JP2002139136A - Control device of hybrid drive mechanism with non-stage transmission mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device allowing plural torque transmitting states by a non-stage transmission mechanism and a gear shift mechanism and capable of controlling a hybrid drive mechanism with a motor generator to fit for the driving condition and demand for acceleration. SOLUTION: In the control device of a hybrid drive mechanism with a non- stage transmission mechanism, the non-stage transmission mechanism and the gear shift mechanism are disposed between an input member connected to a power source and an output member for outputting the torque to the outside. The control device comprises an engagement/releasing mechanism for setting plural torque transmitting states from the input member to the output member according to the engagement/releasing conditions, an actuator having a drive function and/or energy regenerating function connected to the output member, and control means (steps S3 and S5) for controlling the engagement/releasing of the engagement mechanism and controlling the drive or energy regeneration of the actuator.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission mechanism capable of continuously changing an input / output rotational speed ratio which is a ratio between an input rotational speed and an output rotational speed. The present invention relates to a control device for a hybrid drive mechanism in which an operating device such as a motor generator having a drive function and / or an energy regenerating function is provided in addition to a transmission having a gear transmission mechanism that can be driven.

[0002]

2. Description of the Related Art As a continuously variable transmission mechanism used in a transmission for a vehicle, a belt type and a traction type (toroidal type) are conventionally known. In order to continuously change the gear ratio, these continuously variable transmission mechanisms transmit torque by transmitting friction between transmission members such as belts and power rollers and rotating bodies such as pulleys and disks, and by shearing oil films. It is configured to perform by force or the like.
For this reason, there are problems that the torque that can be transmitted is restricted, and that the power transmission efficiency is reduced when the gear ratio is large or small, and that the gear ratio that can be set in practice is limited.

Therefore, conventionally, a transmission has been constructed by using a gear mechanism such as a planetary gear mechanism in combination without using a continuously variable transmission mechanism alone. One example is described in JP-T-11-504415. To briefly explain an example of the transmission described in this publication, this transmission includes a belt-type continuously variable transmission mechanism and a single pinion type planetary gear mechanism, and two rotating elements in the planetary gear mechanism are clutched. In the connected state, a torque is input to the planetary gear mechanism via the continuously variable transmission mechanism, and a so-called direct connection mode in which torque is output from the planetary gear mechanism to a predetermined output member. The other clutch is engaged and torque is directly transmitted from the engine to a predetermined rotating element in the planetary gear mechanism, and torque is input to another rotating element via the continuously variable transmission mechanism, thereby causing a differential action of the planetary gear mechanism. , A so-called power circulation mode in which torque is output from another rotating element to the output member.

[0004]

According to the above-described transmission having the continuously variable transmission mechanism and the planetary gear mechanism, the input rotation speed can be changed steplessly. Therefore, when the internal combustion engine is used as a power source. In this case, since the rotation speed of the internal combustion engine can be controlled to the most efficient rotation speed, fuel efficiency can be improved. Further, the transmission mode of the torque from the input member to the output member, that is, the shift mode, is performed by changing the speed only by the shifting action of the continuously variable transmission mechanism, and shifting by the shifting action of both the continuously variable transmission mechanism and the planetary gear mechanism. Since the mode to be performed can be set, the torque transmission efficiency is improved regardless of whether the gear ratio is large or the gear ratio is small, and the fuel efficiency can be improved in this respect as well.

[0005] However, such an effect of improving fuel efficiency is limited to the effect in the case of output from an internal combustion engine. That is, the kinetic energy of the vehicle is released as heat energy at the time of deceleration, so that energy consumption at that point is not reduced, and the effect of improving fuel efficiency is insufficient.

[0006] On the other hand, there has been conventionally known a hybrid vehicle configured to regenerate energy and to use the regenerated energy for driving power. This is configured by connecting an electric motor and a generator to a torque transmission path (power train), or by connecting a motor / generator having both a function as an electric motor and a function as a generator to a torque transmission path. I have.

However, an apparatus using both a transmission having the above-described continuously variable transmission mechanism and a hybrid drive mechanism has not been known so far, and even more, a plurality of transmission modes using the above-described continuously variable transmission mechanism and the gear transmission mechanism have been described. There is no known device configured as a hybrid drive mechanism with a transmission configured so that the transmission can be set. In particular, if the latter is configured to be able to set a plurality of shift modes,
It is necessary to perform the control of the shift mode and the control of the drive and regeneration in a mutually compatible manner, but this type of control has not been sufficiently clarified conventionally.

The present invention has been made in view of the technical problem described above, and performs control of setting or changing of torque transmission mode and control of driving / regeneration in a hybrid drive mechanism having a continuously variable transmission mechanism. It is an object of the present invention to provide a control device that can be suitably executed.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention is configured such that a plurality of torque transmission modes can be selectively set by a continuously variable transmission mechanism and a gear transmission mechanism. , And the output member is a motor
Aiming at a hybrid drive mechanism connected to an operating device such as a generator, the control of the engagement / disengagement mechanism for setting the torque transmission mode and the control of the operation mechanism are performed in coordination to improve fuel efficiency, It is characterized in that the control delay is avoided. More specifically, the invention of claim 1 provides a continuously variable transmission mechanism capable of continuously changing an input / output rotation speed ratio which is a ratio between an input rotation speed and an output rotation speed, and selectively controlling a shift operation. A gear transmission mechanism that can be performed in a control device of a hybrid drive mechanism with a continuously variable transmission mechanism disposed between an input member connected to a power source and an output member that outputs torque to the outside; An engagement release mechanism that sets a plurality of torque transmission modes from the input member to the output member via the continuously variable transmission mechanism and the gear transmission mechanism in accordance with an engagement / release state; and Operating device having a driving function and / or an energy regenerating function, and control means for controlling engagement / disengagement of the engagement mechanism and controlling driving or energy regeneration of the operating device. A control apparatus characterized.

According to the first aspect of the present invention, the torque transmitted from the power source to the input member is transmitted to the output member via the continuously variable transmission mechanism by appropriately controlling the engagement / release mechanism. The torque is transmitted to the output member via the continuously variable transmission mechanism and the gear transmission mechanism, and a torque transmission mode according to each torque transmission path is set. In addition, torque is transmitted from the operating device to the output member, and the vehicle travels using the operating device as a power source, or torque is transmitted from the output member to the operating device, thereby regenerating energy. Then, control of the engagement / disengagement device and control of driving / regeneration of the operating device are performed by the control means. In this case, since these controls can be executed in association with each other, energy recovery can be performed without waste, and switching between the energy regeneration state and the drive state and setting of the torque transmission mode in the drive state are not delayed. It can be executed properly.

