Control device

Abstract

A control device (100) of a vehicle (1) performs virtual transmission control for controlling an engine rotation speed to a first rotation speed corresponding to a vehicle speed and a plurality of virtual transmission lines when the vehicle (1) travels by power of a motor (MOT) in a state where clutches (CL1, CL2) are cut off, and controls the engine rotation speed to a second rotation speed corresponding to the vehicle speed when the vehicle 1 travels by power of an engine (ENG) in a state where the clutches (CL1, CL2) are connected. Each of the plurality of virtual transmission lines defines an engine rotation speed related to the corresponding vehicle speed, and, in a state where the clutches (CL1, CL2) are connected, the relationship between the vehicle speed and the engine rotation speed lies on a non-single rotation speed line that does not match the relationship between the vehicle speed and the engine rotation speed in any one of the plurality of virtual transmission lines.

Description

Control device 【0001】 The present invention relates to a control device for a moving body. 【0002】 In recent years, as specific measures against global climate change, efforts have been actively made to realize a low-carbon society or a decarbonized society. In moving bodies such as automobiles, reduction of CO2 emissions and improvement of energy efficiency are required, and research and development on electrification technologies for electrifying their drive sources have been carried out. 【0003】 As an example of an electrification technology for automobiles, hybrid electric vehicles are known. Hybrid electric vehicles are roughly classified into two types: a series type and a parallel type. A series-type hybrid electric vehicle generates electricity in a generator by the power of an internal combustion engine, supplies the generated electricity to an electric motor, and runs by the power output from the electric motor. On the other hand, a parallel-type hybrid electric vehicle runs by the power output from at least one of an internal combustion engine and an electric motor. 【0004】 Furthermore, there is also a hybrid electric vehicle capable of switching between both the series type and the parallel type. Such a hybrid electric vehicle that can switch between both types switches the power transmission system to a configuration of either the series type or the parallel type by setting the connection / disconnection means (for example, a clutch) to a connected state (or engaged) or a disconnected state (or disengaged). 【0005】 Also, in Patent Document 1 below, in order to give a user (for example, a driver) who is familiar with a vehicle having an engine and a transmission a driving feeling without discomfort during series driving, a technique is disclosed in which the engine speed is controlled so that an engine speed fluctuation similar to that of a vehicle having an engine and a transmission occurs. 【0006】 Japanese Patent Application Laid-Open No. 2010-173389 【0007】However, conventional technology has not considered using a virtual gear shift line that pre-determines the rotational speed of the prime mover (e.g., engine speed) corresponding to each movement speed to perform virtual gear shift control. Therefore, there was room for improvement from the perspective of enhancing the marketability of mobile devices that perform virtual gear shift control using such a virtual gear shift line. 【0008】 The present invention provides a control device for a mobile body that can improve the marketability of a mobile body by performing virtual speed control using a virtual speed curve in which the rotational speed of the prime mover corresponding to each travel speed is predetermined. 【0009】 The present invention relates to a control device for controlling a moving body comprising: a prime mover; a first electric motor mechanically connected to the prime mover; a second electric motor mechanically connected to an output unit that outputs driving force; and a disconnection means for switching between a connected state in which the prime mover and the output unit are mechanically connected and a disconnected state in which they are mechanically disconnected, wherein the control device performs virtual speed control to control the rotational speed of the prime mover to a first rotational speed corresponding to the moving speed of the moving body and a predetermined number of virtual speed lines when the disconnection means is in the disconnected state and the moving body is moved by the braking force of the prime mover, wherein the rotational speed of the prime mover is controlled to a second rotational speed corresponding to the moving speed of the moving body, and each of the multiple virtual speed lines defines the rotational speed of the prime mover corresponding to each moving speed. The control device is such that when the disconnection means is in the connected state, the relationship between the moving speed and the rotational speed is located on a non-identical rotational speed line that does not match the relationship between the moving speed and the rotational speed on any of the multiple virtual speed lines. 【0010】 According to the present invention, it is possible to provide a control device that can improve the marketability of a mobile device that performs virtual speed control using a predetermined virtual speed shift line. 【0011】This figure shows the schematic configuration of a vehicle equipped with a control device according to one embodiment of the present invention. This figure shows the contents of each driving mode that the vehicle of this embodiment can take. This is a block diagram showing the functional configuration of the control device of this embodiment. This figure shows a first example of a plurality of virtual gear shift lines and non-uniform rotational speed lines. This figure shows a second example of a plurality of virtual gear shift lines and non-uniform rotational speed lines. This figure shows a first and second example of control performed with respect to virtual gear shift control and driving mode transitions. This figure shows a third and fourth example of control performed with respect to virtual gear shift control and driving mode transitions. This figure shows a fifth example of control performed with respect to virtual gear shift control and driving mode transitions. This figure shows a sixth example of control performed with respect to virtual gear shift control and driving mode transitions. 【0012】 Hereinafter, one embodiment of the control device of the present invention will be described in detail with reference to the drawings. 【0013】 First, with reference to Figure 1, a vehicle equipped with the control device of this embodiment will be described. As shown in Figure 1, the vehicle 1 of this embodiment is an example of a mobile body in the present invention, and comprises a drive device 10 that outputs the driving force of the vehicle 1, and a control device 100 that controls the entire vehicle 1 including the drive device 10. 【0014】 [Drive System] As shown in Figure 1, the drive system 10 comprises an engine ENG, a generator GEN, a motor MOT, a transmission T, and a case 11 that houses the generator GEN, motor MOT, and transmission T. The motor MOT and generator GEN are connected to the battery BAT of the vehicle 1, enabling power supply from the battery BAT and energy regeneration to the battery BAT. 【0015】 [Transmission] The case 11 is provided with a transmission housing chamber 11a for housing the transmission T, and a motor housing chamber 11b for housing the motor MOT and generator GEN, arranged axially from the engine ENG side. 【0016】 The transmission housing chamber 11a houses the input shaft 21, generator shaft 23, motor shaft 25, and counter shaft 27, which are arranged parallel to each other, as well as the differential mechanism D. 【0017】The input shaft 21 is arranged coaxially with the crankshaft 12 of the engine ENG. The driving force of the crankshaft 12 is transmitted to the input shaft 21 via a damper (not shown). The input shaft 21 is provided with a generator drive gear 32, which constitutes the generator gear train Gg. 【0018】 The input shaft 21 is provided with a low-speed drive gear 34 on the engine side via a first clutch CL1, which constitutes the low-speed engine gear train GLo, and on the opposite side from the engine side (hereinafter referred to as the motor side), a high-speed drive gear 36 is provided, which constitutes the high-speed engine gear train GHi. The first clutch CL1 is a hydraulic clutch for removably connecting the input shaft 21 and the low-speed drive gear 34, and is a so-called multi-plate friction clutch. 【0019】 The generator shaft 23 is provided with a generator driven gear 40 that meshes with a generator drive gear 32. The generator drive gear 32 on the input shaft 21 and the generator driven gear 40 on the generator shaft 23 form a generator gear train Gg for transmitting the rotation of the input shaft 21 to the generator shaft 23. The generator GEN is located on the motor side of the generator shaft 23. The generator GEN comprises a rotor R fixed to the generator shaft 23 and a stator S fixed to the case 11 and positioned opposite the outer diameter side of the rotor R. 【0020】 The rotation of the input shaft 21 is transmitted to the generator shaft 23 via the generator gear train Gg, causing the rotor R of the generator GEN to rotate with the rotation of the generator shaft 23. As a result, when the engine ENG is running, the power from the engine ENG input from the input shaft 21 can be converted into electricity by the generator GEN. 【0021】The motor shaft 25 is provided with a motor drive gear 52, which constitutes the motor gear train Gm. The motor MOT is positioned on the motor shaft 25, closer to the motor than the motor drive gear 52. The motor MOT comprises a rotor R fixed to the motor shaft 25 and a stator S fixed to the case 11 and positioned opposite the outer diameter side of the rotor R. 【0022】 The counter shaft 27 is provided with, in order from the engine side, a low-speed driven gear 60 that meshes with a low-speed drive gear 34, an output gear 62 that meshes with the ring gear 70 of the differential mechanism D, a high-speed driven gear 64 that meshes with the high-speed drive gear 36 of the input shaft 21 via a second clutch CL2, and a motor driven gear 66 that meshes with the motor drive gear 52 of the motor shaft 25. The second clutch CL2 is a hydraulic clutch for removably connecting the counter shaft 27 and the high-speed driven gear 64, and is a so-called multi-plate friction clutch. 【0023】 The low-speed drive gear 34 of the input shaft 21 and the low-speed driven gear 60 of the counter shaft 27 form a low-speed engine gear train GLo for transmitting the rotation of the input shaft 21 to the counter shaft 27. In addition, the high-speed drive gear 36 of the input shaft 21 and the high-speed driven gear 64 of the counter shaft 27 form a high-speed engine gear train GHi for transmitting the rotation of the input shaft 21 to the counter shaft 27. Here, the low-speed engine gear train GLo, which includes the low-speed drive gear 34 and the low-speed driven gear 60, has a larger reduction ratio than the high-speed engine gear train GHi, which includes the high-speed drive gear 36 and the high-speed driven gear 64. 【0024】Therefore, when the engine ENG is driven, the first clutch CL1 is engaged and the second clutch CL2 is released, so the engine's driving force is transmitted to the countershaft 27 via the low-speed engine gear train GLo at a large reduction ratio. On the other hand, when the engine ENG is driven, the first clutch CL1 is released and the second clutch CL2 is engaged, so the engine's driving force is transmitted to the countershaft 27 via the high-speed engine gear train GHi at a small reduction ratio. Note that the first clutch CL1 and the second clutch CL2 are never engaged simultaneously. 【0025】 Furthermore, the motor drive gear 52 of the motor shaft 25 and the motor driven gear 66 of the counter shaft 27 constitute a motor gear train Gm for transmitting the rotation of the input shaft 21 of the motor shaft 25 to the counter shaft 27. When the rotor R of the motor MOT rotates, the rotation of the input shaft 21 is transmitted to the counter shaft 27 via the motor gear train Gm. As a result, when the motor MOT is driven, the driving force of the motor MOT is transmitted to the counter shaft 27 via the motor gear train Gm. 【0026】 Furthermore, the output gear 62 of the counter shaft 27 and the ring gear 70 of the differential mechanism D form a final gear train Gf for transmitting the rotation of the counter shaft 27 to the differential mechanism D. Therefore, the driving force of the motor MOT input to the counter shaft 27 via the motor gear train Gm, the driving force of the engine ENG input to the counter shaft 27 via the low-speed engine gear train GLo, and the driving force of the engine ENG input to the counter shaft 27 via the high-speed engine gear train GHi are transmitted to the differential mechanism D via the final gear train Gf, and then transmitted from the differential mechanism D to the axle DS. As a result, the driving force for the vehicle 1 to move is output via the pair of drive wheels DW provided at both ends of the axle DS. 【0027】The first clutch CL1 and the second clutch CL2 described above are examples of connection and disconnection means in the present invention. Specifically, by engaging either the first clutch CL1 or the second clutch CL2, the power transmission path between the engine ENG (prime mover) and the axle DS and drive wheel DW (output unit) is mechanically connected. Conversely, by releasing both the first clutch CL1 and the second clutch CL2, the power transmission path between the engine ENG (prime mover) and the axle DS and drive wheel DW (output unit) is mechanically disconnected. Therefore, the first clutch CL1 and the second clutch CL2 serve as connection and disconnection means for switching between the above-described connected and disconnected states. 【0028】 The drive unit 10 configured in this way has a power transmission path that transmits the driving force of the motor MOT to the axle DS and drive wheels DW, a low-speed power transmission path that transmits the driving force of the engine ENG to the axle DS and drive wheels DW, and a high-speed power transmission path that transmits the driving force of the engine ENG to the axle DS and drive wheels DW. As a result, the vehicle 1 equipped with the drive unit 10 can take on multiple driving modes, such as an EV driving mode and a hybrid driving mode, which are driven by the power output of the motor MOT, and a low-speed engine driving mode and a high-speed engine driving mode, which are driven by the power output of the engine ENG, as will be described later. 【0029】 The control device 100 acquires vehicle information about the vehicle 1 based on detection signals and the like received from various sensors equipped on the vehicle 1, and controls the drive unit 10 based on the acquired vehicle information. 【0030】Here, the vehicle information includes information indicating the driving state of vehicle 1. For example, the vehicle information includes information indicating the driving state of vehicle 1, such as the speed of vehicle 1 (hereinafter also referred to as vehicle speed), the AP opening degree indicating the amount of operation on the accelerator pedal of vehicle 1 (i.e., accelerator position), the required driving force of vehicle 1 derived from the AP opening degree, etc., and the rotational speed of the engine ENG per unit time (i.e., rotational speed; hereinafter simply referred to as engine speed). The vehicle information also further includes battery information relating to the battery BAT of vehicle 1. The battery information includes, for example, information indicating the SOC (state of charge) of the battery BAT. 