JP2006335195A - Power output device and vehicle mounted with the same, and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly and smoothly connect an internal combustion engine to a transmission by a hydraulic clutch by using a mechanical pneumatic transportation device generating an oil pressure and an electric pneumatic transportation device low in capability. <P>SOLUTION: When revolution Nin of the input shaft of a CVT is less than a threshold Nl, an electric oil pump is driven with a full-output, and a clutch for connecting the output shaft side of an engine to the input shaft is quickly connected (S420, S340), and when the revolution Nin is a threshold Nl or more, and less than a threshold Nh, the clutch is connected as quickly as possible by a clutch connection sequence according to the driving of the electric oil pump (S470, S480), and when the revolution Nin is the threshold Nh, the electric oil pump is stopped, and the clutch is connected by the clutch connection sequence after the operation of the mechanical oil pump (S520 to S550). Thus, it is possible to quickly and smoothly connect the clutch in response to the revolution Nin. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, as this type of power output device, an oil pump that generates a hydraulic pressure of an internal combustion engine and a hydraulically driven transmission is provided with a mechanical oil pump that is driven by the operation of the internal combustion engine and an electric oil pump. (For example, refer to Patent Document 1). In this device, when the operation of the internal combustion engine is stopped, the operation of the transmission is ensured by the hydraulic pressure from the electric oil pump, and when a predetermined condition such as the accumulated load of the electric oil pump becomes equal to or higher than a predetermined condition is satisfied The operation stop is prohibited, and the hydraulic pressure is secured even if the electric oil pump malfunctions.
JP 2000-230442 A

  In this way, in a power output device having a plurality of oil pumps, a mechanical oil pump with sufficient performance and an electric oil pump with minimum performance can be mounted in order to improve energy efficiency and save space. Many. Further, in order to improve the energy efficiency, it may be possible to provide a hydraulically driven clutch capable of releasing the connection between the internal combustion engine and the transmission. In this case, it is necessary to simultaneously start the internal combustion engine, shift the transmission, and connect the clutch. However, the performance of the mechanical oil pump cannot be used to start the internal combustion engine, and the hydraulic pressure from the electric oil pump cannot be used. However, there may be a case where the hydraulic pressure is insufficient to simultaneously perform transmission shifting and clutch engagement.

  A power output apparatus, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus according to the present invention include a mechanical pumping device having sufficient capacity to be driven by an internal combustion engine when the internal combustion engine is started and connected to a transmission. One of the objects is to quickly connect the internal combustion engine and the transmission even if an electric pressure feeder having a lower capacity than the mechanical pressure feeder is used. Another object of the power output apparatus, the vehicle equipped with the power output apparatus, and the control method for the power output apparatus of the present invention is to improve the energy efficiency of the apparatus and the entire vehicle. Furthermore, a power output apparatus, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus according to the present invention are intended to smoothly connect the internal combustion engine and the transmission.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
An input shaft connected to the power shaft side of the internal combustion engine and an output shaft connected to the drive shaft, and input to the input shaft with a change of a gear ratio by a speed change actuator using dynamic fluid pressure Shift transmission means capable of shifting the power from the internal combustion engine to be transmitted to the output shaft side;
A connection release means for connecting and releasing the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means by a connection release actuator using the pressure of the working fluid;
The operation with the first pumping ability capable of outputting the pressure necessary for changing the transmission gear ratio of the transmission transmission means and connecting and releasing the connection by the connection release means, driven with the rotation of the power shaft of the internal combustion engine Mechanical pumping means for pumping fluid;
Electric pumping means for pumping the working fluid with a second pumping capacity lower than the first pumping capacity;
The internal combustion engine is started in a state where the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means is released and the operation of the internal combustion engine is stopped, and the power shaft side of the internal combustion engine and the When a start connection instruction is made to connect the input shaft side of the speed change transmission means, the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means are connected based on the rotational speed of the input shaft of the speed change transmission means. The internal combustion engine is started so that the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means are connected by the set connection method. A starting connection control means for controlling the shift transmission means, the electric pressure feeding means and the connection release means;
It is a summary to provide.

  In the power output device of the present invention, the internal combustion engine is started in a state where the connection between the power shaft side of the internal combustion engine and the input shaft side of the transmission unit is stopped and the operation of the internal combustion engine is stopped, and the power of the internal combustion engine When a start connection instruction is made to connect the shaft side and the input shaft side of the speed change transmission means, the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means based on the rotational speed of the input shaft of the speed change transmission means The internal combustion engine and the shift transmission means are connected so that the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means are connected by the set connection method when the internal combustion engine is started and the connection method is established. The electric pressure feeding means and the connection releasing means are controlled. That is, the connection method between the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means is changed according to the rotational speed of the input shaft of the transmission transmission means. This is because the time required to synchronize the rotational speed on the power shaft side and the rotational speed on the input shaft side of the internal combustion engine differs depending on the rotational speed of the input shaft of the transmission transmission means, the capability of the mechanical pressure feeding means, and the electric pressure feeding. Based on the need to adapt to the capabilities of the means. As a result, even if the electric pressure feeding means has a lower capacity than the mechanical pressure feeding means, the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means can be quickly connected. As a result, the power from the internal combustion engine can be quickly output to the drive shaft, and the energy efficiency of the entire apparatus can be improved. Here, as the “transmission transmission means”, a continuously variable transmission, a stepped transmission, or the like can be used.

