JP6151972B2 - Vehicle drive control device - Google Patents

Description

  The present invention relates to a vehicle drive control device for a hybrid vehicle in which a continuously variable transmission is provided in a power transmission system that transmits power from a plurality of driving force sources to driving wheels.

  A hybrid vehicle has been developed that has an engine and a traveling motor as driving force sources, and is provided with a continuously variable transmission in a power transmission system that transmits output torque from each driving force source to driving wheels. The continuously variable transmission includes a primary shaft that is a transmission input shaft and a secondary shaft that is a transmission output shaft. A drive belt or a drive chain as a power transmission element is mounted between a primary pulley provided on the primary shaft and a secondary pulley provided on the secondary shaft.

  The hybrid vehicle travel mode includes a motor travel mode in which only the output torque of the travel motor is transmitted to the drive wheels by stopping the engine, an engine travel mode in which only the engine output torque is transmitted to the drive wheels, and the travel motor and engine. There is a parallel running mode in which the output torque of the vehicle is transmitted to the drive wheels. A hybrid vehicle having a plurality of driving force sources and transmitting the output torque from the driving force source to the driving wheels via a continuously variable transmission is described in Patent Document 1. This hybrid vehicle has a belt-type continuously variable transmission that is controlled in accordance with input torque, and the transmission torque capacity of the continuously variable transmission is changed depending on the travel mode.

Japanese Patent No. 3835202

  In a hybrid vehicle in which a torque converter is provided in the power transmission system, an input clutch is provided between the turbine shaft of the torque converter and the primary shaft of the continuously variable transmission connected to the rotor shaft of the traveling motor. Yes. In order to supply hydraulic oil to a hydraulic system such as a continuously variable transmission, a mechanical oil pump is provided in the power transmission system. When the engine is driven, this mechanical oil pump is driven to rotate by the crankshaft of the engine to generate hydraulic pressure, and the generated hydraulic pressure is supplied to the hydraulic system. In the motor travel mode, the engine is stopped and the input clutch is released, so the mechanical oil pump is driven by the primary shaft connected to the rotor shaft of the travel motor to generate hydraulic pressure, and during regenerative braking The mechanical oil pump is driven by the drive wheels. In addition to the mechanical oil pump, an electric oil pump is provided.When the vehicle speed decreases or when the vehicle oil stops and the hydraulic pressure cannot be secured by the mechanical oil pump, the hydraulic pressure from the electric oil pump is increased. Supply to the hydraulic system.

  When a sudden brake is operated while traveling on a low μ road such as a frozen road surface in the motor travel mode and the rotation of the wheel is suddenly decelerated, the travel motor is coupled with the effect of regenerative braking by the traveling motor during deceleration. The rotation of the will drop rapidly. For this reason, the rotational speed of the mechanical oil pump connected to the rotor shaft of the traveling motor will also rapidly decrease, and the line pressure supplied to the continuously variable transmission will decrease. When the line pressure decreases, the tightening force with respect to the power transmission element such as the drive chain of the continuously variable transmission decreases, and chain slip occurs.

  In order to prevent the line pressure from decreasing, if the minimum rotational speed of the primary shaft of the continuously variable transmission is increased, the rotational speed of the mechanical oil pump can be increased and the hydraulic pressure can be secured. However, if the minimum rotation speed of the primary shaft, that is, the lower limit value of the rotation speed is increased, the fuel consumption during engine running is lowered.

  An object of the present invention is to improve the operating characteristics of a continuously variable transmission during rapid deceleration while preventing a reduction in fuel consumption during engine running.

A vehicle drive control device according to the present invention includes a continuously variable transmission having a primary shaft coupled to a rotor shaft of a travel motor and a secondary shaft coupled to drive wheels, an output shaft of an engine, and the primary shaft. A drive control device for a vehicle having an input clutch provided between them, wherein the machine is selectively driven by one of the engine and the primary shaft and discharges hydraulic pressure supplied to the continuously variable transmission Type oil pump and a travel mode for detecting whether the engine travel mode is transmitting the power of the engine to the drive wheels or a motor travel mode transmitting the power of a travel motor to the drive wheels a detection unit, a minimum primary speed when the vehicle is traveling at a motor drive mode, higher than the minimum primary speed when the vehicle travels in the engine running mode times Having a shift control unit that sets the number.