【0031】 The control device 100 controls the drive unit 10 based on vehicle information, thereby driving the vehicle 1 in one of the multiple driving modes that the vehicle 1 can take. When controlling the drive unit 10, the control device 100 controls the output of power from the engine by controlling the supply of fuel to the engine, controls the output of power from the motor by controlling the supply of power to the motor, and controls the power generated by the generator (e.g., output voltage) by controlling the field current flowing through the coil of the generator. 【0032】 Furthermore, when controlling the drive device 10, the control device 100 releases or engages the first clutch CL1 by controlling an actuator (not shown) that operates the first clutch CL1. Similarly, the control device 100 releases or engages the second clutch CL2 by controlling an actuator (not shown) that operates the second clutch CL2. 【0033】 In this way, the control device 100 controls the engine ENG, generator GEN, motor MOT, first clutch CL1, and second clutch CL2, thereby enabling the vehicle 1 to run in one of the multiple driving modes that the vehicle 1 can take. Note that the control device 100 is an example of a control device in the present invention and can be implemented, for example, by an ECU (Electronic Control Unit) equipped with a processor, memory, interface, etc. 【0034】 [Driving Modes the Vehicle Can Take] Next, with reference to Figure 2, the driving modes that vehicle 1 can take will be described. In Figure 2, as shown in the driving mode table Ta, vehicle 1 can take on multiple driving modes, including EV driving mode, hybrid driving mode, low-speed engine driving mode, and high-speed engine driving mode. 【0035】 [EV Driving Mode] The EV driving mode is a driving mode in which power is supplied to the motor MOT from the battery BAT, and the vehicle 1 is driven by the power output by the motor MOT in response to this power. 【0036】 To explain in more detail, in EV driving mode, the control device 100 disengages both the first clutch CL1 and the second clutch CL2. Therefore, the disconnection means composed of the first clutch CL1 and the second clutch CL2 is in a disconnected state. Also, in EV driving mode, the control device 100 stops the injection of fuel into the engine ENG (performing a so-called fuel cut) and stops the output of power from the engine ENG. Furthermore, in EV driving mode, the control device 100 supplies power to the motor MOT from the battery BAT and causes the motor MOT to output power corresponding to this power (illustrated as "battery-driven motor"). As a result, in EV driving mode, the vehicle 1 moves using the power output by the motor MOT according to the power supplied from the battery BAT. 【0037】 In EV driving mode, as mentioned above, the power output from the engine ENG is stopped, and both the first clutch CL1 and the second clutch CL2 are released. Therefore, in EV driving mode, no power is input to the generator GEN, and no power is generated by the generator GEN (illustrated as "Generator power generation stopped"). 【0038】 [Hybrid Driving Mode] The hybrid driving mode is a driving mode in which power is supplied to the motor MOT from at least the generator GEN, and the vehicle 1 is driven by the power output by the motor MOT in response to this power. 【0039】Specifically, in hybrid driving mode, the control device 100 disengages both the first clutch CL1 and the second clutch CL2. Therefore, the disconnection means composed of the first clutch CL1 and the second clutch CL2 is in a disconnected state. Also in hybrid driving mode, the control device 100 injects fuel into the engine ENG to output power from the engine ENG. The power output from the engine ENG is input to the generator GEN via the generator gear train Gg. As a result, the generator GEN generates electricity. 【0040】 In hybrid driving mode, the control device 100 supplies power generated by the generator GEN to the motor MOT, causing the motor MOT to output power corresponding to this power (illustrated as "motor-generator driven"). The power supplied from the generator GEN to the motor MOT is greater than the power supplied from the battery BAT to the motor MOT. Therefore, in hybrid driving mode, the power output from the motor MOT (driving force of the motor MOT) can be increased compared to EV driving mode, and a larger driving force can be obtained as the driving force of the vehicle 1. 【0041】 In hybrid driving mode, the control device 100 may also supply power from the battery BAT to the motor MOT as needed. That is, in hybrid driving mode, the control device 100 may supply power to the motor MOT from both the generator GEN and the battery BAT. This increases the power supplied to the motor MOT compared to when power is supplied to the motor MOT by the generator GEN alone, and allows for even greater driving force to be obtained as the driving force of the vehicle 1. 【0042】Also, even in the hybrid driving mode, in order to provide a natural feeling in which the vehicle speed and the engine operation sound of the engine ENG are interlocked to the user (for example, the driver) who is the occupant of the vehicle 1, the control device 100 performs control of the vehicle speed and the engine speed (first rotational speed) according to a plurality of virtual shift lines as described later, that is, virtual shift control. The virtual shift control in such a hybrid driving mode will be described later. 【0043】 [Low-speed side engine driving mode] The low-speed side engine driving mode is a driving mode in which the power output from the engine ENG is transmitted to the drive wheels DW by the low-speed side power transmission path to drive the vehicle 1. 【0044】 Specifically, in the case of the low-speed side engine driving mode, the control device 100 injects fuel into the engine ENG to output power from the engine ENG. Also, in the case of the low-speed side engine driving mode, the control device 100 engages the first clutch CL1 while releasing the second clutch CL2. Therefore, the connection / disconnection means composed of the first clutch CL1 and the second clutch CL2 becomes connected via the first clutch CL1. As a result, in the low-speed side engine driving mode, the power output from the engine ENG is transmitted to the drive wheels DW via the low-speed side engine gear train GLo, the final gear train Gf, and the differential mechanism D, and the vehicle 1 travels. 【0045】Furthermore, in the low-speed engine driving mode, the power output from the engine ENG is also input to the generator GEN via the generator gear train Gg, but the generator GEN is controlled not to generate electricity. For example, in the low-speed engine driving mode, the switching element provided in the power transmission path between the generator GEN and the battery BAT (for example, the switching element of the inverter device provided between the generator GEN and the battery BAT) is turned off, thereby controlling the generator GEN not to generate electricity. This reduces the losses caused by the generator GEN generating electricity in the low-speed engine driving mode, and also reduces the amount of heat generated by the generator GEN, etc. In addition, in the low-speed engine driving mode, when the vehicle 1 is braking, regenerative power generation by the motor MOT may be performed to charge the battery BAT with the generated electricity. 【0046】 In addition, in the low-speed engine driving mode, the control device 100 stops supplying power to the motor MOT, for example, and stops the power output from the motor MOT. This reduces the load on the motor MOT and decreases the amount of heat generated by the motor MOT in the low-speed engine driving mode. 【0047】 Furthermore, in the low-speed engine driving mode, the control device 100 may supply power from the battery BAT to the motor MOT as needed. This allows the vehicle 1 to be driven using the power output by the motor MOT powered by the power supplied from the battery BAT in the low-speed engine driving mode, resulting in a greater driving force for the vehicle 1 compared to when the vehicle 1 is driven solely by the engine ENG power. 【0048】Also, in the case of the low-speed side engine running mode, the control device 100 may supply power from the motor MOT to the battery BAT as needed (that is, the motor MOT generates electricity). As a result, even in the low-speed side engine running mode, it becomes possible to charge the battery BAT with the power generated by the motor MOT. Therefore, compared to the case where the vehicle 1 is driven only by the power of the engine ENG, by adjusting the load on the engine ENG by the motor MOT, the fuel consumption rate of the engine ENG can be reduced, and the remaining amount of the battery BAT can be maintained at the target value (in other words, the remaining amount of the battery BAT can be ensured). 【0049】 [High-speed side engine running mode] The high-speed side engine running mode is a running mode in which the power output by the engine ENG is transmitted to the drive wheels DW through the high-speed side power transmission path to drive the vehicle 1. 【0050】 Specifically, in the case of the high-speed side engine running mode, the control device 100 injects fuel into the engine ENG to output power from the engine ENG. Also, in the case of the high-speed side engine running mode, the control device 100 engages the second clutch CL2 while releasing the first clutch CL1. Therefore, the connection and disconnection means composed of the first clutch CL1 and the second clutch CL2 becomes connected via the second clutch CL2. As a result, in the high-speed side engine running mode, the power output from the engine ENG is transmitted to the drive wheels DW through the high-speed side engine gear train GHi, the final gear train Gf, and the differential mechanism D, and the vehicle 1 runs. 【0051】Furthermore, even in the high-speed engine driving mode, the power output from the engine ENG is input to the generator GEN via the generator gear train Gg, but the generator GEN is controlled not to generate electricity. This reduces the losses caused by the generator GEN generating electricity in the high-speed engine driving mode, and also reduces the amount of heat generated by the generator GEN, etc. In addition, even in the high-speed engine driving mode, when the vehicle 1 is braking, regenerative power generation by the motor MOT may be performed to charge the battery BAT with the generated electricity. 【0052】 In the high-speed engine driving mode, the control device 100, for example, stops supplying power to the motor MOT and stops the power output from the motor MOT. This reduces the load on the motor MOT and decreases the amount of heat generated by the motor MOT in the high-speed engine driving mode. 【0053】 Furthermore, in the high-speed engine driving mode, the control device 100 may supply power from the battery BAT to the motor MOT as needed. This allows the vehicle 1 to be driven using the power output by the motor MOT powered by the power supplied from the battery BAT in the high-speed engine driving mode, resulting in a greater driving force for the vehicle 1 compared to when the vehicle 1 is driven solely by the power of the engine ENG. 【0054】 Furthermore, in the high-speed engine driving mode, the control device 100 may supply power from the motor MOT to the battery BAT as needed (i.e., the motor MOT generates power). This makes it possible to charge the battery BAT with the power generated by the motor MOT, even in the high-speed engine driving mode. Therefore, compared to when the vehicle 1 is driven solely by the power of the engine EN, the fuel consumption rate of the engine EN can be reduced by adjusting the load on the engine EN with the motor MOT, and the remaining battery BAT level can be maintained at the target value (in other words, the remaining battery BAT level can be secured). 【0055】Furthermore, in the low-speed or high-speed engine driving mode described above, when the first clutch CL1 or the second clutch CL2 is engaged, that is, when the vehicle 1 is running with the disconnection means engaged, the control device 100 controls the rotational speed of the engine ENG to an engine speed (second rotational speed) corresponding to the vehicle speed. The control of the engine speed when the vehicle 1 is running with such a disconnection means engaged will be described later. 【0056】 [Functional Configuration of the Control Device] Next, the functional configuration of the control device 100 will be described with reference to Figure 3. As shown in Figure 3, the control device 100 includes a driving mode setting unit 110 for setting driving modes and a drive unit control unit 120 for controlling the drive unit 10. The driving mode setting unit 110 and the drive unit control unit 120 can realize their functions, for example, by the processor of the ECU that implements the control device 100 executing a program stored in memory, or by the interface of the ECU. 【0057】 The control device 100 acquires vehicle information about the vehicle 1 based on detection signals and the like sent to the control device 100 from various sensors installed in the vehicle 1. The control device 100 then passes the acquired vehicle information to the driving mode setting unit 110 and the drive unit control unit 120. As mentioned above, the vehicle information includes, for example, information indicating the driving state of the vehicle 1, such as vehicle speed, AP opening degree, requested driving force, and engine speed. 【0058】 Vehicle speed can be obtained, for example, based on a detection signal from a vehicle speed sensor S1 that detects the rotational speed of the axle DS. AP opening can be obtained based on a detection signal from an accelerator position sensor (shown as AP sensor) S2 that detects the amount of operation on the accelerator pedal of the vehicle 1. The required driving force can be obtained by deriving it based on the vehicle speed obtained based on the detection signal from the vehicle speed sensor S1 and the AP opening obtained based on the detection signal from the AP sensor S2. Engine speed can be obtained, for example, based on a detection signal from an engine speed sensor (shown as ENG speed sensor) S3 that detects the engine speed. 【0059】Furthermore, as mentioned above, the vehicle information also includes battery information. Battery information can be obtained, for example, based on a detection signal from a battery sensor S4 that detects the state of the battery BAT. Specifically, the battery sensor S4 detects the terminal voltage, charge / discharge current, and temperature of the battery BAT, and transmits detection signals indicating these to the control device 100. The control device 100 derives the State of Charge (SOC) of the battery BAT based on the terminal voltage and charge / discharge current detected by the battery sensor S4, and obtains battery information including the derived SOC information. The battery information may include information such as the terminal voltage, charge / discharge current, and temperature of the battery BAT detected by the battery sensor S4. 【0060】 The driving mode setting unit 110 sets the vehicle 1 to one of several driving modes and notifies the drive control unit 120 of the set driving mode. For example, the control device 100 stores information indicating the setting conditions for each driving mode in advance. Here, the information indicating the setting conditions for each driving mode is, for example, information that associates the driving state of the vehicle 1 with the driving mode that is suitable for that driving state (i.e., the driving mode to be set). 【0061】 The driving mode setting unit 110 refers to vehicle information acquired from various sensors and information indicating the setting conditions for each driving mode stored in the control device 100 to set a driving mode that is suitable for the driving state of the vehicle 1. 