  In such a power output apparatus according to the present invention, the start connection control means is configured to control the power of the internal combustion engine in parallel with the start control of the internal combustion engine when the rotational speed of the input shaft of the shift transmission means is less than the first rotational speed. A quick connection method for quickly connecting the shaft side and the input shaft side of the shift transmission means is set as the connection method, and when the rotational speed of the input shaft of the shift transmission means is equal to or higher than the first rotational speed, the internal combustion engine A sequence connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means in accordance with a predetermined sequence in parallel with the starting control may be a means for setting as the connection method. . When the rotational speed of the input shaft of the transmission transmission means is less than the first rotational speed, the time required to synchronize the rotational speed on the power shaft side and the rotational speed on the input shaft side of the internal combustion engine being started is Since the time required for changing the gear ratio is short, it is relatively short. For this reason, it becomes possible to quickly connect the power shaft side of the internal combustion engine and the input shaft side of the transmission unit. Therefore, by using the method of connecting as quickly as possible, the power from the internal combustion engine can be output to the drive shaft quickly, and the energy efficiency of the apparatus can be improved. When the rotational speed of the input shaft of the transmission transmission means is equal to or higher than the first rotational speed, the time required to synchronize the rotational speed on the power shaft side and the rotational speed on the input shaft side of the internal combustion engine being started is Since it takes a long time to change the gear ratio, it becomes relatively long. For this reason, it is only necessary to connect the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means relatively slowly. Therefore, the connection can be made smoothly by using a method of connecting the power shaft side of the internal combustion engine and the input shaft side of the transmission unit according to a predetermined sequence.

  In the power output device of the present invention in which the quick connection method or the sequence connection method is selectively set as the connection method, the starting connection time control means, when the quick connection method is set as the connection method, The internal combustion engine is operated using the pressure of the working fluid obtained by driving the electric pumping means with the maximum capacity until the mechanical pumping means can pump the working fluid with a capacity higher than the second pumping capacity. The power shaft side and the input shaft side of the shift transmission means may be controlled to be connected. In this way, it is possible to quickly connect the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means.

  Further, in the power output device of the present invention in which the quick connection method or the sequence connection method is selectively set as the connection method, the starting connection control means is configured such that the quick connection method is set as the connection method. Further, it may be a means for controlling the internal combustion engine to be started after the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means is completed.

  Further, in the power output device of the present invention in which the quick connection method or the sequence connection method is selectively set as the connection method, the start connection control means is configured such that the rotation speed of the input shaft of the shift transmission means is the first speed. When the rotational speed is greater than one revolution and less than the second revolution greater than the first revolution, the pressure of the working fluid obtained by driving the electric pumping means and the power shaft side of the internal combustion engine are The transmission shaft is controlled to be connected to the input shaft side of the speed change transmission means, and when the rotational speed of the input shaft of the speed change transmission means is equal to or higher than the second speed, the electric pumping means is not driven and the predetermined sequence is performed. The power shaft side of the internal combustion engine and the input shaft side of the shift transmission means may be controlled to be connected. When the rotational speed of the input shaft of the transmission transmission means is equal to or higher than the second rotational speed, the time required to synchronize the rotational speed on the power shaft side and the rotational speed on the input shaft side of the internal combustion engine being started is Since it takes a long time to change the gear ratio of the engine, there is a margin for waiting for the pumping of the working fluid by the mechanical pumping means driven by the rotation of the power shaft by the start of the internal combustion engine. This is because it is not necessary to drive the pumping means. Since the electric pumping means is not driven in this way, useless power consumption can be suppressed, and the energy efficiency of the entire apparatus can be improved.

  In the power output apparatus of the present invention, the synchronous rotational speed setting means for setting the synchronous rotational speed for connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means based on the power required for the drive shaft. The start-up connection control means controls the transmission transmission means so that the rotational speed on the input shaft side of the transmission transmission means reaches the synchronous rotational speed, and the rotational speed on the power shaft side of the internal combustion engine is It may be a means for controlling the internal combustion engine to reach the synchronous rotational speed. If it carries out like this, it can be set as the synchronous rotation speed according to the motive power requested | required of a drive shaft, and can immediately output the motive power from an internal combustion engine to a drive shaft immediately after connecting an internal combustion engine.

  The vehicle of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and power of the internal combustion engine. From the internal combustion engine having an input shaft connected to the shaft side and an output shaft connected to the drive shaft and being input to the input shaft with a change in speed ratio by a speed change actuator using the pressure of the dynamic fluid A transmission transmission means capable of shifting the power of the engine and transmitting it to the output shaft side, and a connection between the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means by a connection release actuator using the pressure of the working fluid; Connection release means for releasing the connection, and driving as the power shaft of the internal combustion engine rotates, can output the pressure required for changing the gear ratio of the transmission transmission means and for connection and release of the connection by the connection release means First Mechanical pumping means for pumping the working fluid with a pumping capacity, electric pumping means for pumping the working fluid with a second pumping capacity lower than the first pumping capacity, the power shaft side of the internal combustion engine, and the speed change The internal combustion engine is started in a state where the connection with the input shaft side of the transmission means is released and the operation of the internal combustion engine is stopped, and the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means are connected When a start connection instruction is made, a connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means based on the rotational speed of the input shaft of the shift transmission means is set, The internal combustion engine, the transmission transmission means, and the electric pressure feeding means are connected so that the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means are connected by the set connection method when the internal combustion engine is started. Equipped with a power output apparatus and a start-engagement control means for controlling said disconnect means, the axle is summarized in that made is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect of the power output device according to the present invention, for example, the capability of the dynamic pressure feeding means is lower than that of the mechanical pressure feeding means. However, the effect of being able to quickly connect the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means, the effect of being able to quickly output the power from the internal combustion engine to the drive shaft, and the energy efficiency of the entire device The effect similar to the effect etc. which can improve this can be show | played.

  Such a vehicle of the present invention may include an electric motor capable of outputting traveling power to the axle or an axle different from the axle. In this way, even when the connection between the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means is released, the driving power can be output, and the vehicle dynamic characteristics are improved. be able to.

The method for controlling the power output apparatus of the present invention includes:
The input shaft having an internal combustion engine, an input shaft connected to the power shaft side of the internal combustion engine, and an output shaft connected to the drive shaft, and changing the speed ratio by a speed change actuator using the pressure of the dynamic fluid Shift transmission means capable of shifting and transmitting the power from the internal combustion engine input to the output shaft side, and the power shaft side of the internal combustion engine by the connection release actuator using the pressure of the working fluid and the shift transmission means Connection release means for connecting to and disconnecting from the input shaft side of the engine, and driving as the power shaft of the internal combustion engine rotates, changing the gear ratio of the transmission transmission means, and connection and connection by the connection release means A mechanical pumping means for pumping the working fluid with a first pumping capability capable of outputting a pressure required to release the pressure, and a pumping of the working fluid with a second pumping capability lower than the first pumping capability. In the power output device comprising the electric pressure feeding means, the internal combustion engine is removed from a state where the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means is released and the operation of the internal combustion engine is stopped. A control method of the power output device when starting and connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means,
Based on the number of rotations of the input shaft of the speed change transmission means, a connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means is set,
The internal combustion engine, the transmission transmission means, and the electric pressure feeding means are connected so that the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means are connected by the set connection method when the internal combustion engine is started. The gist is to control the connection release means.