According to a second aspect of the present invention, in the first aspect, the control means causes the engagement / disengagement mechanism to reduce a torque between the input member and the output member when decelerating to perform energy regeneration by the operating device. A control device including a release control means for controlling a release state so that transmission does not occur.

Therefore, according to the second aspect of the present invention, at the time of energy regeneration, the engagement release mechanism is released, so that the number of members that are rotated by the torque transmitted from the outside to the output member is reduced. Therefore, the torque transmitted from the outside to the output member is efficiently transmitted to the operating device,
As a result, the energy regeneration efficiency is improved.

Further, according to a third aspect of the present invention, in the first or second aspect of the invention, an acceleration determining means for determining an acceleration request from a deceleration state, a torque transmission mode and a gear ratio to be set according to the acceleration request. And mode determination means for determining based on the traveling state, wherein the control means,
When the actual input rotation speed substantially coincides with the input rotation speed corresponding to the gear ratio in the torque transmission mode to be set, the engagement / disengagement mechanism is engaged so that the torque transmission mode to be set is achieved. A control device comprising an engagement control means for controlling the engagement / disengagement state.

Therefore, according to the third aspect of the present invention, when there is an acceleration request in a deceleration state, a torque transmission mode and a speed ratio to be set are determined based on the acceleration request, and the input rotation speed determined by the speed ratio is set to When the actual input rotational speeds match, the engagement control of the engagement release device for engaging in the torque transmission mode to be set is executed. for that reason,
The setting of the torque transmission mode and the gear ratio after the acceleration request can be performed smoothly without causing a shock or the like.

[0015] Further, the invention of claim 4 is the invention of claim 3
In the invention, the standby control means sets the engagement / release mechanism to be engaged in the torque transmission mode to be set to a state immediately before the engagement based on the determination of the torque transmission mode by the mode determination means. Is a control device further comprising:

According to the fourth aspect of the present invention, when the torque transmission mode to be set is determined, the engagement / release mechanism engaged to set the torque transmission mode is set to a state immediately before the engagement. You. Therefore, when another predetermined condition is satisfied and the engagement release mechanism is engaged,
Since the state is just before the engagement, the engagement release mechanism is engaged almost simultaneously with the engagement instruction, that is, without any particular delay, and the desired torque transmission mode and gear ratio are set. Is done.

According to a fifth aspect of the present invention, in the first aspect of the present invention, a drive change determination for judging a transition from traveling by the output torque of the operating device to traveling by a torque including the output torque of the power source. Means, and mode determination means for determining a torque transmission mode to be set when traveling at a torque including the output torque of the power source based on a traveling state, wherein the control means is configured to control the torque to be set. When the standby control means sets the engagement / release mechanism engaged in the transmission mode to a state immediately before the engagement, and the actual input rotation speed substantially matches the input rotation speed according to the torque transmission mode to be set. And an engagement control means for performing engagement control of the engagement release device set to the state immediately before the engagement.

Therefore, according to the invention of claim 5, when the running state changes from the state of running with the torque output by the operating device, it is determined that the vehicle runs using the output torque of the power source. At the same time, it is determined to change the torque transmission mode. In this case, the engagement release mechanism that is engaged in the changed torque transmission mode is first controlled to a state immediately before engagement, that is, a standby state. Then, when the actual input rotation speed reaches the rotation speed corresponding to the rotation speed in the changed torque transmission mode, control for engaging the engagement release mechanism in the standby state is executed. At that time, the engagement release mechanism is in a state immediately before the engagement, so that the engagement is achieved without delaying the control for engaging. That is, control delay is avoided and drivability is improved.

Still further, the invention of claim 6 is the invention of claim 2
In the invention of the above, further comprising acceleration prediction means for predicting acceleration from a deceleration state, wherein the control means controls the engagement / disengagement mechanism set to the released state by the release control means, and the acceleration is predicted by the acceleration prediction means. A control device characterized by including standby control means for setting a state immediately before engagement when predicted.

Therefore, in the present invention, when it is predicted that the vehicle will accelerate from the deceleration state, the engagement / release mechanism which has been set in the release state is controlled to the state immediately before the engagement, that is, the standby state. . When the engagement / release mechanism is engaged to set the torque transmission mode according to the acceleration request, there is a delay since the engagement / release mechanism is already in the state immediately before the engagement. A predetermined torque transmission mode is set without any occurrence.

Further, the invention of claim 7 is based on claim 2
The control device according to the invention, wherein the release control means is configured to control the engagement release mechanism to a release state immediately before engagement.

Therefore, in the invention of claim 7, the engagement release mechanism is controlled to the release state at the time of deceleration, but the release state is a state immediately before the engagement. Therefore, when switching from the deceleration state to the acceleration state (drive state), if the engagement control of any one of the engagement and release mechanisms is performed to set any of the torque transmission modes, the engagement and release mechanism immediately engages. As a result, a predetermined torque transmission mode can be set without delay in control, and drivability is improved.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on specific examples. First, an example of a hybrid drive mechanism according to the present invention will be described. FIG. 6 uses a belt-type continuously variable transmission mechanism (CVT) 1 as a continuously variable transmission mechanism, and a single pinion type planetary gear as a gear transmission mechanism. An example using the gear mechanism 2 is shown. That is, the input shaft (that is, the input member) 4 is arranged on the same axis as the output shaft of the engine (internal combustion engine: E / G) 3 that is the power source,
The input shaft 4 and the engine 3 are connected via a damper 5. Therefore, the output shaft of the engine 3 and the input shaft 4
Is configured to always rotate together.

A drive pulley 6 which is one of the rotating bodies in the continuously variable transmission mechanism 1 is attached to the input shaft 4. The drive pulley 6 is configured to move the movable sheave with respect to the fixed sheave in the axial direction to change the gap between them, that is, the groove width, to a large or small value. The movable sheave is disposed on the opposite side of the fixed sheave from the engine 3 (ie, on the left side in FIG. 6). Accordingly, an actuator 7 for moving the movable sheave back and forth in the axial direction is disposed on the rear side (left side in FIG. 6) of the movable sheave.