【0062】 For example, when the conditions for transitioning from hybrid driving mode to low-speed engine driving mode are met, the driving mode setting unit 110 transitions from hybrid driving mode to low-speed engine driving mode. Specifically, in this case, the driving mode setting unit 110 sets the low-speed engine driving mode and notifies the drive unit control unit 120 that the low-speed engine driving mode has been set. This causes the drive unit control unit 120 to engage the first clutch CL1, etc., and transition to the low-speed engine driving mode. 【0063】Furthermore, for example, when the conditions for transitioning from the high-speed engine driving mode to the low-speed engine driving mode are met, the driving mode setting unit 110 transitions from the high-speed engine driving mode to the low-speed engine driving mode via the hybrid driving mode. Specifically, in this case, the driving mode setting unit 110 first sets the hybrid driving mode and notifies the drive unit control unit 120 that the hybrid driving mode has been set. This causes the drive unit control unit 120 to release the second clutch CL2, etc., and transition to the hybrid driving mode. Subsequently, the driving mode setting unit 110 sets the low-speed engine driving mode and notifies the drive unit control unit 120 that the low-speed engine driving mode has been set. This causes the drive unit control unit 120 to engage the first clutch CL1, etc., and transition to the low-speed engine driving mode. 【0064】 The drive unit control unit 120 controls the drive unit 10 based on the driving mode set by the driving mode setting unit 110, vehicle information acquired from various sensors, etc. The drive unit control unit 120 includes, for example, an engine control unit 121 that controls the engine ENG. 【0065】 The engine control unit 121 controls the engine ENG to output a driving force that realizes the required driving force indicated by the vehicle information, in the case of low-speed engine driving mode or high-speed engine driving mode. 【0066】 Furthermore, in hybrid driving mode, the engine control unit 121 controls the engine ENG (i.e., in this case, the generator's power generation) to output a driving force to the motor MOT that realizes the required driving force indicated by the vehicle information. In addition, in hybrid driving mode, the engine control unit 121 controls the engine speed to fluctuate along a plurality of virtual gear shift lines as described later. That is, it performs virtual gear shift control as described later. 【0067】[Multiple Virtual Gear Shift Lines and Virtual Gear Shift Control] Next, an example of multiple virtual gear shift lines and virtual gear shift control in the present invention will be described with reference to Figure 4. Figure 4 is a diagram showing the relationship between engine speed and vehicle speed, and shows an example of multiple virtual gear shift lines in the present invention. In Figure 4, and in Figures 5 to 9 described later, the vertical axis represents the rotational speed of the engine ENG (engine speed) [rpm], and the horizontal axis represents the vehicle speed [km / h]. In addition, in Figure 4, and in Figures 5 to 9 described later, multiple (eight) virtual gear shift lines are shown as solid lines, and the non-uniform rotational speed lines (low-speed non-uniform rotational speed line (LU_Lo) and high-speed non-uniform rotational speed line (LU_Hi)) described later are shown as dotted lines. 【0068】 As mentioned above, the vehicle 1 is configured to have multiple driving modes, and when the hybrid driving mode is selected from among these multiple driving modes, both the first clutch CL1 and the second clutch CL2 are released (i.e., the engagement / disengagement means are put into a disengaged state). The vehicle 1 then drives using power output from the engine ENG and power output from the motor MOT. At that time, the control device 100 of this embodiment is capable of performing virtual gear shift control based on multiple virtual gear shift lines so that the user can be provided with a driving feeling similar to that of a conventional vehicle equipped with an engine and automatic transmission (multi-speed transmission). 【0069】 Here, the virtual gear shift lines define the engine speeds corresponding to each vehicle speed, and are pre-set to mimic the gear shift lines or engine speed maps used in the gear shift control of conventional automatic transmissions for vehicles. In the example shown in Figure 4, a total of eight virtual gear shift lines are set, mimicking the engine speed map used in a conventional 8-speed automatic transmission: 1st (shown as 1st), 2nd (shown as 2nd), 3rd (shown as 3rd), 4th (shown as 4th), 5th (shown as 5th), 6th (shown as 6th), 7th (shown as 7th), and 8th (shown as 8th). For example, these eight virtual gear shift lines are mapped and pre-stored in the control device 100. 【0070】The slope of the straight line on the graph (e.g., map) shown in Figure 4 decreases as you move from the first-speed virtual gear shift line to the eighth-speed virtual gear shift line. Therefore, the first-speed virtual gear shift line (1st) is the lowest-speed virtual gear shift line (i.e., suitable for low vehicle speeds), and the eighth-speed virtual gear shift line (8th) is the highest-speed virtual gear shift line (i.e., suitable for high vehicle speeds). 【0071】 The control device 100 performs virtual gear shift control using a plurality (for example, eight) of virtual gear shift lines as described above. Virtual gear shift control is a control that operates the engine ENG so that the engine speed corresponds to the vehicle speed and the plurality of virtual gear shift lines. The control device 100 selects one of the plurality of virtual gear shift lines and controls the engine speed to follow the selected virtual gear shift line. In this specification, when the vehicle 1 is driven by the power (braking and driving force) output by the motor MOT in this hybrid driving mode, the engine speed when controlling the engine ENG according to the vehicle speed and the plurality of virtual gear shift lines is defined as the first rotational speed. 【0072】 Furthermore, when either the low-speed engine driving mode or the high-speed engine driving mode is selected from among the multiple driving modes, the control device 100 engages either the first clutch CL1 or the second clutch CL2 (i.e., connects the engagement / disengagement means) and drives the vehicle 1 using the power output by the engine ENG. In this case, the control device 100 controls the engine speed according to the vehicle speed. 【0073】Specifically, as shown in Figure 4, in the low-speed engine driving mode, the control device 100 controls the engine speed on the low-speed non-uniform rotational speed line (illustrated as LU_Lo). Also, as shown in Figure 4, in the high-speed engine driving mode, the control device 100 controls the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). Here, the low-speed non-uniform rotational speed line (LU_Lo) and the high-speed non-uniform rotational speed line (LU_Hi) are assumed not to coincide with any of the eight virtual gear shift lines described above. In this specification, the engine speed at which the engine is controlled according to the vehicle speed when the vehicle 1 is driven by the power (braking / driving force) output by the engine ENG in either the low-speed or high-speed engine driving mode is defined as the second rotational speed. The low-speed non-uniform rotational speed line (LU_Lo) and the high-speed non-uniform rotational speed line (LU_Hi) are also, for example, mapped and stored in the control device 100 in advance. 【0074】 The selection and modification of virtual shift lines in the virtual shift control described above may be performed, for example, by applying a map similar to the automatic shift line diagram or shift map used in the shift control of conventional automatic transmissions for vehicles. In this case, for example, the control device 100 selects one virtual shift line from among several virtual shift lines using a shift map (not shown) that defines the boundary lines of virtual gear stages (or gear ratios) corresponding to the vehicle speed and AP opening. Specifically, for example, if at least one of the vehicle speed or AP opening crosses the upshift boundary line from the first gear to the second gear (in the direction in which at least one of the vehicle speed or AP opening increases) on the shift map, the control device 100 switches from the first-gear virtual shift line (1st) to the second-gear virtual shift line (2nd). That is, a pseudo-upshift from the first gear (1st) to the second gear (2nd) is performed. Furthermore, for example, if at least one of the vehicle speed or AP opening angle on the shift map crosses the downshift boundary line from fourth gear to third gear (in the direction in which at least one of the vehicle speed or AP opening angle decreases), the control device 100 switches from the virtual fourth gear line (4th) to the virtual third gear line (3rd). In other words, a pseudo downshift from fourth gear (4th) to third gear (3rd) is performed. 【0075】 Furthermore, the selection and modification of virtual gear shift lines in the virtual gear shift control described above may be performed, for example, based on the user's upshift and downshift operations. That is, the control device 100 may shift up or down the virtual gear and switch virtual gear shift lines in response to the user's upshift and downshift operations. 【0076】 The control device 100 selects one of the multiple virtual gear shift lines as described above, and controls the engine speed based on the selected virtual gear shift line and vehicle speed. That is, when the vehicle 1 is driven in hybrid driving mode, the control device 100 performs virtual gear shift control that controls the engine speed to a first rotational speed corresponding to the vehicle speed and the multiple virtual gear shift lines. As a result, the vehicle 1 is put into a state where gear shift control is performed in a manner similar to that of a vehicle equipped with a conventional engine and automatic transmission. Therefore, even when the vehicle 1 is driven in hybrid driving mode, it is possible to provide the user with a natural feeling in which the vehicle speed and the engine sound are linked. 【0077】 [First example of non-identical rotational speed lines] When the low-speed engine driving mode or the high-speed engine driving mode is selected from among the multiple driving modes, the control device 100 controls the engine speed based on non-identical rotational speed lines and vehicle speed that do not coincide with any of the multiple virtual shift lines. Furthermore, when the driving mode of the vehicle 1 is switched from the hybrid driving mode to the low-speed engine driving mode or the high-speed engine driving mode, or when it is switched from the low-speed engine driving mode or the high-speed engine driving mode to the hybrid driving mode, that is, when the disconnection means is switched between a connected state and a disconnected state, the control device 100 can also control the engine speed based on these non-identical rotational speed lines. 【0078】Here, the non-uniform rotational speed line defines the relationship between vehicle speed and engine speed when either the low-speed engine driving mode or the high-speed engine driving mode is set, that is, when the disconnection means is in the connected state, and is predetermined along with the multiple virtual gear shift lines described above. Furthermore, the non-uniform rotational speed line is set so as not to coincide with any of the multiple virtual gear shift lines described above. For example, the non-uniform rotational speed line is positioned close to one of the first virtual gear shift lines among the multiple virtual gear shift lines. For example, the non-uniform rotational speed line is positioned at a lower speed than the first virtual gear shift line, and is positioned closer to the first virtual gear shift line than any of the other virtual gear shift lines among the multiple virtual gear shift lines. 【0079】 In the example shown in Figure 4, two non-uniform rotational speed lines are set: a low-speed non-uniform rotational speed line (LU_Lo) located near the fifth-speed virtual shift line (5th) on the lower side, and a high-speed non-uniform rotational speed line (LU_Hi) located near the eighth-speed virtual shift line (8th) on the lower side. In this case, the fifth-speed virtual shift line (5th) can be said to be the first virtual shift line (in other words, the nearest virtual shift line) for the low-speed non-uniform rotational speed line (LU_Lo), and the eighth-speed virtual shift line (8th) can be said to be the first virtual shift line for the high-speed non-uniform rotational speed line (LU_Hi). 【0080】 Therefore, the low-speed non-uniform rotational speed line (LU_Lo) is located at a lower speed than the first virtual shift line, the fifth virtual shift line (5th), and is located closer to the fifth virtual shift line (5th) than the other virtual shift lines among the multiple virtual shift lines. Similarly, the high-speed non-uniform rotational speed line (LU_Hi) is located at a lower speed than the first virtual shift line, the eighth virtual shift line (8th), and is located closer to the eighth virtual shift line (8th) than the other virtual shift lines among the multiple virtual shift lines. 【0081】The low-speed non-uniform rotational speed line (LU_Lo) can also be used when the vehicle 1 is running in the low-speed engine driving mode, that is, when the first clutch CL1 is engaged and the disconnection means is in the connected state while the vehicle 1 is running. Furthermore, the low-speed non-uniform rotational speed line (LU_Lo) can also be used when switching the driving mode of the vehicle 1 from the hybrid driving mode to the low-speed engine driving mode, and when switching from the low-speed engine driving mode to the hybrid driving mode, that is, when the first clutch CL1 is operated to either the engaged or disengaged state and the disconnection means is switched between the connected state and the disconnected state. 【0082】 In the example shown in Figure 4, the low-speed non-uniform rotational speed line (LU_Lo) is located to the left of the fifth-speed virtual shift line (5th) on the graph shown in Figure 4, that is, at a lower speed than the fifth-speed virtual shift line (5th). Furthermore, the slopes of the lines of the low-speed non-uniform rotational speed line (LU_Lo) and the fifth-speed virtual shift line (5th) on the graph shown in Figure 4 are approximately equal. Here, "approximately equal" does not mean that the slopes are identical, but that there may be some difference in the slopes. Therefore, the low-speed non-uniform rotational speed line (LU_Lo) is approximately parallel to the fifth-speed virtual shift line (5th) and is positioned so that it does not intersect (i.e., does not coincide with) the fifth-speed virtual shift line (5th) in the practical range of the engine. More specifically, the low-speed non-uniform rotational speed line (LU_Lo) is positioned with a slope that extends radially from an unillustrated starting point, similar to the fifth-speed virtual shift line (5th) and the fourth-speed virtual shift line (4th). 