In this vehicle drive control device, the minimum primary rotational speed when the vehicle is traveling in the motor traveling mode is set to a higher rotational speed than the minimum primary rotational speed when traveling in the engine traveling mode . The hydraulic pressure supplied to the continuously variable transmission can be ensured in both the motor travel mode and the engine travel mode without increasing the primary rotational speed in the engine travel mode by driving the engine. As a result, it is possible to improve the operating characteristics of the continuously variable transmission at the time of sudden deceleration of the vehicle while preventing a decrease in fuel consumption during engine running.

It is the schematic which shows an example of the power unit provided with the drive control apparatus for vehicles which is one embodiment of this invention. It is the schematic which shows the control system of the power unit shown in FIG. It is a time chart which shows the operating state of a continuously variable transmission when a brake is operated under the state where the vehicle was traveling in the motor travel mode. FIG. 5 is a control characteristic diagram showing a control characteristic of a vehicle speed corresponding to a deceleration when a brake is operated and a minimum primary rotational speed. It is a correction characteristic diagram showing a change in the correction value of the minimum primary rotation speed according to the oil temperature of the hydraulic oil. It is a flowchart which shows the control algorithm of the minimum primary rotation speed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the power unit 10 including the vehicle drive control device includes an engine 11 and a travel motor 12 as a drive power source of the vehicle, and the travel motor 12 functions as a generator. Is a generator motor. The power unit 10 is provided with a continuously variable transmission 13, and the continuously variable transmission 13 has a primary pulley 15 provided on a primary shaft 14 and a secondary pulley 17 provided on a secondary shaft 16. One end of the primary shaft 14 is connected to the rotor shaft 18 of the traveling motor 12. The drive shaft output shaft 22 is connected to the secondary shaft 16 via an output clutch 21 formed of a fuse clutch that functions as a torque limiter. Drive wheels 25 are coupled to the drive wheel output shaft 22 via a differential mechanism 23 and an axle shaft 24.

  A torque converter 27 is provided on the crankshaft 26 of the engine 11. Between the turbine shaft 28 and the primary shaft 14 of the torque converter 27, the turbine shaft 28 and the primary shaft 14 are engaged and unengaged. An input clutch 29 for switching between the two is provided. The torque converter 27 includes a pump impeller 32 that is connected to the crankshaft 26 via a front cover 31, and a turbine runner 33 that faces the pump impeller 32 and is connected to the turbine shaft 28. The torque converter 27, which is a slip element, is provided with a lockup clutch 34 that directly connects the front cover 31 and the turbine shaft 28 in order to improve power transmission efficiency in steady running or the like.

  The input clutch 29 includes a clutch drum 35 connected to the turbine shaft 28 of the torque converter 27 and a clutch hub 36 connected to the primary shaft 14. A friction plate (not shown) is mounted in the clutch drum 35. When the clutch hub 36 and the clutch drum 35 are connected via the friction plate, the input clutch 29 is connected to the turbine shaft 28 and the primary shaft 14 as an engine output shaft. It will be in the fastening state which fastens. On the other hand, when the connection between the clutch hub 36 and the clutch drum 35 is released, the turbine shaft 28 and the primary shaft 14 are brought into an engagement release state, that is, an open state. The clutch drum 35 is provided with a piston (not shown) for pressing the friction plate, and the input clutch 29 is a hydraulic clutch. Similarly, the output clutch 21 is a hydraulic clutch.

  By controlling the input clutch 29 to the disengaged state, the primary shaft 14 and the engine 11 can be disconnected. As a result, the travel mode can be set to the motor travel mode, and the engine 11 can be stopped and only the power of the travel motor 12 can be transmitted to the drive wheels 25. On the other hand, the primary shaft 14 and the engine 11 can be connected by controlling the input clutch 29 to the engaged state. Thereby, the traveling mode can be set to the parallel traveling mode as the engine traveling mode, and the power of the traveling motor 12 and the engine 11 can be transmitted to the drive wheels 25. The engine traveling mode is not limited to the parallel traveling mode in which both the traveling motor 12 and the engine 11 are driven, and any traveling mode may be used as long as the traveling mode transmits engine power to the drive wheels 25. good. For example, as the engine travel mode, an engine travel mode in which only the engine power is transmitted to the drive wheels 25 by causing the travel motor 12 to run idle or stopping the generation of torque may be employed.

During braking of the vehicle, the rotor shaft 18 is rotationally driven by the drive wheels 25 via the continuously variable transmission 13. Thereby, regenerative energy power battery (not shown) is recovered is charged by the traveling motor 12.