A driven pulley 8, which is the other rotating body in the continuously variable transmission 1, is disposed in parallel with the driving pulley 6. The driven pulley 8 has the same configuration as the drive pulley 6 described above, has a fixed sheave and a movable sheave, and is configured to move the movable sheave back and forth by an actuator 9 to change the groove width. I have. The groove width of each pulley 6, 8 is controlled so that one increases and the other decreases, so that the center position of each pulley 6, 8 in the axial direction does not change. For this purpose, the actuator 9 of the driven pulley 8 is arranged on the opposite side of the actuator 7 of the driving pulley 6 in the axial direction, that is, on the right side in FIG.

A belt 10 as a transmission member is wound around these pulleys 6 and 8. Therefore,
By changing the groove width of each pulley 6, 8 in the opposite direction, the belt 1 for these pulleys 6, 8
The winding effective diameter of 0 changes so that the input / output rotation speed ratio, which is the ratio between the input rotation speed and the output rotation speed, continuously changes. An intermediate shaft 11 is attached to the driven pulley 8 to input and output torque to and from the driven pulley 8.

Next, the planetary gear mechanism 2 will be described. The planetary gear mechanism 2 shown in FIG. 6 is a sun gear 12 which is an external gear and an internal gear arranged concentrically with the sun gear 12. A ring gear 13 and a carrier 14 that holds a pinion gear meshing with the sun gear 12 and the ring gear 13 so as to be able to rotate and revolve are used as rotating elements. That is, it is arranged between the input shaft 4 and the intermediate shaft 11.

An output shaft 15 extends through the center axis of the planetary gear mechanism 2. One end of the output shaft 15 extends toward the belt 10, and the end and the ring gear 13 are integrally connected by an appropriate connecting member such as a connecting drum. Further, a direct connection clutch Cd for selectively connecting the ring gear 13 and the sun gear 12 is provided. That is, the direct connection clutch Cd connects the two rotating elements of the planetary gear mechanism 2 to integrally rotate the entire planetary gear mechanism 2.

A hollow shaft in which the sun gear 12 is integrated is rotatably fitted on the outer peripheral side of the output shaft 15.
One end of the hollow shaft extends to the side opposite to the direct coupling clutch Cd, and gear pairs 17A and 17B are provided at the end of the hollow shaft to connect the hollow shaft and the intermediate shaft 11. I have. The gear pair 17A, 17B is configured to be a reduction mechanism from the intermediate shaft 11 toward the hollow shaft.

A drive gear 18 is provided on the outer periphery of the input shaft 4.
A is rotatably fitted, and a clutch (hereinafter, tentatively referred to as “tentatively,” for selectively connecting the drive gear 18A and the input shaft 4).
Ch) is provided. A driven gear 18B meshed with the driving gear 18A is rotatably fitted on the outer peripheral side of the hollow shaft. These gear pairs 18A and 18B are driven from a driving gear 18A to a driven gear 18B.
It is configured to be a speed increasing mechanism toward. That is, the drive gear 18A has a larger diameter than the driven gear 18B. More specifically, the gear pair 17A, 1
When the gear ratio of 7B is α, the gear ratio of the gear pair including the driving gear 18A and the driven gear 18B is (γmin ×
α). Note that γmin is the continuously variable transmission mechanism 1
Is the minimum value of the input / output rotation ratio. Therefore, the continuously variable transmission mechanism 1 and the first gear pair 17A, 17B
When the torque is transmitted to the sun gear 12 via the second gear pair and the torque is transmitted to the carrier 14 via the second gear pair 18A, 18B, the sun gear 12 and the carrier 14 rotate at the same speed, and the planetary gear mechanism 2 as a whole rotates together. This is the same as the state where the direct coupling clutch Cd is engaged.

The driven gear 18B is connected to the carrier 14 in the planetary gear mechanism 2, and a brake as a fixing means for selectively fixing the driven gear 18B and the carrier 14 (hereinafter referred to as a reverse brake). Br is provided. This reverse brake B
In the example shown in FIG. 6, r denotes a friction type brake, that is, a wet multi-plate brake. The reverse brake Br may be a friction type, and may be a band brake. Further, the rotation of the carrier 14 may be stopped by fixing the drive gear 18A.

Further, an output gear (that is, an output member) 21 is attached to the other end of the output shaft 15, that is, an end extending on the opposite side to the belt 10, and the output gear 21 is, for example, a front gear. Differential 22
, And is configured to output torque to the front differential 22.

A starting device is connected to the engine 3 and is connected to a starter motor 24 which is conventionally used.
It is constituted by. In addition, the output side of the continuously variable transmission mechanism 1, that is, the output shaft 15 has a drive function and / or
Alternatively, an operating device with an energy regenerating function is connected, which is, for example, a motor generator (M
G) 25. As the operating device, the generator and the electric motor may be individually connected to the output shaft 15 or to the output gear 21. Therefore, the power train shown in FIG. 6 is configured as a hybrid drive mechanism using the engine 3 as a first power source and the motor generator 25 as a second power source.

The above-described direct coupling clutches Cd and Hi
The side clutch Ch and the reverse brake Br are configured to operate by hydraulic pressure as an example. Therefore, although not specifically shown, a hydraulic control device for controlling these engagement / disengagement mechanisms is provided. Also,
In addition to controlling the engagement / disengagement state of these engagement / release mechanisms, the input / output rotation ratio γ set by the continuously variable transmission mechanism 1 is controlled, and further, the start / stop of the engine 3 and the drive by the motor / generator 25 are performed. An electronic control unit (ECU) 26 for performing regeneration control is provided.
The electronic control device 26 is mainly configured by a microcomputer, and includes a vehicle speed, an accelerator opening,
Detection signals such as oil temperature, transmission input / output rotation speed, and rotation speed of each of the pulleys 6 and 8 are input, and in accordance with the input signals and data and programs stored in advance, a shift mode described below is performed. Control such as switching and shifting, or driving or energy regeneration of the engine 1 or the motor / generator 25 is executed.

In the above-described hybrid drive mechanism including a transmission mainly including the continuously variable transmission mechanism 1 and the planetary gear mechanism 2, a plurality of torque transmission modes can be set.
Specifically, a shift mode in which the speed ratio is set by the shift operation of only the continuously variable transmission mechanism 1 (for example, a direct mode or an L mode)
Mode) and a speed change mode (tentatively referred to as a power circulation mode or H mode) in which the speed ratio is set by both the speed change operation of the continuously variable transmission mechanism 1 and the speed change operation of the planetary gear mechanism 2. And the torque can be transmitted from the input shaft 4 to the output shaft 15 or the output gear 21. These shift modes will be described together with the shift operation.