【0083】The control device 100 controls the engine speed based on the low-speed non-uniform rotational speed line (LU_Lo) when it operates the first clutch CL1 to switch from hybrid driving mode to low-speed engine driving mode, when it switches from low-speed engine driving mode to hybrid driving mode, and when the vehicle 1 is running in low-speed engine driving mode. That is, the control device 100 controls the engine speed to a second rotational speed corresponding to the vehicle speed. Therefore, in low-speed engine driving mode, when the first clutch CL1 is engaged and the disconnection means is in the connected state, the relationship between the vehicle speed and the engine speed is represented by the low-speed non-uniform rotational speed line (LU_Lo), which does not coincide with the relationship between the vehicle speed and the engine speed in any of the virtual shift lines. 【0084】 On the other hand, the high-speed non-uniform rotational speed line (LU_Hi) can be used when switching the driving mode of the vehicle 1 from hybrid driving mode to high-speed engine driving mode, and when switching from high-speed engine driving mode to hybrid driving mode, that is, when the second clutch CL2 is operated to a engaged or disengaged state and the disconnection means is switched between a engaged state and a disconnected state. Furthermore, the high-speed non-uniform rotational speed line (LU_Hi) can also be used when the vehicle 1 is driving in high-speed engine driving mode, that is, when the second clutch CL2 is engaged and the disconnection means is in a engaged state and the vehicle 1 is driving. 【0085】In the example shown in Figure 4, the high-speed non-uniform rotational speed line (LU_Hi) is located to the left of the 8th virtual gear shift line (8th) on the graph shown in Figure 4, that is, at a lower speed than the 8th virtual gear shift line (8th). Furthermore, the slopes of the straight lines of the high-speed non-uniform rotational speed line (LU_Hi) and the 8th virtual gear shift line (8th) on the graph (e.g., map) shown in Figure 4 are approximately equal. Here, "approximately equal" does not mean that the slopes are identical, but that there may be some difference in the slopes. Therefore, the high-speed non-uniform rotational speed line (LU_Hi) is approximately parallel to the 8th virtual gear shift line (8th) and is positioned so that it does not intersect (i.e., does not coincide with) the 8th virtual gear shift line (8th) in the practical range of the engine. More specifically, the high-speed non-uniform rotational speed line (LU_Hi) is arranged with a slope that extends radially from an unillustrated starting point, similar to the 8th virtual gear shift line (8th) and the 7th virtual gear shift line (7th). 【0086】 The control device 100 controls the engine speed based on the high-speed non-uniform rotational speed line (LU_Hi) when operating the second clutch CL2 to switch from hybrid driving mode to high-speed engine driving mode, when switching from high-speed engine driving mode to hybrid driving mode, and when the vehicle 1 is running in high-speed engine driving mode. That is, the control device 100 controls the engine speed to a second rotational speed corresponding to the vehicle speed. Therefore, in high-speed engine driving mode, when the second clutch CL2 is engaged and the disconnection means is connected, the relationship between the vehicle speed and the engine speed is represented by the high-speed non-uniform rotational speed line (LU_Hi), which does not coincide with the relationship between the vehicle speed and the engine speed in any of the virtual shift lines. 【0087】In this way, when the control device 100 switches the driving mode, and when driving in either the low-speed engine driving mode or the high-speed engine driving mode, the relationship between the vehicle speed and engine speed when either the first clutch CL1 or the second clutch CL2 is engaged, i.e., when the disconnection means is in the engaged state, is placed on an unequal rotational speed line (in the example shown in Figure 4, the low-speed unequal rotational speed line (LU_Lo) or the high-speed unequal rotational speed line (LU_Hi)) where the relationship between the vehicle speed and engine speed when the disconnection means is in the engaged state does not match the relationship between the vehicle speed and engine speed on any of the virtual shift lines. Therefore, it becomes possible to appropriately control the engine speed when the disconnection means is in the engaged state and when it is in the disconnected state. Consequently, it becomes possible to improve the marketability of the vehicle 1 by performing virtual shift control using a predetermined virtual shift line that determines the engine speed corresponding to each vehicle speed (in other words, the moving speed of the vehicle 1). 【0088】 For example, the non-uniform rotational speed line is close to the first virtual gear shift line on its high-speed side (in the example shown in Figure 4, the 5th or 8th virtual gear shift line), but does not coincide with the first virtual gear shift line. Therefore, for example, if controlling the engine speed using the first virtual gear shift line results in the engine speed being too low and the generator GEN's power generation being insufficient, it is possible to maintain a higher engine speed compared to controlling the engine speed using the first virtual gear shift line by setting the disconnection means to the connected state and transitioning the engine speed along the non-uniform rotational speed line. Furthermore, when transitioning from a state where the disconnection means is connected to a state where the disconnection means is disconnected and engine speed control using the first virtual gear shift line is performed (virtual gear shift control), it is only necessary to lower the engine speed, allowing for a smooth transition. 【0089】Furthermore, because the non-uniform rotational speed lines are positioned near the first virtual shift line, the change in engine speed during transitions between the state in which the disconnection means is connected and the state in which virtual shift control is performed using the first virtual shift line, that is, during transitions between the low-speed engine driving mode or the high-speed engine driving mode and the hybrid driving mode, can be reduced, preventing the user from feeling any discomfort due to sudden changes in engine speed. In addition, because the non-uniform rotational speed lines are positioned near the first virtual shift line, even when the disconnection means is connected and the engine speed is transitioned along the non-uniform rotational speed lines, it is possible to give the user the feeling that the engine speed is being controlled using the first virtual shift line. 【0090】 [Second Example of Non-Identical Rotational Speed ​​Lines] Figure 5 shows a second example of non-identical rotational speed lines. In the second example shown in Figure 5, a total of two non-identical rotational speed lines are set: a low-speed non-identical rotational speed line (LU_Lo) located near the fifth-speed virtual shift line (5th) on the lower speed side, and a high-speed non-identical rotational speed line (LU_Hi) located near the eighth-speed virtual shift line (8th) on the higher speed side. The low-speed non-identical rotational speed line (LU_Lo) in the example shown in Figure 5 is the same as the low-speed non-identical rotational speed line (LU_Lo) shown in Figure 4 above. On the other hand, in the example shown in Figure 5, the high-speed non-identical rotational speed line (LU_Hi) is located on the higher speed side than the first virtual shift line, the eighth-speed virtual shift line (8th), and is located closer to the eighth-speed virtual shift line (8th) than the other virtual shift lines among the multiple virtual shift lines. 【0091】In the example shown in Figure 5, the high-speed non-uniform rotational speed line (LU_Hi) is located to the right of the 8th virtual gear line (8th) on the graph shown in Figure 5 (towards higher vehicle speed), that is, on the higher speed side than the 8th virtual gear line (8th). Furthermore, the slopes of the straight lines on the graph shown in Figure 5 for the high-speed non-uniform rotational speed line (LU_Hi) and the 8th virtual gear line (8th) are approximately equal. Therefore, the high-speed non-uniform rotational speed line (LU_Hi) is approximately parallel to the 8th virtual gear line (8th) and is positioned so as not to intersect (i.e., not to coincide with) the 8th virtual gear line (8th) in the practical range of the engine. 【0092】 In this second example as well, the control device 100 operates the second clutch CL2 to switch from hybrid driving mode to high-speed engine driving mode, to switch from high-speed engine driving mode to hybrid driving mode, and when the vehicle 1 is driving in high-speed engine driving mode, it controls the engine speed based on the high-speed non-uniform rotational speed line (LU_Hi) shown in Figure 5. Therefore, in high-speed engine driving mode, when the second clutch CL2 is engaged and the disconnection means is connected, the relationship between the vehicle speed and engine speed is represented by the high-speed non-uniform rotational speed line (LU_Hi), which does not coincide with the relationship between the vehicle speed and engine speed in any of the virtual shift lines. 【0093】In the second example, the non-uniform rotational speed line (specifically, the high-speed non-uniform rotational speed line (LU_Hi)) is close to the first virtual gear shift line on its lower speed side (in the example shown in Figure 5, the 8th virtual gear shift line (8th)), but does not coincide with the first virtual gear shift line. Therefore, for example, if controlling the engine speed using the first virtual gear shift line results in an excessively high engine speed and excess power generation from the generator GEN, the engine speed can be maintained at a lower level compared to controlling the engine speed using the first virtual gear shift line by setting the disconnection means to a connected state and transitioning the engine speed along the non-uniform rotational speed line. Furthermore, when transitioning from a state where the disconnection means is connected to a state where the disconnection means is disconnected and engine speed control (virtual gear shift control) is performed using the first virtual gear shift line, only the engine speed needs to be increased, allowing for a smooth transition. 【0094】 Furthermore, because the non-uniform rotational speed lines are positioned near the first virtual shift line, the change in engine speed during transitions between the state in which the disconnection means is connected and the state in which virtual shift control is performed using the first virtual shift line, that is, during transitions between the low-speed engine driving mode or the high-speed engine driving mode and the hybrid driving mode, can be reduced, preventing the user from feeling any discomfort due to sudden changes in engine speed. In addition, because the non-uniform rotational speed lines are positioned near the first virtual shift line, even when the disconnection means is connected and the engine speed is transitioned along the non-uniform rotational speed lines, it is possible to give the user the feeling that the engine speed is being controlled using the first virtual shift line. 【0095】 Figures 6 to 9 show examples of the transition between driving modes between the hybrid driving mode and the low-speed engine driving mode or the high-speed engine driving mode, and the control performed by the control device 100 when the vehicle 1 is driven in the low-speed engine driving mode or the high-speed engine driving mode. 【0096】[First example of control performed by the control device 100] Figure 6 shows an example of control performed by the control device 100 in this embodiment, for example, when the conditions for transitioning from the hybrid driving mode to the high-speed engine driving mode are met, causing the disconnection means, which was in the disconnected state in the hybrid driving mode, to be connected, and when the disconnection means is connected and the vehicle 1 is driven in the high-speed engine driving mode. Figure 6, and Figures 7 to 9 described later, are all diagrams showing the relationship between engine speed and vehicle speed, similar to Figures 4 and 5 above, and show eight virtual gear shift lines from the first speed (1st) to the eighth speed (8th), as well as two non-uniform rotational speed lines for the low-speed side (LU_Lo) and the high-speed side (LU_Hi). 【0097】 The eight virtual gear shift lines and the two non-uniform rotational speed lines shown in Figure 6 are the same as those shown in Figure 4. As shown by the thick solid lines in Figure 6, the control device 100 performs virtual gear shift control based on the eight virtual gear shift lines from the first gear (1st) to the eighth gear (8th) in the hybrid driving mode with the disconnection means in the disconnected state. In this first example of control shown in Figure 6, a pseudo-upshift from the first gear (1st) to the seventh gear (7th) is performed by the virtual gear shift control. When the conditions for transitioning from the hybrid driving mode to the high-speed engine driving mode are met while the first clutch CL1 is still released, the control device 100 engages the second clutch CL2, changing the disconnection means from the disconnected state to the connected state. 【0098】 In this case, the control device 100 can transition to an engine speed on a non-uniform rotational speed line without going through the virtual shift line closest to the non-uniform rotational speed line among the multiple virtual shift lines. Specifically, the control device 100 can transition from the engine speed on the virtual shift line corresponding to the current vehicle speed in the immediately preceding virtual shift control to the engine speed on the non-uniform rotational speed line corresponding to the current vehicle speed without going through the virtual shift line closest to the non-uniform rotational speed line. Then, the second clutch CL2 can be engaged at the transitioned engine speed on the non-uniform rotational speed line (illustrated as LU). 【0099】In the example shown in Figure 6, after a simulated upshift from 1st gear to 7th gear, the engine speed transitions from the 7th virtual shift line to the LU_Hi virtual shift line, without passing through the 8th virtual shift line, which is the first virtual shift line located closest to the LU_Hi virtual shift line and on the high-speed side of the LU_Hi virtual shift line. 【0100】 Here, "not passing through the 8th virtual shift line (8th)" means that engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th). In other words, in the example shown in Figure 6, engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th) during the transition from the engine speed on the 7th virtual shift line (7th) to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). 【0101】 Thus, in this first example of control, when the control device 100 transitions from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it transitions to an engine speed on the non-unique speed line without passing through the virtual speed shift line (first virtual speed shift line) closest to the non-unique speed line. 【0102】 In this case, as shown in Figure 6, if the nearest virtual gear shift line (the 8th virtual gear shift line in the example shown in Figure 6) is on the high-speed side of the non-uniform rotational speed line (i.e., if the non-uniform rotational speed line is located on a lower speed side than the nearest virtual gear shift line), the engine speed will transition to the engine speed on the non-uniform rotational speed line without going through the nearest virtual gear shift line (the first virtual gear shift line) located on the high-speed side of the non-uniform rotational speed line. Therefore, compared to the case where the engine speed transition to the engine speed on the non-uniform rotational speed line is made via the nearest virtual gear shift line, the fluctuation in engine speed during the transition to a driving mode can be made larger. This makes it possible to give the user the feeling that a gear change has occurred due to the fluctuation in engine speed. 