  A primary chamber 37 is defined on the back side of the primary pulley 15, and a secondary chamber 38 is defined on the back side of the secondary pulley 17. A drive chain 39 is wound between the primary pulley 15 and the secondary pulley 17 as a loop-shaped power transmission element. By adjusting the primary pressure supplied to the primary chamber 37 and the secondary pressure supplied to the secondary chamber 38 to change the pulley groove width, the winding diameter of the drive chain 39 changes. Thereby, continuously variable transmission from the primary shaft 14 to the secondary shaft 16 becomes possible.

  In order to supply hydraulic oil in the oil pan 40 to the continuously variable transmission 13, the torque converter 27, the hydraulic input clutch 29, and the like, the power unit 10 is provided with a mechanical oil pump 41 and an electric oil pump 42. It has been. The mechanical oil pump 41 is selectively driven by one of the engine 11 and the primary shaft 14. The electric oil pump 42 is driven by an electric motor 43. In order to control the supply destination and pressure of the hydraulic oil, the power unit 10 is provided with a valve unit 44 constituted by a plurality of electromagnetic valves and oil passages. The hydraulic oil discharged from the mechanical oil pump 41 and the electric oil pump 42 is supplied to the primary chamber 37 and the secondary chamber 38 of the continuously variable transmission 13.

  A sprocket 46 is provided on the pump drive shaft 45 of the mechanical oil pump 41, and a sprocket 48 is provided on the one-way clutch 47 provided on the primary shaft 14. A chain 49 is spanned between both sprockets 46 and 48, and the mechanical oil pump 41 is driven to rotate by the primary shaft 14. In this way, the motor-side power transmission mechanism 50 a for driving the mechanical oil pump 41 is constituted by the two sprockets 46 and 48 and the chain 49.

  The pump drive shaft 45 is further provided with a sprocket 51, and the one-way clutch 53 provided on the hollow shaft 52 of the pump impeller 32 is provided with a sprocket 54. A chain 55 is stretched over both the sprockets 51 and 54, and the mechanical oil pump 41 is rotationally driven by the crankshaft 26 of the engine 11. As described above, the engine-side power transmission mechanism 50 b for driving the mechanical oil pump 41 is constituted by the two sprockets 51 and 54 and the chain 55. Each power transmission mechanism 50a, 50b may be a gear drive instead of the chain drive.

  The one-way clutch 47 transmits power to the mechanical oil pump 41 from the primary shaft 14 that rotates in the forward direction, while blocking power transmission in the opposite direction. Similarly, the one-way clutch 53 transmits power to the mechanical oil pump 41 from the hollow shaft 52 that rotates in the forward direction, while blocking power transmission in the opposite direction. When the sprocket 46 of the power transmission mechanism 50a on the motor side rotates faster than the sprocket 51 of the power transmission mechanism 50b on the engine side, the mechanical oil pump 41 is driven by the primary shaft 14 on the traveling motor 12 side. When the sprocket 51 rotates faster than the sprocket 46, the mechanical oil pump 41 is driven by the hollow shaft 52 on the engine 11 side. The forward rotation direction of the primary shaft 14 is the rotation direction of the primary shaft 14 during forward travel. The forward rotation direction of the hollow shaft 52 is the rotation direction of the crankshaft 26 when the engine is driven.

  The rotation ratio between the sprocket 54 and the sprocket 51 in the engine-side power transmission mechanism 50b, that is, the sprocket ratio σe is set to be larger than the sprocket ratio σm between the sprocket 48 and the sprocket 46 in the motor-side power transmission mechanism 50a. Therefore, for example, if the sprocket ratio of the power transmission mechanism 50b on the engine side is 1.1 and the sprocket ratio of the power transmission mechanism 50a on the motor side is 0.9, the sprocket 51 is used when the hollow shaft 52 has a rotation speed of 1000 rpm. Is driven at a rotational speed of 1100 rpm. On the other hand, when the primary shaft 14 has a rotation speed of 1000 rpm, the sprocket 46 is driven at a rotation speed of 900 rpm.