First, when the engine 3 is started, the clutches Cd and Ch and the reverse brake Br are in a released state (ie, a non-coupled state). In the case of a structure in which a hydraulic pump (not shown) is driven by the engine 3,
These connecting means are released without any particular control.However, when the pressure storing means is provided or when the hydraulic pump is driven by another power source, the pressure is released from these connecting means. Release state. Accordingly, since the input shaft 4 and the drive gear 18A are cut off and the reverse brake Br is released, the carrier 14 does not function as either the reaction force element or the input element, and the direct coupling clutch Cd is released. Therefore, no torque appears on the output shaft 15 because the planetary gear mechanism 2 is not integrated. That is, the engine 3 is started with the transmission in the neutral state.

Next, when starting in the forward direction, it is necessary to increase the gear ratio as much as possible. Therefore, the groove width of the drive pulley 6 in the continuously variable transmission mechanism 1 is maximized to minimize the effective diameter around which the belt 10 is wound. By setting the groove width of the driven pulley 8 to be the minimum and the effective diameter thereof to be the maximum, the value of the input / output rotation ratio is maximized (γmax). In this state, the direct coupling clutch Cd is gradually engaged. That is, the engagement hydraulic pressure is gradually increased, and finally the clutch is completely engaged through the slip state from the released state. By doing so, the torque transmission capacity gradually increases, so that the change in the torque appearing on the output shaft 15 becomes smooth, and the vehicle starts smoothly. Therefore, the direct coupling clutch Cd is a starting engagement mechanism.

FIG. 7 is a collinear diagram showing the state of the planetary gear mechanism 2. As shown in FIG. That is, when the direct coupling clutch Cd is engaged, the entire planetary gear mechanism 2 rotates integrally, and therefore the engine (Eng) 3
When torque is transmitted to the sun gear 12 via the continuously variable transmission mechanism (CVT) 1 from the gear, the ring gear 13 as an output element and the output shaft 15 connected to the ring gear 13 are driven at the same speed and in the same direction as the sun gear 12 as an input element. Since the motor rotates, the operation state in this case is represented by a straight line A.

From this state, if the input / output rotation ratio of the continuously variable transmission mechanism 1 is reduced, that is, the groove width of the drive pulley 6 is gradually reduced to increase the effective diameter, and at the same time, the groove width of the driven pulley 8 is gradually increased. If the effective diameter is reduced, the input rotation speed to the planetary gear mechanism 2 relatively increases gradually, and the entire planetary gear mechanism 2 rotates integrally.
The number of rotations 5 increases according to the change in the input / output rotation number ratio in the continuously variable transmission mechanism 1. In other words, when there is no change in the vehicle speed, the engine speed decreases as the speed ratio decreases. Such a change in the operation state is represented by translating the straight line A in FIG. 7 upward in the direction in which the rotation speed increases. A state in which the planetary gear mechanism 2 is set in a so-called direct connection state and the input / output rotation ratio of the continuously variable transmission mechanism 1 is set to the minimum value (the value on the highest speed side: γmin) is represented by a straight line B in FIG. You.

As described above, the state in which the direct coupling clutch Cd is engaged and the Hi-side clutch Ch is released is the direct mode (L mode), and the change in the input / output rotational speed ratio of the continuously variable transmission mechanism 1 remains unchanged. It appears as a change in the transmission ratio of the entire transmission.

When the input / output rotational speed ratio is set to the minimum value γmin, the gear pair 17A, 17 between the intermediate shaft 11 and the hollow shaft is set.
B, the gear ratio α of the driving gear 18A and the driven gear 18
Since the gear ratio with B is (γmin × α), the driving gear 1
The rotation speed of 8A matches the rotation speed of engine 3. Therefore, the Hi-side clutch Ch can be engaged and the directly-coupled clutch Cd can be released without causing rotation fluctuation in any of the rotating members. In this manner, the clutch 14 is so-called gripped, the carrier 14 is set to a rotation speed corresponding to the rotation speed of the engine 3, and the rotation speed of the sun gear 12 is changed by the continuously variable transmission mechanism 1. Can be set.

This state is indicated by a straight line C in FIG. 7, and the input / output rotational speed ratio γ of the continuously variable transmission mechanism 1 is maintained while the rotational speed of the carrier 14 is maintained at a rotational speed corresponding to the rotational speed of the engine 3. Is increased to decrease the rotation speed of the sun gear 12,
Accordingly, the rotation speed of the ring gear 13 as the output element and the output shaft 15 connected to the ring gear 13 increase. That is, the transmission ratio of the transmission as a whole is further reduced,
If the vehicle speed does not change, the engine speed decreases. This is a state of power circulation (recirculation).

As described above, the state in which the direct coupling clutch Cd is released and the Hi-side clutch Ch is engaged is the power circulation mode (H mode), and the direction in which the input / output rotational speed ratio of the continuously variable transmission mechanism 1 changes. The gear ratio of the entire transmission changes in the opposite direction. More specifically, by increasing the input / output rotation ratio of the continuously variable transmission mechanism 1, a speed ratio smaller than the speed ratio that can be set by the continuously variable transmission mechanism 1 alone is set.

As described above, when the input / output rotational speed ratio of the continuously variable transmission mechanism 1 is set to the minimum value γmin, the entire transmission rotates even if the direct coupling clutch Cd is released. This state is the highest speed state in the direct mode (L mode) and the lowest speed state in the power circulation mode (H mode), and is a shift state common to each shift mode. In other words, the minimum value γmin of the input / output rotational speed ratio is a transition point (switch point) from one shift mode to the other shift mode. Note that this transition point (switching point) is determined by the gear pairs 17a, 17
B, 18A and 18B.

By setting each clutch Cd, Ch to a disengaged state (disengaged state) and engaging the reverse brake Br, the vehicle can travel in reverse. That is, in the planetary gear mechanism 2, the reverse brake Br
And the carrier 14 is fixed, and in this state, torque is input to the sun gear 12 via the continuously variable transmission mechanism 1. Therefore, the ring gear 13 serves as an output element and is connected to the output shaft 15. However, the sun gear 12 rotates in the opposite direction. This state is shown by a straight line D in FIG.

FIG. 8 shows the engagement / disengagement state of each engagement / disengagement mechanism for setting the direct mode (L mode), the power circulation mode (H mode), and the reverse state. It is. In FIG. 8, the range is a mode of travel selected by manual operation, R is a range for reverse travel, P is a range for maintaining a stopped state, and N is a neutral state. And D indicate a range for forward running. Further, in FIG. 8, a blank indicates a released state, and a triangle indicates an engaged state. The transmission torque capacity in the engaged state can be arbitrarily set, for example, by adjusting the hydraulic pressure to a high or low level using an electromagnetic valve (not shown).