  In the control method of the power output device of the present invention, a connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means based on the rotational speed of the input shaft of the transmission transmission means is set. The internal combustion engine, the transmission transmission means, the electric pressure feeding means, and the disconnection means are controlled so that the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means are connected by the connection method set when the internal combustion engine is started. . That is, the connection method between the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means is changed according to the rotational speed of the input shaft of the transmission transmission means. This is because the time required to synchronize the rotational speed on the power shaft side and the rotational speed on the input shaft side of the internal combustion engine differs depending on the rotational speed of the input shaft of the transmission transmission means, the capability of the mechanical pressure feeding means, and the electric pressure feeding. Based on the need to adapt to the capabilities of the means. As a result, even if the electric pressure feeding means has a lower capacity than the mechanical pressure feeding means, the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means can be quickly connected. As a result, the power from the internal combustion engine can be quickly output to the drive shaft, and the energy efficiency of the entire apparatus can be improved.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment is a vehicle that can be driven by four-wheel drive, and outputs the power from the engine 22 to the front shaft 64 via the torque converter 25, the CVT 50 as a continuously variable transmission, and the gear mechanism 65. The front wheel drive system that drives the front wheels 63a and 63b, the rear wheel drive system that outputs the power from the motor 40 to the rear shaft 67 via the gear mechanism 68 to drive the rear wheels 66a and 66b, and the entire apparatus are controlled. A hybrid electronic control unit 70. A clutch C1 is provided between the torque converter 25 and the CVT 50 so that the engine 22 can be disconnected from the CVT 50 side. In addition to this, the hybrid vehicle 20 includes a mechanical oil pump 26 that generates line oil pressure for driving the CVT 50 and the clutch C1 using power from the engine 22, and an electric oil pump 36 that is driven by electric power from a low-voltage battery. .

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil. A starter motor 22 a is attached to the crankshaft 23 of the engine 22, and an alternator 32 and a mechanical oil pump 26 are provided. Is attached by a belt 24. Operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter referred to as engine ECU) 29. The engine ECU 29 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and is attached to the crankshaft 23 as necessary to adjust the rotational speed of the engine 22. Data relating to the operating state of the engine 22, such as the rotational speed Ne from the rotational speed sensor 23a to be detected, is output to the hybrid electronic control unit 70.

  The motor 40 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. The motor 40 exchanges power with the high-voltage battery 31 via the inverter 41 or receives power from the alternator 32. . The motor 40 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 42. Applied to the motor ECU 42 is a signal necessary for driving and controlling the motor 40, for example, a signal from a rotational position detection sensor 43 that detects the rotational position of the rotor of the motor 40, or a motor 40 detected by a current sensor (not shown). Phase current to be input. The motor ECU 42 communicates with the hybrid electronic control unit 70, and controls the drive of the motor 40 by outputting a switching control signal to the inverter 41 by a control signal from the hybrid electronic control unit 70, and if necessary. Data relating to the operating state of the motor 40 is output to the hybrid electronic control unit 70.

  The high voltage battery 31 is configured as a secondary battery having a rated voltage Vh (for example, 42 [V]), stores the power supplied from the alternator 32, and exchanges power with the motor 40. The low voltage battery 35 is configured as a secondary battery having a rated voltage Vl (for example, about 12 [V]) lower than the rated voltage Vh, and stores the power supplied from the alternator 32 via the DC / DC converter 34. In addition, power is supplied to devices operating at a low voltage such as an auxiliary machine (not shown). The high voltage battery 31, the low voltage battery 35, and the DC / DC converter 34 are managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 30. The battery ECU 30 receives signals necessary for managing the high voltage battery 31 and the low voltage battery 35, for example, the voltage between terminals of both batteries detected by a sensor (not shown), charge / discharge current, battery temperature, and the like. If necessary, data relating to the states of both batteries is output to the hybrid electronic control unit 70 by communication. Note that the battery ECU 30 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current in order to manage the high voltage battery 31 and the low voltage battery 35.

  The CVT 50 includes a primary pulley 53 that can be changed in groove width and connected to the input shaft 51, a secondary pulley 54 that is also changeable in groove width and connected to an output shaft 52 as a drive shaft, and a primary pulley 53 and a secondary pulley. 54, and a first actuator 56 and a second actuator 57 that change the groove widths of the primary pulley 53 and the secondary pulley 54, and the primary actuator 56 and the second actuator 57 are used as a primary. By changing the groove widths of the pulley 53 and the secondary pulley 54, the power of the input shaft 51 is changed steplessly and output to the output shaft 52. Here, the first actuator 56 is used for controlling the transmission ratio, and the second actuator 57 is configured as a hydraulic actuator used for controlling the narrow pressure of the belt 55 for adjusting the transmission torque capacity of the CVT 50. .

  FIG. 2 is a configuration diagram showing an outline of the configuration of the speed change control mechanism 90 as the first actuator 56, and FIG. 3 is a configuration diagram showing an outline of the configuration of the belt narrow pressure control mechanism 95 as the second actuator 57. As shown in FIG. 2, the shift control mechanism 90 includes duty solenoids 91 and 92 and shift control valves 93 and 94, and controls the shift control valve 93 by controlling the duty ratio of the duty solenoid 91. By adjusting the shift control valve 94 in the opening direction and adjusting the shift control valve 94 in the closing direction, the line oil pressure from the mechanical oil pump 26 or the electric oil pump 36 is applied to the primary pulley 53 to upshift the CVT 50, and the duty solenoid 92 The shift control valve 93 is adjusted in the closing direction by adjusting the duty ratio of the gear and the shift control 94 is adjusted in the opening direction so that the line hydraulic pressure acting on the primary pulley 53 is removed and the CVT 50 is downshifted. To be able to Going on. As shown in FIG. 3, the belt narrow pressure control mechanism 95 includes a control valve 96, a regulator 97, a control valve 98, and a linear solenoid 99, and controls the linear solenoid 99 from the control valve 96. By supplying the input hydraulic pressure to the regulator 97 and the control valve 98 and adjusting the opening and closing thereof, the line hydraulic pressure is adjusted, and the hydraulic pressure supplied to the secondary pulley 54 is adjusted so that the narrow pressure of the belt 55 can be adjusted. It has become.