  As described above, the mechanical oil pump 41 has a structure driven by the primary shaft 14 on the traveling motor 12 side and a structure driven by the hollow shaft 52 on the engine 11 side. Accordingly, in the parallel traveling mode in which the engine 11 is driven, the mechanical oil pump 41 can be driven by the engine 11, and the hydraulic oil can be supplied from the mechanical oil pump 41 to the valve unit 44. . Even in the motor travel mode in which the engine 11 is stopped, the mechanical oil pump 41 can be driven by the primary shaft 14 when the vehicle travels with the primary shaft 14 rotating. On the other hand, in the motor travel mode, when the rotational speed of the primary shaft 14 falls below a predetermined value as the vehicle speed decreases, the discharge pressure decreases due to the decrease in the rotational speed of the mechanical oil pump 41. To drive. When the rotational speed of the primary shaft 14 exceeds a predetermined value as the vehicle speed increases in the motor travel mode, the discharge pressure is recovered due to the increase in the rotational speed of the mechanical oil pump 41, so that the electric oil pump 42 is stopped. . As described above, when the discharge pressure of the mechanical oil pump 41 is reduced, the hydraulic oil can be always supplied to the valve unit 44 by driving the electric oil pump 42, and the hydraulic system for controlling the continuously variable transmission 13 and the like. It is possible to secure the line pressure that is the basic hydraulic pressure. Even when the vehicle is stopped in the motor travel mode, the drive state of the electric oil pump 42 is continued to ensure the hydraulic system line pressure.

  As shown in FIG. 1, the primary rotation sensor 61 for detecting the rotation speed of the primary shaft 14, that is, the rotation speed, the secondary rotation sensor 62 for detecting the rotation speed of the secondary shaft 16, and the traveling motor 12. A motor rotation sensor 63 for detecting the rotation speed of the rotor shaft 18 is provided in the power unit 10. Further, the power unit 10 is provided with a vehicle speed sensor 64 that detects the rotational speed of the drive wheels 25, that is, the vehicle speed, and an oil temperature sensor 65 that detects the temperature of the hydraulic oil in the oil pan 40.

  FIG. 2 is a block diagram showing a control system of the power unit 10 shown in FIG. The control unit 60 receives detection signals from the primary rotation sensor 61, the secondary rotation sensor 62, the motor rotation sensor 63, the vehicle speed sensor 64, and the oil temperature sensor 65 described above. Furthermore, a signal from a brake switch 66 that detects that the brake pedal has been operated is sent to the control unit 60. A control signal is sent from the control unit 60 to a shift-up electromagnetic valve 67 and a shift-down electromagnetic valve 68 provided in the valve unit 44. By changing the duty ratio of the drive signal supplied to the solenoid of the speed-up solenoid valve 67, the speed ratio of the continuously variable transmission 13 is adjusted to the upshift side, that is, the high speed side. On the other hand, by changing the duty ratio of the drive signal supplied to the shift down solenoid valve 68, the shift ratio is adjusted to the downshift side, that is, the low speed side. Further, a drive signal is sent from the control unit 60 to the electric motor 43 that drives the electric oil pump 42.

  The control unit 60 includes a CPU that calculates a control signal, a control program, a memory that stores arithmetic expressions and map data, and a memory that temporarily stores data. The control unit 60, for example, based on a signal from the vehicle speed sensor 64, a deceleration detection unit that detects the speed and deceleration of the vehicle, a travel mode detection unit that detects a travel mode, and a minimum primary depending on the travel mode It has a function as a speed change control unit that sets the minimum primary rotational speed of the primary shaft 14 based on the deceleration by varying the rotational speed. The control unit 60 has a function of calculating the rotational speed of the mechanical oil pump 41 based on a signal from the primary rotational speed sensor 61.

  FIG. 3 is a time chart showing an operating state of the continuously variable transmission 13 when the brake is operated under the state where the vehicle is traveling in the motor traveling mode, that is, the EV traveling mode. FIG. 4 is a control characteristic diagram showing control characteristics of the vehicle speed V corresponding to the deceleration when the brake is operated and the minimum primary rotational speed Npo. FIG. 5 is a correction characteristic diagram showing a change in the correction value of the minimum primary rotational speed Npo according to the oil temperature T of the hydraulic oil. These characteristic diagrams are stored in the memory as map data.

