE or more from _RO , and
Since the engine torque is controlled to be corrected when the IVT speed ratio reference value E _{DO in the} direct connection mode determined by the CVT speed ratio G is equal to or less than the predetermined value dE, the inertia torque in the inertia phase is effectively canceled by the engine torque correction amount. Thus, it is possible to effectively suppress the occurrence of the mode switching shock due to the inertia torque.

(Other Embodiments) As described above, the engine torque control apparatus for a vehicle with an infinitely variable speed ratio continuously variable transmission according to the present invention is the first embodiment.
Although the description has been given based on the embodiment and the second embodiment, the specific configuration is not limited to these embodiments, and may deviate from the gist of the present invention described in each claim of the claims. Unless otherwise specified, changes or additions to the design are permitted.

For example, the engine torque correction method is based on the input rotation speed Nin and the CVT gear ratio G instead of steps S10, S11 and S14 of the first embodiment, as shown in FIGS. It is also possible to obtain the ignition timing retard amount RET and the fuel increase correction coefficient RIC based on a preset table. Here, the ignition timing retard amount RET is 0 <RET1 <RET2 <RET3 <RET4, and the fuel increase correction coefficient RIC is 0 <RIC1 <RIC2 <RIC3 <RIC4. G _RSP is the CVT gear ratio at the rotation synchronization point, and dG (> 0) is the distance between the CVT gear ratio lattice axes of the table.

Further, the decrease in engine torque may be corrected by fuel cut control, or the increase or decrease in engine torque may be corrected by throttle opening control.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of a continuously variable transmission with an infinite speed ratio to which an engine torque correction control device according to a first embodiment is applied.

FIG. 2 is a control block diagram showing an engine torque correction control system in the continuously variable transmission with an infinite gear ratio according to the first embodiment.

FIG. 3 is a diagram showing an IVT speed ratio characteristic in a continuously variable transmission with an infinite speed ratio.

FIG. 4 is a flowchart illustrating a flow of an engine torque correction control process performed by the IVT controller of the first embodiment.

FIG. 5 is a diagram illustrating an example of a characteristic of a mode determination.

FIG. 6 is a diagram illustrating an example of a characteristic of an engine torque correction amount when switching from a power circulation mode to a direct connection mode.

FIG. 7 is a diagram illustrating an example of a characteristic of an engine torque correction amount when switching from a direct connection mode to a power circulation mode.

FIG. 8 is a diagram showing an example of characteristics of a torque down amount and an ignition timing retard amount.

FIG. 9 is a diagram illustrating an example of characteristics of a torque increase amount and a fuel increase correction coefficient;

FIG. 10 is a flowchart illustrating a flow of an engine torque correction control process performed by an IVT controller according to a second embodiment.

FIG. 11 is a time chart when the mode is switched from the power circulation mode to the direct connection mode at a speed ratio at which the CVT speed ratio is smaller than the rotation synchronization point at the time of auto-up in a vehicle to which the engine torque correction control device of the second embodiment is applied. It is a chart.

FIG. 12 is a diagram showing an example of a table for determining an ignition timing retard amount from a CVT speed ratio and an input rotation speed.

FIG. 13 is a diagram illustrating an example of a table for determining a fuel increase correction coefficient from a CVT speed ratio and an input rotation speed.

FIG. 14 is a time chart in a case where the mode switching from the power circulation mode to the direct connection mode is performed at a speed ratio in which the CVT speed ratio is smaller than the rotation synchronization point at the time of auto-up in the conventional vehicle.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 2 Output shaft 3 Torsional damper 4 Output gear train 4a 1st gear 4b 2nd gear 4c Idle gear 5 Differential device 6a, 6b Drive shaft 10 Infinitely variable transmission (IVT) 11 Input shaft 12 Primary shaft 13 Secondary shaft 14 IVT control controller 14a IVT speed ratio detecting unit (speed ratio infinitely variable continuously variable transmission speed ratio detecting unit) 14b CVT speed ratio detecting unit (stepless speed change mechanism speed ratio detecting unit) 14c Mode switching determining unit (mode) 14d Mode switching unit (mode switching unit) 14e Engine torque correction amount determination unit (engine torque correction amount determination unit) 14f Engine torque correction control unit (engine torque correction control unit) 15 engine controller 16 input rotation speed Degree sensor (input rotational speed detecting means) 17 CVT output rotational speed sensor 18 Vehicle speed sensor 20 First continuously variable transmission mechanism (first toroidal CVT) 21 Input disk 22 Output disk 23 Power roller 30 Second continuously variable transmission mechanism (second Toroidal CVT) 31 input disk 32 output disk 33 power roller 34 integrated output disk 40 loading cam 50 planetary gear mechanism 51 pinion carrier 52 sun gear 53 ring gear 60 power circulation clutch 70 direct coupling clutch 80 power circulation gear train 81 first gear 82 first 2 gears 83 Idle gears 90 Directly connected gear train 91 First gear 92 Second gear

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 45/00 312 F02D 45/00 312M 3J552 F02P 5/15 F16H 61/04 F16H 61/04 59:42 / / F16H 59:42 59:70 59:70 63:06 63:06 F02P 5/15 B F term (reference) 3D041 AA53 AB01 AC01 AC19 AD22 AD37 AD39 AD51 AE07 AE09 AF01 AF09 3G022 DA02 EA07 FA06 GA05 GA19 GA20 3G084 BA02 BA13 BA17 DA11 EA07 EA11 EB08 EC03 FA05 FA06 FA33 3G093 AA06 BA03 CB08 DB01 DB05 DB11 EA05 EA13 FA02 FA07 FA10 FB01 FB02 3G301 JA04 KB10 LA03 MA11 MA24 NC02 NE01 NE23 PA01Z PE01Z PF01Z PF08Z 3J552 MA09 MA29