  Shift control and belt narrow pressure control of the CVT 50 are performed by a CVT electronic control unit (hereinafter referred to as CVT ECU) 59. The CVTECU 59 includes a rotational speed Nin of the input shaft 51 from the rotational speed sensor 61 attached to the input shaft 51, a rotational speed Nout of the output shaft 52 from the rotational speed sensor 62 attached to the output shaft 52, and the torque converter 25. The turbine rotational speed Nt from the rotational speed sensor 25a attached to the motor is input, and the first actuator 56 (duty solenoids 91 and 92), the second actuator 57 (linear solenoid 99), and the electric oil pump 36 are input from the CVTECU 59. A drive signal to an electric motor (not shown) is output. Further, the CVTECU 59 communicates with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 50 by a control signal from the hybrid electronic control unit 70, and, if necessary, the rotational speed Nin of the input shaft 51 and the output shaft. Data relating to the operating state of the CVT 50 such as the rotational speed Nout of 52 is output to the hybrid electronic control unit 70.

  The CVTECU 50 also controls the connection of the clutch C1. FIG. 4 shows an example of the configuration of the hydraulic circuit 100 as the actuator of the clutch C1. The hydraulic circuit 100 includes duty solenoids 102 and 104 and a shift control valve 106. The shift control valve 106 adjusts the hydraulic pressure to the clutch C1 by closing the line between the line hydraulic pressure and the clutch C1 by the hydraulic pressure from the duty solenoid 104 and controlling the duty ratio by the duty solenoid 102 when the line hydraulic pressure is generated. When no line oil pressure is generated, the line oil pressure is directly supplied to the clutch C1. Therefore, when the electric oil pump 36 is driven when no line oil pressure is generated, the working oil from the electric oil pump 36 is directly supplied to the clutch C1.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a control signal to the alternator 32, a drive signal to an electric motor (not shown) of the electric oil pump 36, and the like are output via an output port. The hybrid electronic control unit 70 also exchanges various control signals and data with the engine ECU 29, the battery ECU 30, the motor ECU 42, and the CVTECU 59.

  The hybrid vehicle 20 of the embodiment thus configured mainly travels by outputting the power from the engine 22 to the front wheels according to the driver's accelerator operation, and outputs the power from the motor 40 to the rear wheels as necessary. And it runs by four-wheel drive. Examples of traveling by four-wheel drive include, for example, sudden acceleration when the accelerator pedal 83 is greatly depressed or when a wheel slips. Further, at the time of deceleration such as when the brake pedal 85 is depressed during traveling, the clutch C1 is disconnected and the engine 22 is stopped with the engine 22 disconnected from the CVT 50, and the motor 40 is regeneratively controlled to regenerate the rear wheel 66a. , 66b is applied with a braking force, and its kinetic energy is converted into electric power and collected in the high voltage battery 31.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the engine 22 and connecting the clutch C1 with the clutch C1 disconnected and the operation of the engine 22 stopped. (Hereinafter referred to as “starting connection operation”) will be described. For example, when the engine is decelerated, the clutch C1 is disconnected and the engine 22 is disconnected from the CVT 50 and stopped. In this state, the motor 40 is regeneratively controlled to apply braking force and recover kinetic energy. This is performed when the driver depresses the accelerator pedal 83 while the vehicle is driving, or when it is determined that the vehicle is in a state immediately before stopping due to such braking and preparations for the next start are necessary. In the embodiment, the operation at the time of start-up connection includes a synchronous rotational speed setting process for setting the synchronous rotational speed Ntag between the rotational speed Nin of the input shaft 51 of the CVT 50 and the rotational speed Ne of the engine 22, and the engine 22 is started and rotated. The engine start control for synchronizing the number Ne to the synchronous rotational speed Ntag, the synchronous shift control for synchronizing the rotational speed Nin of the input shaft 51 of the CVT 50 to the synchronous rotational speed Ntag, and the clutch connection control for connecting the clutch C1 simultaneously. This is done by executing in parallel. FIG. 5 is a flowchart showing an example of a synchronous rotation speed setting process routine executed by the hybrid electronic control unit 70, and FIG. 6 is a flowchart showing an example of an engine start time control routine executed by the engine ECU 29. FIG. 7 is a flowchart showing an example of a synchronization shift control routine executed by the CVTECU 59, and FIG. 8 is a flowchart showing an example of a clutch connection instruction routine as clutch connection control executed by the CVTECU 59. Hereinafter, the synchronous rotation speed setting process, engine start-up control, synchronization shift control, and clutch connection control will be described in this order using the flowcharts.

  When the synchronous rotation speed setting process routine illustrated in FIG. 5 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. (Step S100), the required torque Td * required for the vehicle is set based on the input accelerator opening Acc and the vehicle speed V, and the required power P * required for the vehicle using the set required torque Td *. Is calculated (step S110). Here, in the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque Td * is derived from the stored map and set. FIG. 9 shows an example of the required torque setting map. The required power P * is calculated by multiplying the set required torque Td * by the vehicle speed V and the conversion factor k.