  In FIG. 4, the negative acceleration applied to the vehicle by the operation of the brake, that is, the larger deceleration is shown on the upper side, and when traveling in the engine traveling mode and when traveling in the motor traveling mode The minimum primary rotational speed Npo is made different. As shown in FIG. 4, when the brake is operated under the condition of running in the engine running mode, the minimum primary rotational speed Npo is set according to the vehicle speed and deceleration as shown by broken lines E0 to E3. Is set. On the other hand, when the brake is operated under the condition of traveling in the motor traveling mode, the minimum primary rotational speed Npo is set according to the vehicle speed and deceleration as indicated by the solid lines M0 to M3. If the minimum primary rotational speed Npo is set to the same value in the motor travel mode and the engine travel mode, the sprocket ratio σm of the motor-side power transmission mechanism 50a is smaller than the sprocket ratio σe of the engine-side power transmission mechanism 50b. In the motor travel mode, the rotational speed of the mechanical oil pump 41 is lower than in the engine travel mode. On the other hand, as described above, the discharge pressure of the mechanical oil pump 41 is increased even in the motor travel mode by making the minimum primary rotation speed Npo different between the motor travel mode and the engine travel mode. The line pressure supplied to the step transmission 13 can be increased.

  The broken line E0 is the minimum primary speed Npo when the deceleration is zero when traveling in the engine traveling mode, that is, the constant primary speed, and the broken lines E1 to E3 are the minimum when the deceleration sequentially increases. Primary rotation speed Npo is shown. The solid line M0 indicates the minimum primary rotational speed Npo when the deceleration is zero when traveling in the motor traveling mode, and the solid lines M1 to M3 indicate the minimum primary rotational speed Npo when the deceleration sequentially increases. . As shown in FIG. 4, in both the engine travel mode and the motor travel mode, the minimum primary rotational speed Npo is set to increase as the deceleration during vehicle deceleration increases and as the vehicle speed increases.

And if the deceleration in the engine running mode is zero as shown by the broken line E0, the deceleration in the motor drive mode, as shown by the solid line M0 compares the case of zero, a minimum primary speed towards the engine running mode Npo is set on the low speed side, and the minimum primary rotational speed is set on the high speed side in the motor travel mode . As a result, the line pressure in the motor travel mode can be increased without increasing the minimum primary rotational speed Npo in the engine travel mode, so that the engine can be prevented from slipping in the pulley and the drive chain in any travel mode. The fuel consumption at the time of driving can be improved.

  When the deceleration increases, as indicated by characteristic lines E2, E3, M2, and M3, the minimum primary rotational speed Npo is set to be substantially the same in the engine travel mode and the motor travel mode. As a result, when the deceleration increases, the speed ratio ε is reliably shifted to the low speed side, the rotational speed of the primary pulley 15 increases, and the operating characteristics of the continuously variable transmission 13 during sudden deceleration are improved. Can do.

  As shown in FIG. 5, when the oil temperature T of the hydraulic oil in the oil pan 40 increases, the minimum primary rotation speed Npo is corrected so as to increase the minimum primary rotation speed Npo. When the oil temperature T increases, the viscosity of the hydraulic oil decreases, and the amount of hydraulic oil leaking from the hydraulic system tends to increase. However, when the oil temperature T increases, the minimum primary rotational speed Npo is increased, so A decrease in hydraulic pressure of the hydraulic oil supplied to the step transmission 13 can be prevented.

  The horizontal axis of FIG. 5 shows the range of the oil temperature T of, for example, an oil temperature of about 80 to 130 ° C., and the vertical axis shows a correction value of 100 to 107%. In FIG. 5, the broken line indicates the correction value Fe in the engine travel mode, and the solid line indicates the correction value Fm in the motor travel mode. The respective correction values Fe and Fm are corrected step by step so that the minimum primary rotational speed Npo shown in FIG. 4 increases as the oil temperature T increases. 4 and 5 show characteristic diagrams stored in the memory as map data, but an arithmetic expression corresponding to the characteristic diagrams may be stored in the memory. The correction values Fe and Fm may be changed linearly as the oil temperature T rises without being changed stepwise.

  FIG. 6 is a flowchart showing an algorithm of drive control in the vehicle drive control device. In step S1, it is determined whether the motor travel mode (EV travel) or the engine travel mode (engine travel). When it is determined that the vehicle is traveling in the EV mode, map data of the minimum primary rotational speed Npo for EV traveling is read in step S2, and in step S3, the oil temperature correction map data is obtained based on the oil temperature T of the hydraulic oil. Read out. Thereby, the minimum primary rotation speed Npo is set in step S4. On the other hand, when it is determined in step S1 that the engine is traveling, steps S5 and S6 are executed to set the minimum primary rotational speed Npo during engine traveling. In this way, the minimum primary rotational speed Npo of the continuously variable transmission 13 is set to a value different between when the engine is traveling and when the motor is traveling, and in any of the traveling modes, the tightening force with respect to the drive chain as a power transmission element It is possible to improve the operating characteristics of the continuously variable transmission 13 by preventing the occurrence of chain slip due to the decrease in the speed.