The speed ratio set by the above-mentioned transmission, that is, the ratio of the input rotation speed Ni to the output rotation speed No (No / Ni:
FIG. 9 shows the relationship between the reciprocal of the speed ratio) and the input / output rotation speed ratio γ of the continuously variable transmission mechanism 1. The shift in the above-mentioned transmission is requested drive represented by a signal of an accelerator opening, which is an amount of depression of an accelerator pedal, a signal from a cruise control system set based on a set vehicle speed, a distance from a preceding vehicle, and the like. The process is executed based on running conditions such as vehicle speed and accelerator opening so that the engine 3 rotates at an optimum operating point at which fuel efficiency is minimized while satisfying the power.

At the switching point shown in FIG. 9, the input / output rotational speed ratio γ becomes the minimum value γmin, and in the H mode, the input / output rotational speed ratio γ
As the gear ratio increases, the gear ratio decreases, that is, the gear ratio shifts up, and conversely, in the L mode, the input / output rotational speed ratio γ
As the gear ratio increases, the gear ratio increases, that is, downshifting is performed. Further, during deceleration, energy regeneration is performed with priority, and therefore, there is no particular need for speed change control. On the other hand, when accelerating from a deceleration state, the speed ratio is set so as to obtain the required driving force Therefore, the selection of the speed change mode and the setting of the speed ratio are performed. That is, the control device according to the present invention is configured to execute the following control.

FIG. 1 is a flowchart showing an example of the control. First, it is determined whether or not the accelerator opening is fully closed (step S1). This can be determined based on the output signals of sensors (each not shown) attached to the accelerator pedal. When accelerating, the accelerator pedal is depressed, and when decelerating, the accelerator pedal is returned. In step S1, it is determined whether or not the vehicle is in a decelerating state.

If a positive determination is made in step S1,
That is, if the vehicle is in the deceleration state, it is determined whether the vehicle speed is within a predetermined vehicle speed range (step S2). The vehicle speed range is
The vehicle speed is a vehicle speed that is predetermined as a vehicle speed at which energy regeneration can be performed. Therefore, if a positive determination is made in step S2, the transmission is controlled to a neutral state to perform energy regeneration (step S3). ).
Specifically, the clutch Cd (or Ch) engaged at that time is released. Therefore, torque transmission between the input shaft 4 and the output shaft 15 or the output gear 21 is interrupted. In this state, the engine 3 is stopped (Step S4). As an example, the supply of fuel to the engine 3 is stopped, and the engine 3 is stopped.

At the same time, energy regeneration is performed (step S5). Further, a flag F indicating that the energy regeneration is being performed is set to "1" (step S6). As described above, since the motor / generator 25 is connected to the output shaft 15 and is rotated by the inertia of the vehicle, the inverter (not shown) to which the motor / generator 25 is connected , The motor generator 25 acts as a generator, and the electromotive force is stored in a power storage device (not shown) such as a battery.

Then, the torque for forcibly rotating the motor / generator 25 becomes the braking torque, and so-called engine braking can be applied. In this case, the transmission of torque between the output shaft 15 and the engine 3 is interrupted, so that the engine 3 does not rotate, so that power loss can be minimized and energy can be efficiently regenerated. .

If the vehicle speed is out of the predetermined range and the determination in step S2 is negative, the control for energy regeneration is terminated (step S2).
7) and the flag F is reset to zero (step S)
8).

On the other hand, if the result of the determination in step S1 is negative because the accelerator opening is not fully closed, the flag F
Is determined to be "1" (step S
9). If the flag F is set to "1" and a positive determination is made in step S9, it means that the immediately preceding state was the energy regeneration state due to deceleration. This is a state in which an acceleration request is generated in a deceleration state. Therefore, in this case, the energy regeneration control is ended (step S10).

Then, the shift mode is selected, and the input rotation speed Nin corresponding to the shift mode is obtained (step S11). That is, since the gear ratio is determined based on the running state such as the vehicle speed and the accelerator opening at that time, the gear mode and the input / output rotational speed ratio γ are obtained as is known from FIG. When the gear ratio is obtained, the corresponding input rotational speed Nin is calculated from the vehicle speed (output rotational speed) at that time and the gear ratio.

When the shift mode to be set according to the acceleration request is selected, the clutch Cd (or Ch) to be engaged for setting the shift mode is subjected to standby control (step S12). This standby control is a control for setting to a state immediately before engagement. If the clutches Cd and Ch are, for example, hydraulic type multi-plate clutches, the hydraulic servomechanism operates between the piston and the friction plate and the friction. This control is to increase the hydraulic pressure until the gap between the plates becomes substantially zero. If the clutch has individual differences or changes with time, the above-mentioned standby control may slightly engage to have a torque capacity.However, this standby control is executed only when there is an acceleration request. Until then, the clutch is completely released, so that inconveniences such as power loss and reduced durability of the clutch are suppressed or prevented.

In addition to the above standby control, the engine 3
Is started (step S13). This is for obtaining the power corresponding to the acceleration request, and the engine 3 is started by forcibly rotating the engine 3 by the above-described starter motor 24 and supplying fuel at the same time. Next, it is determined whether or not the actual input rotational speed Nin of the continuously variable transmission mechanism 1, that is, the engine rotational speed substantially coincides with the synchronous rotational speed (step S14). Specifically, the aforementioned step S1
It is determined whether or not the rotational speed is equal to or greater than a rotational speed obtained by subtracting a predetermined value ΔN from the corresponding input rotational speed (synchronous rotational speed) Nin calculated in step 1. Here, the predetermined value ΔN may be a small value close to zero, or may be zero.
Therefore, in step S14, it is determined that the actual input rotational speed Nin matches the synchronous rotational speed.

If a negative determination is made in step S14, return is made without performing any particular control, and
Continue the previous control. On the other hand, when the input rotation speed Nin of the continuously variable transmission mechanism 1 has increased to the synchronous rotation speed and the determination in step S14 is affirmative, the clutch controlled to the standby state, that is, step S14
An engagement command for the clutch Cd (or Ch) for setting the speed change mode selected in Step 11 is output (Step S15). Further, the flag F is reset to zero due to the end of the energy regeneration control (step S16).

Since the clutch is controlled to a state immediately before engagement as described above, when the engagement command is output, the clutch immediately engages and starts to have a predetermined torque capacity. Therefore, a predetermined shift mode and gear ratio are set without causing a control delay, and a driving force corresponding thereto is obtained, so that drivability is improved.