  Subsequently, the synchronous rotation speed Ntag is set based on the calculated required power P * (step S120), and this routine is terminated. Here, the synchronous rotational speed Ntag is the rotational speed Ne of the engine 22 at the operating point of the engine 22 that efficiently outputs the required power P *. In the embodiment, the relationship between the required power P * and the synchronous rotational speed Ntag is expressed as follows. It is obtained in advance by experiments or the like and stored in the ROM 74 as a synchronous rotation speed setting map, and when the required power P * is given, the corresponding synchronous rotation speed Ntag is derived and set from the map. In this way, by setting the synchronous rotation speed Ntag, immediately after the engine 22 is started and connected by the clutch C1, the engine 22 is operated efficiently and the required torque Td * requested by the driver is set to the front wheels 63a, 63b. Can be output.

  When the engine start control routine illustrated in FIG. 6 is executed, the engine ECU 29 first starts cranking by the starter motor 22a (step S200), and also starts fuel injection control and ignition control (step S210). A complete explosion is confirmed (step S220). When the complete explosion is confirmed, the engine speed Ne of the engine 22 is input from the engine speed sensor 23a (step S230), and the throttle opening TH is set so that the engine speed Ne matches the synchronous engine speed Ntag (step S230). In step S240, a throttle motor (not shown) is driven and controlled so as to achieve the set throttle opening, and the completion of the engagement of the clutch C1 is waited (step S250), and this routine is terminated. Here, the setting process of the throttle opening TH can be performed by feedback control so that the rotational speed Ne of the engine 22 coincides with the synchronous rotational speed Ntag. However, since the engine 22 immediately after starting has air in the intake manifold, the rotational speed Ne of the engine 22 may temporarily exceed the synchronous rotational speed Ntag depending on the synchronous rotational speed Ntag.

  When the synchronous shift control routine illustrated in FIG. 7 is executed, the CVTECU 59 first inputs the rotational speed Ne of the engine 22 (step S300) and waits for the rotational speed Ne of the engine 22 to be equal to or greater than the threshold value Nref. (Step S310). Here, the rotation speed Ne of the engine 22 is the one detected by the rotation speed sensor 23a and input by communication. The threshold value Nref is set as the rotational speed Ne of the engine 22 at which the CVT 50 can be shifted by pumping the working oil by the mechanical oil pump 26. Therefore, the process of waiting for the rotation speed Ne of the engine 22 to be equal to or higher than the threshold value Nref is a process of waiting for the hydraulic oil pressure to reach the hydraulic pressure at which the CVT 50 can be shifted.

  When the rotational speed Ne of the engine 22 exceeds the threshold value Nref, the rotational speed Nin of the input shaft 51 from the rotational speed sensor 61 is input until the connection by the clutch C1 is completed, and the input rotational speed Nin matches the synchronous rotational speed Ntag. The process of controlling the hydraulic pressure so as to achieve the transmission ratio is repeated (steps S320 to S340), and when the connection by the clutch C1 is completed, this routine is terminated. Here, the rotational speed Nin of the input shaft 51 at the start of the shift control depends on the value when the connection is released by the clutch C1, that is, the vehicle speed V and the gear ratio when the driver depresses the brake pedal 85. Since it is a fixed value, it may be a relatively large value or a small value. Therefore, the hydraulic control for changing the gear ratio is a mechanical oil pump that controls the duty ratio of the duty solenoid 91 to adjust the shift control valve 93 in the opening direction and adjust the shift control valve 94 in the closing direction. 26 or the oil pressure from the electric oil pump 36 is applied to the primary pulley 53 to upshift the CVT 50, or the duty ratio of the duty solenoid 92 is controlled to adjust the shift control valve 93 in the closing direction and the shift control. By adjusting the valve 94 in the opening direction, the line hydraulic pressure acting on the primary pulley 53 is removed and the CVT 50 is downshifted. As described above, since the control for making the rotation speed Nin of the input shaft 51 coincide with the synchronous rotation speed Ntag is performed by hydraulic control, it cannot be performed as quickly as the motor control.

  When the clutch connection instruction routine illustrated in FIG. 8 is executed, the CVTECU 59 first inputs the rotational speed Nin of the input shaft 51 (step S400), and compares the input rotational speed Nin with the threshold value Nl and the threshold value Nh ( Step S410). Here, the threshold value Nl and the threshold value Nh are determined based on the connection method of the clutch C1, that is, the quick connection without using the normal sequence or the quick connection as much as possible using the normal sequence. It is a threshold value for setting a connection method as to whether to connect slowly, a relatively small rotational speed is used as the threshold value Nl, and a relatively large rotational speed is used as the threshold value Nh.

  When the rotational speed Nin of the input shaft 51 is less than the threshold value Nl, it is determined that the clutch C1 should be connected by a quick connection method without using a normal sequence, and the electric oil pump 36 is driven at the maximum output. (Step S420), a clutch quick connection process for quickly connecting the clutch C1 is started (Step S430), and it waits for the rotational speed Ne of the engine 22 to be equal to or higher than the threshold value Nref (Steps S440, S450), and then the electric oil pump 36 is stopped (step S460), and this routine is terminated. The quick clutch connection process is performed using the flowchart illustrated in FIG. In this process, the hydraulic pressure is supplied directly from the electric oil pump 36 to the clutch C1 (step S600), and the clutch C1 is completely connected (step S610). (Step S620), and the process ends. As described above, immediately after the operation for starting connection is instructed, the connection of the clutch C1 is started immediately without synchronizing the rotational speed Ne of the engine 22 and the rotational speed Nin of the input shaft 51. This is because the rotational speed Nin of 51 is relatively small, and even if the clutch C1 is immediately connected, it can be connected relatively smoothly using the friction generated when the clutch C1 is connected. FIG. 11 shows a schematic example of the change over time in the rotational speed Nin of the input shaft 51, the rotational speed Ne of the engine 22, and the hydraulic pressure applied to the clutch C1 when the clutch C1 is connected by the quick clutch connection process. In the drawing, the solid line of “rotation speed” indicates the rotation speed Nin of the input shaft 51, and the alternate long and short dash line of “rotation speed” indicates the rotation speed Ne of the engine 22. In the quick clutch connection process, as shown in the figure, since the hydraulic pressure from the electric oil pump 36 is supplied to the clutch C1 from the time T11 when the start connection operation is instructed, the hydraulic pressure of the clutch C1 increases from that time. When the engagement force starts to act on the clutch C1, the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 begin to change, and at the time T12 when the clutch C1 is completely connected, the engine 22 is started and the clutch C1 is connected. Complete. Since the clutch C1 is thus quickly connected, the power from the engine 22 can be quickly output to the front wheels 63a and 63b. As a result, the energy consumed until the clutch C1 is connected can be reduced, so that the energy efficiency of the entire vehicle can be improved. In the embodiment, the electric oil pump 36 is stopped when the rotational speed Ne of the engine 22 reaches the threshold value Nref regardless of whether or not the clutch C1 is being connected. This is because when the rotational speed Ne of the engine 22 is equal to or higher than the threshold value Nref, the hydraulic oil can be pumped by the mechanical oil pump 26, and there is no point in driving the electric oil pump 36.