【0103】More specifically, in the example shown in Figure 6, let's assume that when transitioning from hybrid driving mode to high-speed engine driving mode, the engine speed transitions to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi) via the 8th virtual shift line (8th), which is the nearest virtual shift line to the high-speed non-uniform rotational speed line (LU_Hi). In this case, when transitioning from hybrid driving mode to high-speed engine driving mode, the engine speed transitions from the engine speed on the 8th virtual shift line (8th) to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi), resulting in a relatively small fluctuation in engine speed. 【0104】 On the other hand, as mentioned above, if the transition from hybrid driving mode to high-speed engine driving mode is made to transition to an engine speed on the high-speed non-uniform rotational speed line (LU_Hi) without passing through the nearest virtual shift line, the 8th virtual shift line (8th), then it is possible to transition from an engine speed on a virtual shift line other than the 8th virtual shift line (8th) (for example, the 7th virtual shift line (7th)) to an engine speed on the high-speed non-uniform rotational speed line (LU_Hi). Therefore, the fluctuation in engine speed when transitioning from hybrid driving mode to engine driving mode can be made larger. 【0105】 Furthermore, for example, if controlling the engine speed using the nearest virtual gear shift line on the high-speed side of the non-uniform rotational speed line results in an engine speed that is too low, while controlling the engine speed using another virtual gear shift line results in an engine speed that is too high, then by setting the disconnection means to a connected state and causing the engine speed to transition along the non-uniform rotational speed line, it is possible to achieve an appropriate engine speed. In addition, because the non-uniform rotational speed line is located near the nearest virtual gear shift line, even when the engine speed is transitioned along the non-uniform rotational speed line in this way, it is possible to give the user the feeling that the engine speed is being controlled using the nearest virtual gear shift line. 【0106】[Second example of control performed by the control device 100] In the control of the first example described above, when virtual speed shift control is performed with the disconnection means in a disconnected state and the disconnection means is connected, the engine speed is transitioned to the engine speed on the non-identical speed line without passing through the virtual speed line closest to the non-identical speed line (first virtual speed line). In contrast, as in the control of the second example described below, when virtual speed shift control is performed with the disconnection means in a disconnected state from a state where the disconnection means is connected, the engine speed may be transitioned from the rotational speed on the non-identical speed line to the rotational speed on another virtual speed line without passing through the virtual speed line closest to the non-identical speed line among the multiple virtual speed lines. 【0107】 Next, using Figure 6, we will explain a second example of the control performed by the control device 100. As shown by the thick solid lines in Figure 6, in the hybrid driving mode with the disconnection means in the disconnected state, the control device 100 performs virtual gear shift control based on eight virtual gear shift lines from the first gear (1st) to the eighth gear (8th). In this second example of control, after a simulated upshift from the first gear (1st) to the seventh gear (7th) is performed by the virtual gear shift control, the second clutch CL2 is engaged and the high-speed engine driving mode is set. 【0108】 In this manner, when the high-speed engine driving mode is set, and the conditions for transitioning from the high-speed engine driving mode to the low-speed engine driving mode or the hybrid driving mode are met, the control device 100 releases the second clutch CL2 and changes the disconnection means from the connected state to the disconnected state. 【0109】 In this case, the control device 100 can transition from an engine speed on a non-uniform rotational speed line to an engine speed on another virtual gear shift line, without passing through the virtual gear shift line closest to the non-uniform rotational speed line among the multiple virtual gear shift lines. Specifically, the control device 100 can transition from an engine speed on a non-uniform rotational speed line corresponding to the current vehicle speed to an engine speed on another virtual gear shift line different from the nearest virtual gear shift line that corresponds to the current vehicle speed. At that time, the control device 100 can release the second clutch CL2 at the engine speed on the non-uniform rotational speed line before the transition (shown as LU OFF). 【0110】 In the example shown in Figure 6, the engine speed transitions from the high-speed non-uniform rotational speed line (LU_Hi) to the target engine speed on the 7th virtual shift line (7th), without passing through the 8th virtual shift line (8th), which is closest to the high-speed non-uniform rotational speed line (LU_Hi) and located on the high-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0111】 Here, "not passing through the 8th virtual shift line (8th)" means that engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th). In other words, in the example shown in Figure 6, engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th) during the transition from the engine speed on the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on the 7th virtual shift line (7th). 【0112】 Thus, in this second example of control, when the control device 100 transitions from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual gear shift control is performed, it transitions from an engine speed on a non-uniform rotational speed line to an engine speed on another virtual gear shift line without going through the virtual gear shift line closest to the non-uniform rotational speed line (first virtual line). Therefore, compared to the case where the transition is made to an engine speed on another virtual gear shift line via the virtual gear shift line closest to the non-uniform rotational speed line (first virtual line), the fluctuation of the engine speed during the transition of driving modes can be made larger. As a result, it is possible to give the user the feeling that a gear shift has occurred due to the fluctuation of the engine speed. 【0113】More specifically, in the example shown in Figure 6, let's assume that when transitioning from high-speed engine driving mode to hybrid driving mode, the engine speed transitions from the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on the 7th virtual shift line (7th), via the nearest virtual shift line, the 8th virtual shift line (8th). In this case, when transitioning from high-speed engine driving mode to hybrid driving mode, the engine speed transitions from the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on the 8th virtual shift line (8th), resulting in a relatively small fluctuation in engine speed. 【0114】 On the other hand, as mentioned above, if the transition from high-speed engine driving mode to hybrid driving mode is made to bypass the nearest virtual transmission line, the 8th virtual transmission line (8th), and instead transition to an engine speed on another virtual transmission line, then it is possible to transition from an engine speed on the high-speed non-uniform rotational speed line (LU_Hi) to an engine speed on a virtual transmission line other than the 8th virtual transmission line (8th) (for example, the 7th virtual transmission line (7th)). Therefore, the fluctuation in engine speed when transitioning from engine driving mode to hybrid driving mode can be made larger. 【0115】 [Third example of control performed by the control device 100] In the control of the first example described above, when the disconnection means is connected from a state in which virtual speed shift control is being performed with the disconnection means in a disconnected state, the engine speed is transitioned to the engine speed on the non-identical speed line without going through the virtual speed shift line closest to the non-identical speed line (first virtual speed shift line). In contrast, as shown in the control of the third example in Figure 7 below, the engine speed may be transitioned to the engine speed on the non-identical speed line after going through the virtual speed shift line closest to the non-identical speed line (first speed shift line). 【0116】The eight virtual gear shift lines and the two non-uniform rotational speed lines shown in Figure 7 are the same as those shown in Figure 4. As shown by the thick solid lines in Figure 7, the control device 100 performs virtual gear shift control based on the eight virtual gear shift lines from the first gear (1st) to the eighth gear (8th) in the hybrid driving mode with the disconnection means in the disconnected state. In this third example of control shown in Figure 7, a simulated upshift from the first gear (1st) to the eighth gear (8th) is performed by the virtual gear shift control. When the conditions for transitioning from the hybrid driving mode to the high-speed engine driving mode are met while the first clutch CL1 is still released, the control device 100 engages the second clutch CL2, changing the disconnection means from the disconnected state to the connected state. 【0117】 In this case, the control device 100 can transition the engine speed from the engine speed on the 8th virtual shift line (8th), which is the first virtual shift line closest to the high-speed non-uniform rotational speed line (LU_Hi) and located on the high-speed side of the high-speed non-uniform rotational speed line (LU_Hi), to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). 【0118】 In other words, when the control device 100 changes the disconnection means from a state where it is performing virtual speed shift control with the disconnection means in a disconnected state to a connected state, it can transition to an engine speed on a non-uniform rotational speed line by passing through the virtual speed shift line closest to the non-uniform rotational speed line among the multiple virtual speed shift lines. Specifically, the control device 100 can transition from the engine speed corresponding to the current vehicle speed among the engine speeds on the virtual speed shift line in the previous virtual speed shift control to the engine speed corresponding to the current vehicle speed among the engine speeds on the virtual speed shift line closest to the non-uniform rotational speed line, and then to the engine speed corresponding to the current vehicle speed among the engine speeds on the non-uniform rotational speed line. At that time, the control device 100 can engage the second clutch CL2 at the transitioned engine speed on the non-uniform rotational speed line (illustrated as LU). 【0119】Thus, in this third example of control, when the control device 100 transitions from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it transitions to the engine speed on the non-uniform speed line via the virtual speed shift line (first virtual speed shift line) that is closest to and on the high-speed side of the non-uniform speed line. Therefore, compared to the case where the transition is made to the rotational speed on the non-uniform speed line without going through the closest virtual speed shift line of the non-uniform speed line, the fluctuation of the engine speed during the transition of driving modes can be reduced. As a result, delays caused by matching the engine speed during the transition of driving modes can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0120】 Furthermore, similar to the control in the first example described above, if, for example, controlling the engine speed using the first virtual speed shift line on the high-speed side of the non-uniform speed shift line results in an excessively high engine speed and excess power generation from the generator GEN, the disconnection means can be set to a connected state to transition the engine speed along the non-uniform speed shift line. This gives the user the feeling that the engine speed is being controlled using the first virtual speed shift line, while maintaining a lower engine speed compared to when the engine speed is actually controlled using the first virtual speed shift line. 【0121】 [Fourth example of control performed by the control device 100] In the control of the third example described above, when virtual speed shifting control is performed with the disconnection means in a disconnected state and the disconnection means is connected, the engine speed is transitioned to the engine speed on the non-identical speed line via the virtual speed shift line closest to the non-identical speed line (first virtual speed shift line). In contrast, as in the control of the fourth example described below, when virtual speed shifting control is performed with the disconnection means in a disconnected state from a state where the disconnection means is connected, the engine speed may transition from the rotational speed on the non-identical speed line to the rotational speed on another virtual speed shift line via the virtual speed shift line closest to the non-identical speed line. 【0122】Next, using Figure 7, we will explain a fourth example of the control performed by the control device 100. As shown by the thick solid lines in Figure 7, in the hybrid driving mode with the disconnection means in the disconnected state, the control device 100 performs virtual gear shift control based on eight virtual gear shift lines from the first gear (1st) to the eighth gear (8th). In this fourth example of control shown in Figure 7, after a simulated upshift from the first gear (1st) to the eighth gear (8th) is performed by the virtual gear shift control, the second clutch CL2 is engaged and the high-speed engine driving mode is set. 【0123】 In this manner, when the high-speed engine driving mode is set, and the conditions for transitioning from the high-speed engine driving mode to the hybrid driving mode (or the low-speed engine driving mode via the hybrid driving mode) are met, the control device 100 releases the second clutch CL2 and changes the disconnection means from the connected state to the disconnected state. 【0124】 In this case, the control device 100 can transition the engine speed from the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on another virtual transmission line (the example shown in Figure 6 is the seventh virtual transmission line (7th)) via the eighth virtual transmission line (8th), which is the first virtual transmission line closest to the high-speed non-uniform rotational speed line (LU_Hi) and located on the high-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0125】 In other words, the control device 100 can transition from an engine speed on a non-uniform rotational speed line to an engine speed on another virtual transmission line, via the virtual transmission line closest to the non-uniform rotational speed line among several virtual transmission lines. Specifically, the control device 100 can first transition from the engine speed on the non-uniform rotational speed line corresponding to the current vehicle speed to the engine speed on the virtual transmission line closest to the non-uniform rotational speed line corresponding to the current vehicle speed, and then to an engine speed on another virtual transmission line different from the closest virtual transmission line corresponding to the current vehicle speed. At that time, the control device 100 can release the second clutch CL2 at the engine speed on the non-uniform rotational speed line before transitioning to the nearest virtual transmission line (shown as LU OFF). 