When the accelerator pedal is already accelerated and the accelerator pedal is further depressed, a negative determination is made in each of steps S1 and S9. In this case, normal control (non-fully-closed control) for setting the gear ratio or the gear mode based on the traveling state such as the vehicle speed and the accelerator opening is executed (step S1).
7).

In the control shown in FIG. 1, the standby control of the clutch is performed after an acceleration request such as depression of an accelerator pedal, and when the input rotational speed Nin substantially coincides with the synchronous rotational speed, the clutch engagement is stopped. If the vehicle is running at an extremely low vehicle speed and an acceleration request is made, the input speed reaches the synchronous speed immediately after the acceleration request, and the clutch standby control is performed. May not have the time to execute. In such a running state, it is preferable that acceleration or an acceleration request is predicted, and standby control is performed based on the result of the prediction. FIG. 2 shows an example of the control.

In the example shown in FIG. 2, prior to executing the energy regeneration control, the standby control is executed for all the clutches engaged to set the shift mode, and thereafter, any one of the shift modes is executed. Is set, the clutch release control for setting other shift modes is executed. Other control is the same as the control shown in FIG. 1, and therefore, in the following description, only a portion different from the control example of FIG. 1 will be described.

In FIG. 2, when the vehicle speed is within the predetermined range and the determination in step S2 is affirmative, it is determined whether or not the brake is on (step S30). This can be determined by, for example, whether a brake switch (not shown) is turned on and outputting a signal.

Normally, the brake operation for braking or deceleration and the accelerator operation for acceleration are performed with the same foot, so that if the brake is on, there is a low possibility that the acceleration operation will be performed immediately. If the brake is off, there is a possibility that the accelerator pedal is immediately depressed and the acceleration operation is performed. Therefore, step S30 is a determination step of predicting the possibility of acceleration from a deceleration state.

When the brake is on, step S
If the determination in Step 30 is affirmative, it is unlikely that an acceleration request will occur immediately, so that the clutches Cd and Ch are released and the transmission is neutralized (Step S).
3). On the other hand, if a negative determination is made in step S30 because the brake is off, the standby control of each clutch Cd, Ch is executed (step S30).
31). That is, both the direct coupling clutch Cd engaged for setting the L mode and the Hi-side clutch Ch engaged for setting the H mode are controlled to a state immediately before engagement. After the clutches Cd and Ch are released or standby controlled, the engine 3 is stopped (step S4), and the control is performed in the same manner as in the example shown in FIG.

In the control example shown in FIG. 2, each clutch Cd,
Since the standby control of Ch is performed based on the prediction of the acceleration, the acceleration operation is performed from the deceleration state. Accordingly, when the shift mode is selected and the corresponding input rotation speed Nin is calculated (step S11), the engine 3 is immediately started. Start control is performed. On the other hand, if the input rotational speed Nin is substantially equal to the synchronous rotational speed and an engagement instruction for any one of the clutches Cd (or Ch) is output so as to achieve the selected shift mode (step S15). Release control of the clutch Ch (or Cd) is executed (step S15).
1) The flag F is reset to zero. This is because when the clutch slips due to the standby control,
This is to avoid such inconvenience because there is a possibility that the power is lost or the durability of the clutch is reduced.

Therefore, if the configuration shown in FIG. 2 is used, the acceleration operation is performed in the deceleration state, and when the shift mode and the gear ratio are set in accordance with the operation, the shift mode is set when the acceleration request is detected. Even if the input rotational speed Nin becomes the synchronous rotational speed immediately after the acceleration request, the clutch for setting the shift mode is immediately activated even if the input rotational speed Nin becomes the synchronous rotational speed immediately after the acceleration request. Engagement has a predetermined torque capacity, and the desired shift mode and gear ratio can be set without delay in control. That is, since the acceleration force can be obtained without particularly delaying the acceleration operation, the drivability is improved.

The above-described clutch standby control is a control executed when the transmission is controlled to a substantially neutral state. On the other hand, the hybrid drive mechanism shown in FIG.
5, the motor-generator 2
When the vehicle runs with only the output torque of 5, the transmission is controlled to the neutral state. Therefore, even when switching from so-called motor traveling to engine traveling by the engine 3, switching from the neutral state to the predetermined shift mode occurs, so that the above-described standby control can be executed even when such traveling mode is changed. it can. FIG. 3 shows an example.

FIG. 3 shows a subroutine corresponding to the content of the non-fully closed control in FIGS. 1 and 2 described above, and is executed when a negative determination is made in step S9 described above. First, it is determined whether or not the running state of the vehicle is in the MG running range where the vehicle runs using the motor / generator 25 (step S171). The MG running range running using the motor / generator 25, the E / G running range running using the engine 3, and the regeneration range performing energy regeneration are, for example, a two-dimensional map of the accelerator opening and the vehicle speed. It is determined in advance, and an example is shown in FIG. Therefore, step S
At 171, it is determined whether or not the running state of the vehicle is in the MG running range based on the accelerator opening and the vehicle speed at that time.

If the determination in step S171 is affirmative, the motor / generator 25 is driven and the vehicle runs with the output torque. Therefore, in this case, the transmission is neutralized so as not to unnecessarily rotate the engine 3 (step S17).
2). Specifically, the clutches Cd and Ch are controlled to be in the disengaged state, similarly to the control in step S3 described above.

Next, stop control of the engine 3 is executed (step S173), and the motor / generator 2 is stopped.
5 is driven, so-called MG running is performed (step S174). That is, the output torque of the motor / generator 25 is transmitted to the front differential 22 via the output shaft 15 and the output gear 21, from which torque is transmitted to left and right driving wheels (not shown). The vehicle runs using the power as a power source. Then, the flag F is set to "2" to indicate that the control is being performed as described above (step S175).

On the other hand, if a negative determination is made in step S171, that is, if the running state of the vehicle
If it is determined that the vehicle is traveling, it is determined whether the flag F is set to "2" (step S17).
6). If a positive determination is made in step S176, that is, if the flag F is set to "2",
The immediately preceding state is a state in which the transmission is being driven by the motor / generator 25 with the transmission in neutral. Therefore, in this case, control similar to the control in steps S11 to S16 shown in FIG. 1 is executed.