  When the rotational speed Nin of the input shaft 51 is not less than the threshold value Nl and less than the threshold value Nh, it is determined that the clutch C1 should be connected as quickly as possible using a normal sequence, and the electric oil pump 36 is driven (step S470). Then, connection of the clutch C1 by the clutch connection sequence is started using the hydraulic pressure from the electric oil pump 36 (step S480), and waiting for the rotational speed Ne of the engine 22 to be equal to or higher than the threshold value Nref (steps S490 and S500). The electric oil pump 36 is stopped (step S510), and this routine is finished. FIG. 12 shows an example of the clutch connection sequence. In the clutch connection sequence, first, a fast fill is performed in which hydraulic oil is stuffed into the cylinder of the clutch C1 as a high hydraulic pressure (step S700). The fast fill is performed by directly supplying the hydraulic pressure from the electric oil pump 36 to the clutch C1 until the rotational speed Ne of the engine 22 reaches the threshold value Nref. After the rotational speed Ne of the engine 22 reaches the threshold value Nref, the machine is operated. The hydraulic pressure from the oil pump 26 is controlled by controlling the duty ratio of the duty solenoid 102. Next, when the completion of fast fill is determined (step S710), the process waits at a low pressure until the difference between the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 is equal to or less than a threshold value Nst (steps S720 to S740). Then, when the difference between the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 becomes equal to or less than the threshold value Nst, boost control for gradually increasing the hydraulic pressure of the clutch C1 is started (step S750), and completion of the boost control is determined. Then (step S760), a connection completion is transmitted (step S770), and the sequence is terminated. A schematic example of the time change of the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 and the hydraulic pressure of the clutch C1 when the clutch C1 is connected by the clutch connection sequence with the drive of the electric oil pump 36. It is shown in FIG. Similarly to FIG. 11, in FIG. 11, the solid line “rotation speed” indicates the rotation speed Nin of the input shaft 51, and the alternate long and short dash line of “rotation speed” indicates the rotation speed Ne of the engine 22. As shown in the drawing, the electric oil pump 36 is driven to start fast fill at time T21 when the start connection operation is instructed, and low pressure standby is executed from time T22 at which fast fill is completed. From the time T23 when the rotational speed Ne of the engine 22 reaches the threshold value Nref, the change control of the transmission ratio of the CVT 50 is started, and the difference between the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 becomes less than the threshold value Nst. Boost control is started at time T24. Then, at the time T25 when the boost control is completed, the start of the engine 22 and the connection of the clutch C1 are completed. Thus, the clutch C1 can be quickly connected because the clutch C1 is connected as quickly as possible by the normal clutch connection sequence with the drive of the electric oil pump 36. As a result, the energy consumed until the clutch C1 is connected can be reduced, so that the energy efficiency of the entire vehicle can be improved. In addition, since the clutch C1 is connected by a normal clutch connection sequence, a shock that may occur when the clutch C1 is connected can be suppressed and smoothly connected.

  When the rotational speed Nin of the input shaft 51 is equal to or greater than the threshold value Nh, it is determined that the clutch C1 should be normally connected using a normal sequence, the electric oil pump 36 is stopped (step S520), and the rotational speed Ne of the engine 22 is determined. Waits for the threshold value Nref to be exceeded (steps S530 and S540), the clutch C1 connection in the clutch connection sequence illustrated in FIG. 12 is started (step S550), and this routine ends. A schematic example of the time change of the rotational speed Nin of the input shaft 51, the rotational speed Ne of the engine 22, and the hydraulic pressure of the clutch C1 when the clutch C1 is connected by the clutch connection sequence with the electric oil pump 36 stopped. 14 shows. Similarly to FIG. 11, in FIG. 11, the solid line “rotation speed” indicates the rotation speed Nin of the input shaft 51, and the alternate long and short dash line of “rotation speed” indicates the rotation speed Ne of the engine 22. As shown in the figure, the hydraulic oil of the clutch C1 is not generated because the electric oil pump 36 is stopped at the time T31 when the operation at the start connection is instructed. Fast fill is started at time T32 when the rotational speed Ne of the engine 22 reaches the threshold value Nref, and control for changing the transmission ratio of the CVT 50 is started, and low pressure standby is executed from time T33 when fast fill is completed. Boosting control is started at time T34 when the difference between the rotational speed Nin of the input shaft 51 and the rotational speed Ne of the engine 22 is equal to or less than the threshold value Nst, and the engine 22 is started and the clutch C1 is connected at time T35 when the boosting control is completed. Complete all of the. Thus, since the clutch C1 is connected by a normal clutch connection sequence, a shock that may occur when the clutch C1 is connected can be suppressed and smoothly connected. In addition, since the electric oil pump 36 is stopped, energy consumed by the electric oil pump 36 can be suppressed. As a result, the energy efficiency of the entire vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, the clutch C1 is quickly connected by connecting the clutch C1 using the connection method according to the rotational speed Nin of the input shaft 51 when the start-up connection operation is instructed. Thus, the energy efficiency of the entire vehicle can be improved. That is, when the rotational speed Nin of the input shaft 51 when the start connection operation is instructed is less than the threshold value Nl, the electric oil pump 36 is driven at full output and the clutch C1 is quickly connected without using a normal sequence. Therefore, the power from the engine 22 can be quickly output to the front wheels 63a and 63b, and the energy consumed until the clutch C1 is connected can be reduced. Further, when the rotational speed Nin of the input shaft 51 when the operation at the start connection is instructed is greater than or equal to the threshold value Nl and less than the threshold value Nh, the clutch is performed as quickly as possible by the normal clutch connection sequence with the drive of the electric oil pump 36. Since C1 is connected, the clutch C1 can be quickly connected, and the energy consumed until the clutch C1 is connected can be reduced. Of course, since the clutch C1 is connected by a normal clutch connection sequence, a shock that may occur when the clutch C1 is connected can be suppressed and smoothly connected. Further, when the rotational speed Nin of the input shaft 51 when the operation at the start connection is instructed is equal to or greater than the threshold value Nh, the electric oil pump 36 is stopped and the clutch C1 is connected by the normal clutch connection sequence. It is possible to suppress the shock that may occur during the connection smoothly, and to suppress energy consumption by stopping the electric oil pump 36. As a result, the energy efficiency of the entire vehicle can be improved.