【0126】Thus, in this fourth example of control, when the control device 100 transitions from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual speed control is performed, it proceeds via the virtual speed line closest to the non-identical speed line and on the high-speed side, before transitioning to the engine speed on another virtual speed line. Therefore, compared to the case where the transition is made to the engine speed on another virtual speed line without going through the first virtual speed line located on the high-speed side of the non-identical speed line, fluctuations in engine speed during the transition of driving modes can be reduced. As a result, delays caused by matching engine speed during the transition of driving modes can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0127】 [Fifth example of control performed by the control device 100] Figure 8 shows a fifth example of control performed by the control device 100 of this embodiment, for example, when the conditions for transitioning from the hybrid driving mode to the high-speed engine driving mode are met, causing the disconnection means, which was in the disconnected state in the hybrid driving mode, to be switched to the connected state, and when the vehicle 1 is driven in the high-speed engine driving mode with the disconnection means in the connected state. 【0128】 The eight virtual gear shift lines and the two non-uniform rotational speed lines shown in Figure 8 are the same as those shown in Figure 5. That is, the example shown in Figure 8 differs from the example shown in Figure 6 in that the high-speed non-uniform rotational speed line (LU_Hi) is on the high-speed side of the 8th virtual gear shift line (8th), or in other words, the virtual gear shift line closest to the high-speed non-uniform rotational speed line (LU_Hi) (the first virtual gear shift line) is on the low-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0129】 Thus, even when the non-uniform rotational speed line (the high-speed non-uniform rotational speed line (LU_Hi) in the example shown in Figure 8) is on the high-speed side of the nearest virtual gear shift line (i.e., the first virtual gear shift line; in the example shown in Figure 8, the eighth-speed virtual gear shift line (8th)), that is, when the first virtual gear shift line is on the low-speed side of the non-uniform rotational speed line, the control device 100 may perform the same control as in the example shown in Figure 6. 【0130】That is, as shown by the thick solid line in Figure 8, when the control device 100 transitions from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it may transition to an engine speed on the non-unique speed line without passing through the virtual speed shift line that is closest to the non-unique speed line and located on its lower speed side. 【0131】 Specifically, in the example shown in Figure 8, after a simulated upshift from 1st gear to 7th gear, the engine speed transitions from the 7th virtual shift line to the LU_Hi virtual shift line, without passing through the 8th virtual shift line, which is the first virtual shift line located closest to the LU_Hi virtual shift line and on the lower speed side of the LU_Hi virtual shift line. 【0132】 Here, "not passing through the 8th virtual shift line (8th)" means that engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th). In other words, in the example shown in Figure 8, engine speed control is not performed in a way that aligns with the 8th virtual shift line (8th) during the transition from the engine speed on the 7th virtual shift line (7th) to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). 【0133】 In this way, when the control device 100 transitions from a state in which virtual gear shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it transitions to the engine speed on the non-unique rotational speed line without going through the nearest virtual gear shift line on the low-speed side of the non-unique rotational speed line. This allows for a larger fluctuation in engine speed during the transition of driving modes compared to when the transition is made via the nearest virtual gear shift line on the low-speed side of the non-unique rotational speed line. As a result, it is possible to give the user the feeling that a gear shift has occurred due to the fluctuation in engine speed. 【0134】Furthermore, for example, if controlling the engine speed using the nearest virtual gear shift line on the low-speed side of the non-uniform rotational speed line results in an excessively high engine speed, the disconnection means can be kept connected to allow the engine speed to transition along the non-uniform rotational speed line, thereby maintaining a low engine speed. 【0135】 Furthermore, as shown by the thick solid line in Figure 8, when the control device 100 transitions from a state where the disconnection means is connected to a state where it is disconnected and virtual speed control is performed, it may transition to an engine speed on a non-unique rotational speed line without passing through the virtual speed line closest to the non-unique rotational speed line. 【0136】 Specifically, in the example shown in Figure 8, the engine speed transitions from the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on the 7th virtual shift line (7th), without passing through the 8th virtual shift line (8th), which is the first virtual shift line closest to the high-speed non-uniform rotational speed line (LU_Hi) and located on the low-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0137】 In this way, when the control device 100 transitions from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual gear shift control is performed, it transitions from an engine speed on a non-uniform rotational speed line to an engine speed on another virtual gear shift line without going through the nearest virtual gear shift line on the lower speed side of the non-uniform rotational speed line. This allows for a larger fluctuation in engine speed during the transition of driving modes compared to the case where the transition is made via the nearest virtual gear shift line on the lower speed side of the non-uniform rotational speed line to the engine speed on the non-uniform rotational speed line. As a result, it is possible to give the user the feeling that a gear shift has occurred due to the fluctuation in engine speed. 【0138】[Sixth example of control performed by the control device 100] Figure 9 shows an example of control performed by the control device 100 in this embodiment, for example, when the conditions for transitioning from the hybrid driving mode to the high-speed engine driving mode are met, causing the disconnection means, which was in the disconnected state in the hybrid driving mode, to be switched to the connected state, and when the vehicle 1 is driven in the high-speed engine driving mode with the disconnection means in the connected state. 【0139】 The eight virtual gear shift lines and the two non-uniform rotational speed lines shown in Figure 9 are the same as those shown in Figure 5. That is, the example shown in Figure 9 differs from the example shown in Figure 7 in that the high-speed non-uniform rotational speed line (LU_Hi) is on the high-speed side of the 8th virtual gear shift line (8th), or in other words, the virtual gear shift line closest to the high-speed non-uniform rotational speed line (LU_Hi) (the first virtual gear shift line) is on the low-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0140】 Thus, even when the non-uniform rotational speed line (the high-speed non-uniform rotational speed line (LU_Hi) in the example shown in Figure 9) is on the high-speed side of the nearest virtual gear shift line (i.e., the first virtual gear shift line; in the example shown in Figure 9, the eighth-speed virtual gear shift line (8th)), that is, when the first virtual gear shift line is on the low-speed side of the non-uniform rotational speed line, the control device 100 may perform the same control as in the example shown in Figure 7. 【0141】 That is, as shown by the thick solid line in Figure 9, when the control device 100 transitions from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it may transition to the engine speed on the non-unique speed line via the virtual speed shift line closest to the non-unique speed line. 【0142】 Specifically, in the example shown in Figure 9, after a simulated upshift from 1st gear to 7th gear, the engine speed transitions from the 7th virtual shift line to the 8th virtual shift line (8th), which is the first virtual shift line located closest to the high-speed non-uniform rotational speed line (LU_Hi) and on the lower speed side of the high-speed non-uniform rotational speed line (LU_Hi), before transitioning to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). 【0143】Here, "via the 8th virtual shift line (8th)" means that the engine speed is controlled to follow the 8th virtual shift line (8th). In other words, in the example shown in Figure 9, the engine speed is controlled to follow the 8th virtual shift line (8th) from the engine speed on the 7th virtual shift line (7th) to the engine speed on the high-speed non-uniform rotational speed line (LU_Hi). 【0144】 In this way, when the control device 100 transitions from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, it transitions to the engine speed on the non-uniform speed line by passing through the nearest virtual speed shift line on the low-speed side of the non-uniform speed line. Compared to the case where the transition is made to the engine speed on the non-uniform speed line without passing through the nearest virtual speed shift line on the low-speed side of the non-uniform speed line, the fluctuation in engine speed during this transition can be reduced. As a result, delays caused by matching engine speed during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0145】 Furthermore, as shown by the thick solid line in Figure 9, when the control device 100 transitions from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual speed shift control is performed, it may transition to the engine speed on the non-unique rotational speed line via the virtual speed shift line closest to the non-unique rotational speed line. 【0146】 Specifically, in the example shown in Figure 9, the engine speed transitions from the high-speed non-uniform rotational speed line (LU_Hi) to the engine speed on the 7th virtual shift line (7th), via the 8th virtual shift line (8th), which is the first virtual shift line closest to the high-speed non-uniform rotational speed line (LU_Hi) and located on the low-speed side of the high-speed non-uniform rotational speed line (LU_Hi). 【0147】In this way, when the control device 100 transitions from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual speed control is performed, it transitions from an engine speed on a non-uniform rotational speed line to an engine speed on another virtual speed line via the nearest virtual speed line on the lower speed side of the non-uniform rotational speed line. Compared to the case where the transition is made to an engine speed on another virtual speed line without going through the nearest virtual speed line on the lower speed side of the non-uniform rotational speed line, the fluctuation in engine speed during this transition can be reduced. As a result, delays caused by matching engine speeds during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0148】 Although embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and modifications, improvements, etc., can be made as appropriate. 【0149】 For example, the above embodiment shows an example in which eight virtual gear shift lines are provided, from the first gear (1st) to the eighth gear (8th). However, in the present invention, it is sufficient to provide multiple (two or more) virtual gear shift lines. Preferably, as mentioned above, it is sufficient to provide at least four virtual gear shift lines. 【0150】 Furthermore, although the above embodiment shows an example in which two different rotational speed lines are provided, a low-speed side (LU_Lo) and a high-speed side (LU_Hi), the different rotational speed lines in the present invention may be just one, or three or more. In this regard, although the above embodiment shows an example in which the disconnection means is configured by two clutch mechanisms, a first clutch CL and a second clutch CL2, thereby allowing the vehicle 1 to take on two engine driving modes, a low-speed engine driving mode and a high-speed engine driving mode, the disconnection means in the present invention may be configured by a single clutch mechanism for setting one engine driving mode in the vehicle 1. In that case, only one different rotational speed line in the present invention may be provided. 【0151】Furthermore, this specification includes at least the following information. Note that the components, etc., in parentheses indicate those corresponding to the embodiments described above, but are not limited thereto. 【0152】 (1) A control device (control device 100) for controlling a mobile body (vehicle 1) comprising: a prime mover (engine ENG); a first electric motor (generator GEN) mechanically connected to the prime mover; a second electric motor (motor MOT) mechanically connected to an output unit (drive wheel DW) that outputs driving force; and disconnection means (first clutch CL1, second clutch CL2) for switching between a connected state and a disconnected state in which the prime mover and the output unit are mechanically disconnected, wherein the control device performs virtual speed control to control the rotational speed of the prime mover to a first rotational speed corresponding to the moving speed of the mobile body and a predetermined number of virtual speed lines when the disconnection means is in the disconnected state and the mobile body is moved by the braking force of the second electric motor; and when the disconnection means is in the connected state and the mobile body is moved by the braking force of the prime mover, the control device controls the rotational speed of the prime mover to a second rotational speed corresponding to the moving speed of the mobile body. The control device is configured such that each of the plurality of virtual speed shift lines defines the rotational speed of the prime mover corresponding to each travel speed, and the relationship between the travel speed and the rotational speed when the disconnection means is in the connected state lies on an unequal rotational speed line that does not match the relationship between the travel speed and the rotational speed in any of the plurality of virtual speed shift lines. 【0153】 According to (1), when the disconnection means is in the connected state, the relationship between the moving speed of the moving body and the rotational speed of the prime mover is located on a different rotational speed line that does not match the relationship between the moving speed and rotational speed on any of the virtual speed lines. Therefore, it is possible to appropriately control the rotational speed of the prime mover in both the connected state and the disconnection state of the disconnection means. Accordingly, the marketability of the moving body can be improved by performing virtual speed control using a virtual speed line in which the rotational speed of the prime mover corresponding to each moving speed is predetermined. 【0154】(2) A control device according to (1), wherein the plurality of virtual speed lines include a first virtual speed line, and the non-uniform rotational speed line is arranged on the lower speed side of the first virtual speed line and is arranged closer to the first virtual speed line than the other virtual speed lines among the plurality of virtual speed lines. 