  When the brake is operated by the vehicle drive control device having the characteristics shown in FIGS. 4 and 5 while the vehicle is running in the motor running mode, the minimum primary rotational speed Npo is as shown in FIG. Controlled.

  If the brake is depressed while the motor is running, the brake switch is turned on and the vehicle speed decreases. The deceleration at this time is calculated by the control unit 60 from the amount of change in the vehicle speed per unit time by a signal from the vehicle speed sensor 64, for example. The minimum primary rotational speed Npo is set larger than the case where the deceleration is zero according to the vehicle speed and the deceleration obtained from the signal from the vehicle speed sensor 64. Thereby, since the rotation speed of the mechanical oil pump 41 can be increased, the hydraulic pressure of the hydraulic oil supplied to the continuously variable transmission 13 can be ensured.

  In FIG. 3, the minimum primary speed Npo is changed as indicated by a broken line in accordance with the change in deceleration from when the brake switch is turned on until the vehicle stops, and as a result, the actual primary speed Np is indicated by a solid line. As shown, the changed state is shown. As a result, the rotational speed Nm of the mechanical oil pump 41 changes at a rotational speed corresponding to the rotational speed of the actual primary pulley, as shown in FIG. When the vehicle is decelerated, the speed ratio ε of the continuously variable transmission 13 is controlled to the low speed side.

  The electric oil pump 42 is driven by the electric motor 43 when the vehicle speed decreases as the vehicle decelerates and the rotational speed Nm of the mechanical oil pump 41 falls below a predetermined threshold. FIG. 3 shows a state in which the oil temperature T of the hydraulic oil is increased and the minimum primary rotational speed Npo is set higher while the vehicle is stopped.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the continuously variable transmission 13 uses a drive chain 39 as a power transmission element, but may be a belt-type continuously variable transmission.

DESCRIPTION OF SYMBOLS 10 Power unit 11 Engine 12 Driving motor 13 Continuously variable transmission 14 Primary shaft 16 Secondary shaft 17 Secondary pulley 27 Torque converter 29 Input clutch 37 Primary chamber 38 Secondary chamber 39 Drive chain 41 Mechanical oil pump 42 Electric oil pump 43 Electric motor 44 Valve unit 45 Pump drive shaft 60 Control unit 61 Primary rotation sensor 62 Secondary rotation sensor 63 Motor rotation sensor 64 Vehicle speed sensor 65 Oil temperature sensor

Claims (6)

A continuously variable transmission having a primary shaft coupled to a rotor shaft of a traveling motor and a secondary shaft coupled to a drive wheel, and an input clutch provided between an output shaft of the engine and the primary shaft A vehicle drive control device comprising:
A mechanical oil pump that is selectively driven by one of the engine and the primary shaft and that discharges hydraulic pressure supplied to the continuously variable transmission;
A travel mode detector that detects whether the engine is in an engine travel mode in which power of the engine is transmitted to the drive wheels or a motor travel mode in which power of a travel motor is transmitted to the drive wheels;
A shift control unit that sets a minimum primary rotational speed when the vehicle is traveling in the motor traveling mode to a rotational speed higher than the minimum primary rotational speed when traveling in the engine traveling mode ;
A vehicle drive control device comprising: The vehicle drive control device according to claim 1 , further comprising a deceleration detection unit that detects a deceleration of the vehicle, and based on the deceleration detected by the deceleration detection unit when the vehicle decelerates, A vehicle drive control device that sets a primary rotational speed. 3. The vehicle drive control device according to claim 2 , wherein the minimum primary rotational speed is set to a higher value as the deceleration is larger and the vehicle speed is higher. The vehicle drive control device according to any one of claims 1 to 3 , wherein the minimum primary rotational speed is increased as the temperature of the hydraulic pressure supplied to the continuously variable transmission increases. Control device. The vehicle drive control device according to any one of claims 1 to 4 , further comprising an electric oil pump that discharges hydraulic pressure that is driven by an electric motor and is supplied to the continuously variable transmission. A vehicle drive control device configured to drive the electric oil pump when the number of rotations of the oil pump becomes a predetermined threshold value or less. The vehicle drive control device according to any one of claims 1 to 5 , wherein a gear ratio of the continuously variable transmission is changed to a low speed side when the vehicle is decelerated.

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