  In the hybrid vehicle 20 of the embodiment, the engine starting control is also executed when the electric oil pump 36 is driven at full output and the clutch C1 is quickly connected without using a normal sequence. The engine 22 is started in parallel with the clutch C1 connection process. However, when the clutch C1 is connected by the quick connection method, the engine 22 may be started after the connection of the clutch C1 is completed.

  In the hybrid vehicle 20 according to the embodiment, a quick connection method for quickly connecting the clutch C1 by driving the electric oil pump 36 at full output based on the rotation speed Nin of the input shaft 51 when an operation at start connection is instructed. The clutch C1 is connected by selecting a connection method from a connection method based on a clutch connection sequence accompanied by driving of the electric oil pump 36 and a connection method based on a clutch connection sequence accompanied by stopping of the electric oil pump 36. The clutch C1 may be connected by selecting a connection method from four or more connection methods according to the rotational speed Nin of the input shaft 51, or connected from two connection methods according to the rotational speed Nin of the input shaft 51. It is good also as what connects the clutch C1 by selecting a method.

  In the hybrid vehicle 20 of the embodiment, when an operation at the start connection is instructed, a required torque Td * to be output to the vehicle is set based on the accelerator opening Acc and the vehicle speed V, and the set required torque Td * is set. The required power P * is calculated on the basis of this, and the synchronous rotational speed Ntag is set based on the calculated required power P *. However, the direct synchronous rotational speed Ntag is set based on the accelerator opening Acc and the vehicle speed V. The synchronous rotational speed Ntag may be set without being based on the accelerator opening degree Acc and the vehicle speed V, or the synchronous rotational speed Ntag set in advance as a fixed value may be used.

  In the hybrid vehicle 20 of the embodiment, when an operation at the time of start connection is instructed, the throttle opening TH is set based on the rotational speed Ne of the engine 22 and the synchronous rotational speed Ntag so that these rotational speed differences are canceled out. Although the engine 22 is controlled, the throttle opening TH is set based on the rotational speed Ne of the engine 22 and the rotational speed Nin of the input shaft 51 so as to cancel these rotational speeds, and the engine 22 is controlled. Alternatively, the throttle opening degree TH with respect to the synchronous rotational speed Ntag may be previously obtained by experiment and stored as a map, and the throttle opening degree TH corresponding to the synchronous rotational speed Ntag is derived from the map to obtain the engine 22. It does not matter as a thing which controls.

  In the hybrid vehicle 20 of the embodiment, the clutch C1 is provided between the torque converter 25 and the CVT 50. However, a clutch may be provided between the torque converter 25 and the engine 22.

  In the hybrid vehicle 20 of the embodiment, the power of the motor 40 is output to the rear shaft 67. However, the power of the motor 40 may be output to the front shaft 64, or the motor 40 may not be provided. Absent. The motor 40 may not be mounted.

  In the hybrid vehicle 20 of the embodiment, the belt type CVT 50 is used as a transmission, but other types of continuously variable transmissions such as a toroidal type may be used, or a stepped transmission is used. It doesn't matter.

  In the embodiment, the hybrid vehicle 20 having the power output device is described. However, such a power output device may be mounted on a moving body such as a vehicle other than an automobile, a ship, an aircraft, or the like. It can be incorporated into non-moving equipment such as. Moreover, it is not limited to the form of such a power output device or a vehicle equipped with this, but may be a form of a control method for a power output device or a control method for a vehicle equipped with such a power output device.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of a speed change control mechanism 90. FIG. 3 is a configuration diagram showing an outline of a configuration of a belt narrow pressure control mechanism 95. FIG. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. 5 is a flowchart showing an example of a synchronous rotation speed setting process routine executed by a hybrid electronic control unit 70. 3 is a flowchart showing an example of an engine start time control routine executed by an engine ECU 29. 5 is a flowchart showing an example of a synchronous shift control routine executed by CVTECU59. 7 is a flowchart showing an example of a clutch connection instruction routine as clutch connection control executed by CVTECU59. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is a flowchart which shows an example of a clutch quick connection process. It is explanatory drawing which shows a typical example of the time change of the rotation speed Nin of the input shaft 51, the rotation speed Ne of the engine 22, and the oil_pressure | hydraulic of the clutch C1 when the clutch C1 is connected by the quick clutch connection process. It is a flowchart which shows an example of a clutch connection sequence. A schematic example of the change over time in the rotational speed Nin of the input shaft 51, the rotational speed Ne of the engine 22, and the hydraulic pressure applied to the clutch C1 when the electric oil pump 36 is driven and the clutch C1 is connected by a clutch connection sequence. It is explanatory drawing shown. A typical example of the time change of the rotation speed Nin of the input shaft 51, the rotation speed Ne of the engine 22, and the hydraulic pressure of the clutch C1 when the clutch C1 is connected by the clutch connection sequence with the stop of the electric oil pump 36 is shown. It is explanatory drawing.