That is, a gear mode and a gear ratio to be set are selected based on running conditions such as a vehicle speed and an accelerator opening, and an input rotational speed (synchronous rotational speed) Nin corresponding to the gear ratio is calculated. Step S17
7). Next, the clutch Cd (or Ch) to be engaged in the shift mode to be set is subjected to standby control (step S178), and the engine 3 is started (step S179). Then, the input rotation speed N
It is determined whether or not in substantially coincides with the synchronous speed (step S180). When the input rotational speed is synchronized, an engagement command for engaging the clutch Cd (or Ch) under standby control is output. (Step S181), and the flag F is reset to zero (Step S18).
2).

If the result of the determination in step S176 is negative, that is, if the flag F is not set to "2", the running using the engine 3 will be continued. Travel control is executed (step S183).

Therefore, when the vehicle is traveling using the motor / generator 25 and the vehicle shifts to traveling using the engine 3 when the accelerator pedal is depressed, for example,
A clutch for setting the transmission to a predetermined shift mode is first subjected to standby control to a state immediately before engagement, and thereafter, an engagement instruction is issued when the input rotation speed is synchronized with the rotation speed in the predetermined shift mode. Therefore, the clutch for setting the shift mode starts to have the torque capacity almost simultaneously with the engagement instruction, and there is no delay in the engagement. Therefore, a driving force corresponding to the acceleration request can be obtained without particularly delaying the acceleration request, so that drivability is improved.

Here, the accelerator opening, the input rotation speed Nin and the output rotation speed No, the operation state of the motor / generator 25, the operating states of the clutches Cd and Ch when an acceleration operation such as depressing an accelerator pedal is performed in the deceleration state. The changes in the hydraulic pressure and the output torque To are shown in the time chart of FIG.

In FIG. 5, when the accelerator pedal is returned at a predetermined time point t1 while the vehicle is running in the L mode in which the direct coupling clutch Cd is engaged, the input rotational speed Nin and the output shaft torque To decrease. At time t2 when the accelerator opening is fully closed, the input rotation speed Nin becomes zero and the output shaft torque To becomes a negative torque. In order to perform energy regeneration, the direct-coupled clutch Cd is controlled to be released, that is, the oil pressure thereof is reduced, and at the same time, the regenerative torque forcibly rotating the motor-generator 25 acts on the motor-generator 25. Since this is the braking torque, the engine brake can be made effective.

During this time, the vehicle speed gradually decreases, so that the output rotational speed No decreases slightly. Then, at time t3, when the accelerator pedal is depressed and the accelerator opening begins to increase, power is supplied to the motor generator 25, which functions as an electric motor. As a result, the output shaft torque T
o gradually increases. On the other hand, since the engine 3 is started by the request for acceleration, the input rotation speed Nin starts to increase. At the subsequent time point t4, the accelerator opening reaches a predetermined opening, and the output torque of the motor generator 25 becomes a torque corresponding to the accelerator opening. That is, the energy regeneration ends, and the motor / generator 25 enters the power running state. Therefore, the output shaft torque increases in accordance with the acceleration request, so that acceleration response or drivability is improved. At the same time, the standby control for setting the H-side clutch Ch for setting the H mode to the state immediately before the engagement is started. The hydraulic pressure for maintaining the Hi-side clutch Ch in the standby state is reached, and the hydraulic pressure is maintained.

During this time, the engine speed, that is, the input speed Nin gradually increases, and at time t6 when it is detected that the input speed Nin substantially matches the synchronous speed, H
An instruction to engage the i-side clutch Ch is output. Immediately after the time t7, the input rotational speed Nin matches the synchronous rotational speed, and the Hi-side clutch Ch is completely engaged. And
Thereafter, since the engine 3 is used as a power source, the output torque of the motor generator 25 is controlled to zero.

Here, the relationship between each of the above-described specific examples and the present invention will be briefly described. Each of the clutches Cd and Ch corresponds to the engagement / disengagement mechanism of the present invention, and the motor / generator 25 corresponds to the present invention. It corresponds to an operating device. FIG.
And step S3, step S5, step S15, step S31 shown in FIG. 2, and step S17 shown in FIG.
8. The functional means of step S181 corresponds to the control means in claim 1. Further, regarding claim 2, the functional means of step S3 corresponds to release control means, and the functional means of steps S1 and S9 correspond to acceleration determination means. Still referring to claim 3, step S11
Corresponds to the mode determining means, and the step S1
The fifth functional means corresponds to the engagement control means. Further, regarding claim 4, the functional means in step S12 corresponds to a standby control means. Still further, in claim 5, the functional means of step S171 shown in FIG. 3 corresponds to the drive change determining means, the functional means of step S177 corresponds to the mode determining means, and the functional means of step S178 corresponds to the standby control means. And the functional means in step S181 corresponds to the engagement control means. And further claim 6
In regard to the above, the functional means of step S30 corresponds to acceleration prediction means, and the functional means of step S31 corresponds to standby control means. Then, regarding claim 7, step S
31 functional means correspond to release control means.

The present invention is not limited to the specific examples described above. For example, the vehicle may be configured to run backward by a motor / generator. In this case, the reverse brake Br may not be provided. The point is that the motor generator only needs to be able to transmit torque to and from the output shaft, and does not need to be directly connected to the output shaft. Further, in the present invention,
The driving state set in response to an acceleration request from the state in which energy is being regenerated in the operating device may be a driving state using the operating device as a power source, and is not necessarily limited to a driving state using an internal combustion engine. Absent.

Further, the prediction of acceleration may be made based on other data or information without depending on the on / off state of the brake. Furthermore, the hybrid drive mechanism targeted by the present invention is not limited to a mechanism that can set the two types of torque transmission modes of the direct connection mode and the power circulation mode described above, without causing power circulation. A mechanism that can set another predetermined torque transmission mode, such as a mechanism that can set a torque transmission mode that transmits a part of the torque to the output member via the gear transmission mechanism, can be used.

[0083]

As described above, according to the first aspect of the present invention, the control of the engagement / disengagement mechanism for setting the torque transmission mode and the drive / regeneration by the operating device connected to the output member are performed. Since the control and the control are executed in association with each other by the control means, wasteful energy regeneration is performed, and switching from the energy regeneration state to the driving state and setting of the torque transmission mode in the driving state are delayed. It is possible to execute the program properly without any processing.

According to the second aspect of the present invention, at the time of energy regeneration, the engagement release mechanism is released, so that the number of members that are rotated by the torque transmitted from the outside to the output member is reduced. The torque transmitted from the outside to the output member is efficiently transmitted to the operation device, and the energy regeneration efficiency can be improved.

Further, according to the third aspect of the present invention, when there is an acceleration request in a deceleration state, a torque transmission mode and a gear ratio to be set are determined based on the acceleration request, and the input rotation determined by the gear ratio is determined. When the actual input rotational speed matches the number, the engagement control of the engagement / disengagement device that engages in the torque transmission mode to be set is executed. The setting can be executed smoothly without causing a shock or the like.