【0155】 According to (2), the non-uniform rotational speed line is close to the first virtual speed change line on its high-speed side, but does not coincide with the first virtual speed change line. For this reason, for example, if virtual speed change control using the first virtual speed change line results in the prime mover's rotational speed becoming too low and the power generation of the first motor becoming insufficient, the rotational speed of the prime mover can be maintained at a higher level compared to when virtual speed change control (prime mover rotational speed control) is performed using the first virtual speed change line by setting the disconnection means to the connected state and transitioning the prime mover's rotational speed along the non-uniform rotational speed line. Furthermore, when transitioning from a state where the disconnection means is connected to a state where virtual speed change control using the first virtual speed change line is performed by setting the disconnection means to the disconnected state, it is only necessary to lower the rotational speed of the prime mover, and the transition can be performed smoothly. Furthermore, since the non-uniform rotational speed lines are positioned near the first virtual speed shift line, the change in the prime mover's rotational speed when transitioning between a state where the disconnection means is connected and a state where virtual speed shift control is performed using the first virtual speed shift line with the disconnection means disconnected can be reduced, thus preventing the user from experiencing a sudden change in rotational speed. 【0156】 (3) A control device according to (1), wherein the plurality of virtual speed lines include a first virtual speed line, and the non-uniform rotational speed line is positioned on the higher speed side than the first virtual speed line and is positioned closer to the first virtual speed line than the other virtual speed lines among the plurality of virtual speed lines. 【0157】According to (3), the non-uniform rotational speed line is close to the first virtual speed change line on its lower speed side, but does not coincide with the first virtual speed change line. For this reason, for example, if virtual speed change control using the first virtual speed change line results in the prime mover's rotational speed becoming too high and the power generation of the first motor becoming surplus, the rotational speed of the prime mover can be maintained at a lower level compared to when virtual speed change control (prime mover rotational speed control) is performed using the first virtual speed change line by setting the disconnection means to the connected state and transitioning the prime mover's rotational speed along the non-uniform rotational speed line. Furthermore, when transitioning from a state where the disconnection means is connected to a state where virtual speed change control using the first virtual speed change line is performed by setting the disconnection means to the disconnected state, it is only necessary to increase the rotational speed of the prime mover, making the transition smooth. Furthermore, since the non-uniform rotational speed lines are positioned near the first virtual speed shift line, the change in the prime mover's rotational speed when transitioning between a state where the disconnection means is connected and a state where virtual speed shift control is performed using the first virtual speed shift line with the disconnection means disconnected can be reduced, thus preventing the user from experiencing a sudden change in rotational speed. 【0158】 (4) A control device according to (2) or (3), wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, to a rotational speed on the non-uniform rotational speed line without passing through the first virtual speed shift line. 【0159】 According to (4), when transitioning from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the speed is transitioned to the rotational speed on the non-unique rotational speed line without passing through the first virtual speed shift line closest to the non-unique rotational speed line. Therefore, compared to the case where the speed is transitioned to the rotational speed on the non-unique rotational speed line via the first virtual speed shift line closest to the non-unique rotational speed line, the fluctuation in the rotational speed of the prime mover during this transition can be made larger. As a result, it is possible to give the user the feeling that a speed shift has occurred due to the fluctuation in the rotational speed of the prime mover. 【0160】(5) A control device according to (2) or (3), wherein when the control device performs virtual speed shift control by changing the disconnection means from the connected state to the disconnected state, it transitions from a rotational speed on the non-uniform rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line. 【0161】 According to (5), when transitioning from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual speed control is performed, the rotational speed is transitioned to a rotational speed on another virtual speed line without passing through the nearest first virtual speed line to the non-identical rotational speed line. Therefore, compared to the case where the rotational speed is transitioned to a rotational speed on another virtual speed line via the nearest first virtual speed line, the fluctuation in the rotational speed of the prime mover during this transition can be made larger. As a result, it is possible to give the user the feeling that a speed change has occurred due to the fluctuation in the rotational speed of the prime mover. 【0162】 (6) A control device according to (2) or (3), wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-uniform rotational speed line. 【0163】 According to (6), when transitioning from a state in which virtual speed control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the transition is made to the rotational speed on the non-identical rotational speed line via the nearest first virtual speed line. Therefore, compared to the case in which the transition is made to the rotational speed on the non-identical rotational speed line without going through the nearest first virtual speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0164】(7) A control device according to (2) or (3), wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-unique rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line. 【0165】 According to (7), when transitioning from a state in which the disconnection means is connected to a state in which the disconnection means is disconnected and virtual speed control is performed, the system transitions to the rotational speed on another virtual speed line via the nearest first virtual speed line to the non-identical rotational speed line. Therefore, compared to the case where the system transitions to the rotational speed on another virtual speed line without going through the nearest first virtual speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0166】 (8) A control device according to (2), wherein the control device transitions to a rotational speed on the non-uniform rotational speed line without passing through the first virtual rotational speed line when the disconnection means is set to the connected state, from a state in which the virtual speed change control is performed with the disconnection means in the disconnected state. 【0167】 According to (8), when transitioning from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the speed is transitioned to the rotational speed on the non-unique rotational speed line without passing through the first virtual speed shift line which is closest to the non-unique rotational speed line and located on the high-speed side of the non-unique rotational speed line. Therefore, compared to the case where the speed is transitioned to the rotational speed on the non-unique rotational speed line via the first virtual speed shift line which is closest to the non-unique rotational speed line, the fluctuation in the rotational speed of the prime mover during this transition can be made larger. As a result, it is possible to give the user the feeling that a speed shift has occurred due to the fluctuation in the rotational speed of the prime mover. 【0168】(9) A control device according to (2), wherein when the control device performs virtual speed shift control by changing the disconnection means from the connected state to the disconnected state, the control device transitions from a rotational speed on the non-uniform rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line. 【0169】 According to (9), when transitioning from a state where the disconnection means is connected to a state where the disconnection means is disconnected and virtual speed control is performed, the transition is made to the rotational speed on another virtual speed line without passing through the first virtual speed line which is closest to the non-identical rotational speed line and located on the high-speed side of the non-identical rotational speed line. Therefore, the fluctuation of the prime mover's rotational speed during this transition can be made larger compared to the case where the transition is made via the nearest first virtual speed line to the rotational speed on another virtual speed line. As a result, it is possible to give the user the feeling that a speed change has occurred due to the fluctuation of the prime mover's rotational speed. 【0170】 (10) A control device according to (2), wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-uniform rotational speed line. 【0171】 According to (10), when transitioning from a state in which virtual speed control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the transition to the rotational speed on the non-uniform rotational speed line is made via a first virtual speed line located closest to the non-uniform rotational speed line and on the high-speed side of the non-uniform rotational speed line. Therefore, compared to the case in which the transition to the rotational speed on the non-uniform rotational speed line is made without going through the first virtual speed line closest to the non-uniform rotational speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0172】(11) A control device according to (2), wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line. 【0173】 According to (11), when transitioning from a state in which the disconnection means is connected to a state in which the disconnection means is disconnected and virtual speed control is performed, the transition to the rotational speed on the other virtual speed lines is made via the first virtual speed line which is closest to the non-identical rotational speed line and located on the high-speed side of the non-identical rotational speed line. Therefore, compared to the case where the transition to the rotational speed on the other virtual speed lines is made without going through the nearest first virtual speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0174】 (12) A control device according to (3), wherein the control device transitions to a rotational speed on the non-uniform rotational speed line without passing through the first virtual rotational speed line when the disconnection means is in the disconnected state and virtual speed control is performed, and the disconnection means is in the connected state. 【0175】 According to (12), when transitioning from a state in which virtual speed shift control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the speed is transitioned to the rotational speed on the non-uniform rotational speed line without passing through the first virtual speed shift line which is closest to the non-uniform rotational speed line and located on the lower speed side of the non-uniform rotational speed line. Therefore, compared to the case in which the speed is transitioned to the rotational speed on the non-uniform rotational speed line via the first virtual speed shift line which is closest to the non-uniform rotational speed line, the fluctuation in the rotational speed of the prime mover during this transition can be made larger. As a result, it is possible to give the user the feeling that a speed shift has occurred due to the fluctuation in the rotational speed of the prime mover. 【0176】(13) A control device according to (3), wherein when the control device performs virtual speed shift control by changing the disconnection means from the connected state to the disconnected state, it transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line. 【0177】 According to (13), when transitioning from a state in which the disconnection means is connected to a state in which the disconnection means is disconnected and virtual speed control is performed, the transition is made to the rotational speed on another virtual speed line without passing through the first virtual speed line which is closest to the non-identical rotational speed line and located on the lower speed side of the non-identical rotational speed line. Therefore, the fluctuation of the prime mover's rotational speed during this transition can be made larger compared to the case where the transition is made via the nearest first virtual speed line to the rotational speed on another virtual speed line. As a result, it is possible to give the user the feeling that a speed change has occurred due to the fluctuation of the prime mover's rotational speed. 【0178】 (14) A control device as described in (3), wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-uniform rotational speed line. 【0179】 According to (14), when transitioning from a state in which virtual speed control is performed with the disconnection means in a disconnected state to a state in which the disconnection means is connected, the transition to the rotational speed on the non-uniform rotational speed line is made via a first virtual speed line located closest to the non-uniform rotational speed line and on the lower speed side of the non-uniform rotational speed line. Therefore, compared to the case in which the transition to the rotational speed on the non-uniform rotational speed line is made without going through the first virtual speed line closest to the non-uniform rotational speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0180】(15) A control device according to (3), wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line. 【0181】 According to (15), when transitioning from a state in which the disconnection means is connected to a state in which the disconnection means is disconnected and virtual speed control is performed, the transition to the rotational speed on the other virtual speed lines is made via the first virtual speed line which is closest to the non-identical rotational speed line and located on the lower speed side of the non-identical rotational speed line. Therefore, compared to the case where the transition to the rotational speed on the other virtual speed lines is made without going through the nearest first virtual speed line, the fluctuation in the rotational speed of the prime mover during this transition can be reduced. As a result, delays caused by matching the rotational speed of the prime mover during this transition can be suppressed, enabling a smooth transition, and the time during which the transmission efficiency of the disconnection means decreases can be shortened. 【0182】 1. Vehicle (mobile unit) 100. Control device CL1 First clutch (disconnection means) CL2 Second clutch (disconnection means) DW Drive wheel (output unit) ENG Engine (prime mover) GEN Generator (first electric motor) MOT Motor (second electric motor)