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 Hybrid vehicle, 22 Engine, 22a Starter motor, 23 Crankshaft, 23a Rotational speed sensor, 24 Belt, 25 Torque converter, 26 Mechanical oil pump, 27 Output shaft, 29 Engine electronic control unit (engine ECU), 30 Battery Electronic control unit (battery ECU), 31 high voltage battery, 32 alternator, 34 DC / DC converter, 35 low voltage battery, 36 electric oil pump, 40 motor, 41 inverter, 42 electronic control unit for motor (motor ECU), 43 rotations Position detection sensor, 50 CVT, 51 input shaft, 52 output shaft, 53 primary pulley, 54 secondary pulley, 55 belt, 56 first actuator, 57 second actuator, 5 9 CVT Electronic Control Unit (CVTECU), 61 Rotational Speed Sensor, 62 Rotational Speed Sensor, 63a, 63b Front Wheel, 64 Front Axle, 65, 68 Gear Mechanism, 66a, 66b Rear Wheel, 67 Rear Axle, 70 Hybrid Electronic Control Unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 shift Control mechanism 91, 92 Duty solenoid, 93, 94 Shift control valve, 96 control valve, 95 Belt narrow pressure control mechanism, 96 control valve, 97 regulator, 99 linear solenoid, 98 control Rubarubu, 100 a hydraulic circuit, 102 and 104 duty solenoid, 106 shift control valve, C1 clutch.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
An input shaft connected to the power shaft side of the internal combustion engine and an output shaft connected to the drive shaft, and input to the input shaft with a change in speed ratio by a speed change actuator using the pressure of the working fluid Shift transmission means capable of shifting the power from the internal combustion engine to be transmitted to the output shaft side;
A connection release means for connecting and releasing the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means by a connection release actuator using the pressure of the working fluid;
The operation with the first pumping ability capable of outputting the pressure necessary for changing the transmission gear ratio of the transmission transmission means and connecting and releasing the connection by the connection release means, driven with the rotation of the power shaft of the internal combustion engine Mechanical pumping means for pumping fluid;
Electric pumping means for pumping the working fluid with a second pumping capacity lower than the first pumping capacity;
The internal combustion engine is started in a state where the connection between the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means is released and the operation of the internal combustion engine is stopped, and the power shaft side of the internal combustion engine and the When a start connection instruction is made to connect the input shaft side of the speed change transmission means, the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means are connected based on the rotational speed of the input shaft of the speed change transmission means. The internal combustion engine is started so that the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means are connected by the set connection method. A starting connection control means for controlling the shift transmission means, the electric pressure feeding means and the connection release means;
A power output device comprising:   The start connection control means is configured to input the power transmission side of the internal combustion engine and the input of the speed change transmission means in parallel with the start control of the internal combustion engine when the speed of the input shaft of the speed change transmission means is less than the first speed. A quick connection method for quickly connecting the shaft side is set as the connection method, and when the rotational speed of the input shaft of the transmission means is equal to or higher than the first rotational speed, a predetermined connection is made in parallel with the start control of the internal combustion engine. 2. The power output apparatus according to claim 1, wherein a sequence connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission unit according to a sequence is set as the connection method.   When the quick connection method is set as the connection method, the starting connection time control unit is configured to perform the operation until the mechanical pressure feeding unit can pump the working fluid with a capacity equal to or higher than the second pumping capacity. 3. A means for controlling the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means to be connected using the pressure of the working fluid obtained by driving the electric pressure feeding means with maximum capacity. Power output device.   When the quick connection method is set as the connection method, the starting connection control means is configured so that the internal combustion engine is connected after the connection between the power shaft side of the internal combustion engine and the input shaft side of the transmission unit is completed. 3. A power output apparatus according to claim 2, which is means for controlling to be started.   The start connection control means is obtained by driving the electric pressure feeding means when the rotational speed of the input shaft of the shift transmission means is equal to or higher than the first rotational speed and less than the second rotational speed greater than the first rotational speed. Using the pressure of the working fluid, control is performed so that the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means are connected by the predetermined sequence, and the rotational speed of the input shaft of the shift transmission means is the first speed. 3. A means for controlling the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means to be connected by the predetermined sequence without driving the electric pressure feeding means when the number of revolutions is two or more. Thru | or any 4 power output device. The power output device according to any one of claims 1 to 5,
A synchronous rotational speed setting means for setting a synchronous rotational speed for connecting the power shaft side of the internal combustion engine and the input shaft side of the shift transmission means based on the power required for the drive shaft;
The start connection control means controls the speed change transmission means so that the speed on the input shaft side of the speed change transmission means reaches the synchronous speed, and the speed on the power shaft side of the internal combustion engine is set to the synchronous speed. A power output device which is means for controlling the internal combustion engine to reach   The power output device according to any one of claims 1 to 6, wherein the transmission means is a continuously variable transmission.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft.   The vehicle according to claim 8, further comprising an electric motor capable of outputting traveling power to the axle or an axle different from the axle. The input shaft having an internal combustion engine, an input shaft connected to the power shaft side of the internal combustion engine, and an output shaft connected to the drive shaft, and changing the speed ratio by a speed change actuator using the pressure of the dynamic fluid Shift transmission means capable of shifting and transmitting the power from the internal combustion engine input to the output shaft side, and the power shaft side of the internal combustion engine by the connection release actuator using the pressure of the working fluid and the shift transmission means A connection release means for connecting to and releasing from the input shaft side, a mechanical pumping means for driving the hydraulic fluid with a first pumping capacity driven by rotation of the power shaft of the internal combustion engine, And an electric pumping means for pumping the working fluid with a second pumping capacity lower than the first pumping capacity. A power output apparatus comprising: a power shaft side of the internal combustion engine; and an input shaft side of the shift transmission means. Control of the power output device when starting the internal combustion engine from the state where the engine is released and the operation of the internal combustion engine is stopped, and connecting the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means A method,
Based on the number of revolutions of the input shaft of the speed change transmission means, a connection method for connecting the power shaft side of the internal combustion engine and the input shaft side of the speed change transmission means is set,
The internal combustion engine, the transmission transmission means, and the electric pressure feeding means are connected so that the power shaft side of the internal combustion engine and the input shaft side of the transmission transmission means are connected by the set connection method when the internal combustion engine is started. A control method of a power output device for controlling the connection release means.

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