Claims (9)

[Claims] An infinitely variable speed ratio continuously variable transmission is connected to an engine. The infinitely variable speed ratio continuously variable transmission has a continuously variable transmission mechanism, a planetary gear mechanism, and a power circulation for realizing low-speed forward movement from reverse. A power circulation clutch for forming a power transmission path in a mode, a direct connection clutch for forming a power transmission path in a direct connection mode for realizing high-speed forward traveling, and switching between the power circulation mode and the direct connection mode. A vehicle with a continuously variable transmission having an infinite transmission ratio, comprising: a mode switching determining unit; and a mode switching unit that controls engagement / disengagement of the power circulating clutch and the direct coupling clutch according to an output of the mode switching determining unit. An input rotational speed detecting means for detecting an input rotational speed; a continuously variable transmission mechanism speed ratio detecting means for detecting a speed ratio of the continuously variable transmission mechanism; Engine torque correction amount determining means for determining an engine torque correction amount according to a mechanism speed ratio and a transmission input rotation speed; and correcting and controlling the engine torque according to the engine torque correction amount during mode switching by the mode switching means. An engine torque control device for a vehicle with an infinitely variable speed ratio transmission, comprising: engine torque correction control means. 2. The engine torque control device for a vehicle with an infinitely variable speed ratio continuously variable transmission according to claim 1, further comprising a mode switching direction determining means for determining a switching direction between a power circulation mode and a direct connection mode. The engine torque correction control means determines that the switching from the power circulation mode to the direct connection mode has been determined and the speed ratio of the continuously variable transmission mechanism is higher than the rotational synchronization point of the power circulation mode and the direct connection mode. An engine torque control device for a vehicle with an infinitely variable speed ratio transmission, characterized by means for reducing and correcting engine torque. 3. The engine torque control device for a vehicle with an infinitely variable speed ratio continuously variable transmission according to claim 1, further comprising a mode switching direction determining means for determining a switching direction between a power circulation mode and a direct connection mode. The engine torque correction control means determines that the switching from the power circulation mode to the direct connection mode is determined and that the continuously variable transmission mechanism speed ratio is lower than the rotation synchronization point of the power circulation mode and the direct connection mode. An engine torque control device for a vehicle with an infinitely variable speed ratio transmission, characterized in that it is means for increasing and correcting engine torque. 4. The engine torque control device for a vehicle with an infinitely variable speed ratio continuously variable transmission according to claim 1, further comprising a mode switching direction determining means for determining a switching direction between a power circulation mode and a direct connection mode. The engine torque correction control means determines that the switching from the direct connection mode to the power circulation mode is performed, and that the continuously variable transmission mechanism speed ratio is higher than the rotation synchronization point of the power circulation mode and the direct connection mode. An engine torque control device for a vehicle with an infinitely variable speed ratio transmission, characterized in that it is means for increasing and correcting engine torque. 5. The engine torque control device for a vehicle with an infinitely variable gear ratio continuously variable transmission according to claim 1, further comprising a mode switching direction determining means for determining a switching direction between a power circulation mode and a direct connection mode. The engine torque correction control means determines that the switching from the direct connection mode to the power circulation mode is determined and the speed ratio of the continuously variable transmission mechanism is lower than the rotation synchronization point of the power circulation mode and the direct connection mode. An engine torque control device for a vehicle with an infinitely variable speed ratio transmission, characterized in that the device is means for reducing and correcting engine torque. 6. The engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to claim 1, wherein the engine torque correction control means changes a mode switching determination to a torque phase start time. Means for starting the engine torque correction control after a lapse of a corresponding first set time and ending the engine torque correction control after a lapse of a second set time corresponding to a torque phase end time. Engine torque control device for vehicles with continuously variable transmission. 7. The engine torque control device for a vehicle with an infinitely variable transmission according to any one of claims 1 to 5, wherein the infinitely variable transmission ratio detects a speed ratio of the continuously variable transmission. A continuously variable transmission speed ratio detecting means is provided, and the engine torque correction control means is configured such that the continuously variable transmission mechanism speed ratio is on a higher speed side than a rotation synchronization point at the time of mode switching,
In addition, the speed ratio of the infinitely variable continuously variable transmission is equal to or more than a predetermined value from the infinitely variable continuously variable transmission reference speed ratio in the power circulation mode determined by the continuously variable transmission speed ratio, and the continuously variable transmission speed is changed. The vehicle with the infinitely variable speed ratio transmission is a means for correcting and controlling the engine torque when the speed ratio is less than or equal to a predetermined value from the reference speed ratio in the direct connection mode determined by the ratio. Engine torque control device. 8. The engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to claim 1, 2, 5, 6, or 7, wherein the engine is a spark ignition engine, The engine torque control device for a vehicle with an infinitely variable speed ratio transmission, wherein the correction control means is an ignition timing control device that sets a reduction correction amount of the engine torque to an ignition timing retard amount. 9. The engine torque control device for a vehicle with an infinitely variable speed ratio transmission according to claim 1, 3, 4, 6, or 7, wherein the engine torque correction control means includes an engine torque increase correction amount. An engine torque control device for a vehicle with a continuously variable transmission with an infinite speed ratio, wherein a fuel injection amount control device uses a fuel injection amount correction coefficient as a fuel injection amount correction coefficient.