Claims

1. A control device for controlling a moving body comprising: a prime mover; a first electric motor mechanically connected to the prime mover; a second electric motor mechanically connected to an output unit that outputs driving force; and a disconnection means for switching between a connected state in which the prime mover and the output unit are mechanically connected and a disconnected state in which they are mechanically disconnected, wherein the control device performs virtual speed control to control the rotational speed of the prime mover to a first rotational speed corresponding to the moving speed of the moving body and a predetermined number of virtual speed lines when the disconnection means is in the disconnected state and the moving body is moved by the braking force of the prime mover, wherein the rotational speed of the prime mover is controlled to a second rotational speed corresponding to the moving speed of the moving body, and each of the multiple virtual speed lines defines the rotational speed of the prime mover corresponding to each moving speed. A control device wherein, when the disconnection means is in the connected state, the relationship between the moving speed and the rotational speed is located on a non-identical rotational speed line that does not match the relationship between the moving speed and the rotational speed on any of the multiple virtual speed lines.

2. A control device according to claim 1, wherein the plurality of virtual speed lines include a first virtual speed line, and the non-identical rotational speed lines are arranged at a lower speed than the first virtual speed line and are arranged closer to the first virtual speed line than the other virtual speed lines among the plurality of virtual speed lines.

3. A control device according to claim 1, wherein the plurality of virtual speed lines include a first virtual speed line, and the non-identical rotational speed lines are arranged on the higher speed side than the first virtual speed line and are arranged closer to the first virtual speed line than the other virtual speed lines among the plurality of virtual speed lines.

4. A control device according to claim 2 or 3, wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, to a rotational speed on the non-uniform rotational speed line without passing through the first virtual speed shift line.

5. A control device according to claim 2 or 3, wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is connected to a state in which the disconnection means is disconnected, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line.

6. A control device according to claim 2 or 3, wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-identical rotational speed line.

7. A control device according to claim 2 or 3, wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line.

8. A control device according to claim 2, wherein the control device transitions to a rotational speed on the non-uniform rotational speed line without passing through the first virtual rotational speed line when the disconnection means is set to the connected state, from a state in which the virtual speed shift control is performed with the disconnection means in the disconnected state.

9. A control device according to claim 2, wherein when the control device performs virtual speed shift control by changing the disconnection means from the connected state to the disconnected state, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line.

10. A control device according to claim 2, wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-uniform rotational speed line.

11. A control device according to claim 2, wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-unique rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line.

12. A control device according to claim 3, wherein the control device transitions to a rotational speed on the non-uniform rotational speed line without passing through the first virtual rotational speed line when the disconnection means is set to the connected state, from a state in which the virtual speed change control is performed with the disconnection means in the disconnected state.

13. A control device according to claim 3, wherein when the control device performs virtual speed shift control by changing the disconnection means from the connected state to the disconnected state, the control device transitions from a rotational speed on the non-identical rotational speed line to a rotational speed on another virtual speed shift line without passing through the first virtual speed shift line.

14. A control device according to claim 3, wherein the control device transitions from a state in which virtual speed shift control is performed with the disconnection means in the disconnected state to a state in which the disconnection means is connected, via the first virtual speed shift line to a rotational speed on the non-uniform rotational speed line.

15. A control device according to claim 3, wherein when the control device performs virtual speed shift control by changing the disconnection means from a state in which the disconnection means is in the connected state to a state in which the disconnection means is in the disconnected state, the control device transitions from a rotational speed on the non-unique rotational speed line to a rotational speed on another virtual speed shift line via the first virtual speed shift line.

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