Further, according to the fourth aspect of the present invention, when the torque transmission mode to be set is determined, the engagement / disengagement mechanism engaged to set the torque transmission mode is used to set the torque transmission mode immediately before the engagement. When the state is set and therefore the other predetermined condition is satisfied and the engagement / release mechanism is engaged, the state is immediately before the engagement. The desired torque transmission mode and gear ratio can be set by engaging the engagement / release mechanism without delay.

According to the fifth aspect of the present invention, the running state is changed from the running state with the torque output by the operating device to the running state using the output torque of the power source. When the actual input rotation speed reaches the rotation speed corresponding to the rotation speed in the changed torque transmission mode and the predetermined engagement / release mechanism is engaged, the engagement / release mechanism is engaged. Since the state is controlled to the state immediately before the engagement, the vehicle is immediately engaged, so that a delay in control is avoided and drivability is improved.

According to the present invention, when it is predicted that the vehicle will accelerate from the deceleration state, the engagement / disengagement mechanism which has been set to the release state until then, ie, the state immediately before the engagement, that is, the standby state When the engagement / release mechanism is engaged to set a torque transmission mode corresponding to an actual acceleration request, a predetermined torque transmission mode can be set without delay. .

According to the seventh aspect of the present invention, the engagement / disengagement mechanism is controlled to the released state at the time of deceleration. Since the released state is the state immediately before the engagement, the engagement / release mechanism is changed from the deceleration state to the acceleration state ( In this case, when the engagement control of any one of the engagement and release mechanisms is executed to set any of the torque transmission modes, the engagement and release mechanism immediately engages, and as a result, the control is delayed. Thus, a predetermined torque transmission mode can be set without causing the drivability, and the drivability is improved.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an example of control by a control device according to the present invention.

FIG. 2 is a flowchart showing another example of control by the control device according to the present invention.

FIG. 3 is a flowchart showing an example of a subroutine of the non-fully closed control.

FIG. 4 is a diagram schematically illustrating an example of a map that defines an engine traveling area and a motor / generator traveling area.

FIG. 5 shows the accelerator opening when the control of FIG. 1 is executed,
5 is a time chart showing changes in an input rotation speed and an output rotation speed, an operation state of a motor generator, a hydraulic pressure of each clutch, and an output torque.

FIG. 6 is a skeleton diagram schematically illustrating an example of a hybrid drive mechanism according to the present invention.

FIG. 7 is an alignment chart for explaining a shift operation of a transmission included in the hybrid drive mechanism.

FIG. 8 is a table collectively showing the engaged / disengaged state of each clutch and brake.

FIG. 9 is a diagram showing a relationship between a speed ratio between an input rotation speed and an output rotation speed of the transmission and an input / output rotation speed ratio of the continuously variable transmission mechanism.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Continuously variable transmission mechanism, 2 ... Planetary gear mechanism, 3 ... Engine, 4 ... Input shaft, 15 ... Output shaft, Cd ... Direct coupling clutch, Ch ... Hi side clutch, 21 ... Output gear, 2
5: motor generator, 26: electronic control unit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 63:06 F16H 63:12 63:12 B60K 9/00 EF Term (Reference) 3D039 AA04 AB26 AC01 AC34 AC39 3J552 MA07 MA13 MA26 NA01 NB08 PA00 PA26 PA59 RB12 SA31 SB36 TB12 VA32Z VB01Z VC03Z VD02Z

Claims (7)

[Claims] 1. A continuously variable transmission mechanism capable of continuously changing an input / output rotation ratio, which is a ratio between an input rotation speed and an output rotation speed, and a gear transmission capable of selectively performing a shifting operation. A hybrid drive mechanism with a continuously variable transmission mechanism, wherein the mechanism is disposed between an input member connected to a power source and an output member that outputs torque to the outside; And a plurality of torque transmission modes reaching the output member via the gear transmission mechanism.
An engagement / release mechanism set in accordance with a release state; an operating device coupled to the output member having a drive function and / or an energy regeneration function; engagement / release control of the engagement mechanism; and the operating device And a control means for controlling the driving of the motor or the energy regeneration. 2. The control unit controls the engagement / disengagement mechanism to a release state so that torque is not transmitted between the input member and the output member during deceleration for performing energy regeneration by the operating device. The control device for a hybrid drive mechanism with a continuously variable transmission mechanism according to claim 1, further comprising release control means. 3. An acceleration determining means for determining an acceleration request from a deceleration state, and a mode determining means for determining a torque transmission mode and a gear ratio to be set according to the acceleration request based on a traveling state, When the actual input rotation speed substantially coincides with the input rotation speed corresponding to the gear ratio in the torque transmission mode to be set, the control means sets the torque transmission mode to the set torque transmission mode. The control device for a hybrid drive mechanism with a continuously variable transmission mechanism according to claim 1 or 2, further comprising an engagement control means for controlling an engagement / release state of the engagement / release mechanism. 4. A standby control for setting an engagement / disengagement mechanism to be engaged in the torque transmission mode to be set to a state immediately before the engagement based on the determination of the torque transmission mode by the mode determination means. 4. The control device for a hybrid drive mechanism with a continuously variable transmission mechanism according to claim 3, further comprising means. 5. A drive change judging means for judging a shift from traveling by the output torque of the operating device to traveling by a torque including the output torque of the power source; Mode determining means for determining a torque transmission mode to be set at the time of traveling based on a traveling state, wherein the control means engages an engagement release mechanism to be engaged in the torque transmission mode to be set. The standby control means which is set to the state immediately before the engagement is set to the state immediately before the engagement when the actual input rotation speed substantially matches the input rotation speed according to the torque transmission mode to be set. The control device for a hybrid drive mechanism with a continuously variable transmission mechanism according to claim 1, further comprising: engagement control means for performing engagement control of the engagement / disengagement device. 6. An acceleration estimating means for estimating acceleration from a deceleration state, wherein the control means accelerates the engagement / disengagement mechanism set to the released state by the release control means by the acceleration estimating means. 3. The control device for a hybrid drive mechanism with a continuously variable transmission mechanism according to claim 2, further comprising a standby control unit that sets a state immediately before the engagement when the control signal is predicted. 7. The hybrid with a continuously variable transmission mechanism according to claim 2, wherein said release control means controls said engagement release mechanism to a release state immediately before engagement. Control device for drive mechanism.