JP2018115696A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for vehicle capable of performing learning control of engagement of a lock-up clutch even in a travelling state where fluctuation of an engine rotation speed is likely to occur, in a vehicle including a torque converter provided between the engine and an automatic transmission and the lock-up clutch in the torque converter.SOLUTION: Even at gear change execution time of an automatic transmission in which fluctuation of an engine rotation speed Ne is likely to occur, by performing learning control of packing time of a lock-up clutch based on elapsed time Δt2 from the gear change execution time tc until a target packing completion time point tit, both drivability and fuel economy can be achieved.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle control device, and more particularly to a technique for controlling packing of a lockup clutch that directly connects an input member and an output member of a torque converter.

  Torque with a lockup clutch for a vehicle, comprising: a torque converter provided between the engine and the automatic transmission; and a lockup clutch provided in the torque converter and directly connecting an input member and an output member of the torque converter. In the converter, from the start of packing of the lockup clutch, a constant pressure standby for commanding a lower oil pressure than the first fill following the first fill for temporarily increasing the command value of the supply pressure of the lockup clutch And the first control for reducing the time difference in the next packing based on a time difference between an actual packing time by the packing control means and a predetermined target packing time. Fill hydraulic pressure or time, and said constant pressure A control device for a torque converter with a lockup clutch for a vehicle, comprising: a learning control means for determining a hydraulic pressure or time correction amount of the machine, wherein the actual packing time and the predetermined target packing time A control device for a torque converter with a lockup clutch for a vehicle that determines the correction amount by using a time difference is known. For example, this is the vehicle control apparatus disclosed in Patent Document 1. In the vehicle control device of Patent Document 1, a driver caused by occurrence of shock due to rapid engagement of the lock-up clutch, blow-up due to delay in engagement of the lock-up clutch, or the like due to the learning control of the pack filling To reduce the deterioration of fuel efficiency and improve fuel efficiency.

JP 2006-8616 A

  However, in the vehicle control device disclosed in Patent Document 1, engagement of the lockup clutch is prohibited in a traveling state in which a large fluctuation of the engine rotation speed is likely to occur due to the start of shifting of the automatic transmission. For this reason, learning of the pack-up of the lock-up clutch at the time of shifting is not performed, so that the learning frequency is lowered, and improvement in drivability and improvement in fuel consumption are insufficient. In addition, even if the first fill and the constant pressure standby are set to the upper limit or the lower limit of the variation in setting when the pack-up learning of the lock-up clutch is not performed, the shock due to the rapid engagement of the lock-up clutch depends on the state of the vehicle. In addition, since the blow-up occurs due to the engagement delay of the lock-up clutch, it is difficult to achieve both drivability and fuel consumption, and the robustness cannot be ensured.

  The present invention has been made against the background of the above circumstances, and the purpose of the present invention is that the first fill of the lock-up clutch and the constant pressure standby learning, that is, the pack-packing learning, causes a large fluctuation in the engine speed. It is an object of the present invention to provide a vehicle control device that can be implemented even during a shift of an automatic transmission that can be easily performed, and that can improve drivability and fuel consumption.

  The gist of the first invention is (a) a torque converter provided between the engine and the automatic transmission, and an input member and an output member of the torque converter provided directly in the torque converter. In a torque converter with a lockup clutch for a vehicle including a lockup clutch, following a first fill that temporarily increases a command value of a supply pressure of the lockup clutch from the time when the packing of the lockup clutch is started. , Based on the time difference between the actual packing time by the packing control means and a predetermined target packing time and the packing control means for carrying out a constant pressure standby commanding a hydraulic pressure lower than the first fill. The first time to reduce the time difference in packing A control device for a torque converter with a lock-up clutch for a vehicle, comprising: (b) a rotational speed of the engine; The difference between the differential rotation of the torque converter with the turbine rotational speed and the average value of the differential rotation after the engagement start time of the lockup clutch is equal to or greater than a predetermined value, and the shift of the automatic transmission is started. In this case, the learning control means uses, instead of the time difference, the time difference between the time when the shift of the automatic transmission is started and the time point when the predetermined target packing time has elapsed, The correction amount is determined.

  According to the present invention, a vehicle includes a torque converter provided between an engine and an automatic transmission, and a lockup clutch provided in the torque converter and directly connecting an input member and an output member of the torque converter. In the torque converter with a lockup clutch for use, the first fill that temporarily increases the command value of the supply pressure of the lockup clutch is lower than the first fill from the time when the packing of the lockup clutch is started. Based on the time difference between the actual packing time by the packing control means and a predetermined target packing time, the time difference in the next packing is calculated based on the packing control means for performing the constant pressure standby commanding the hydraulic pressure. Hydraulic pressure or time of the first fill to reduce And a control device for a torque converter with a lockup clutch for a vehicle, comprising: a learning control means for determining an oil pressure or time correction amount for waiting for the constant pressure, wherein the rotational speed of the engine and the turbine rotational speed of the torque converter If the difference between the differential rotation and the average value of the differential rotation after the engagement start time of the lock-up clutch is equal to or greater than a predetermined value, and the shift of the automatic transmission is started, the learning control means Instead of the time difference, the correction amount is determined by using the time difference between the time point when the shift of the automatic transmission is started and the time point when the predetermined target pack time has elapsed. As a result, the first fill and constant pressure standby learning of the lockup clutch, that is, the pack packing learning, is also performed at the time of shifting of the automatic transmission in which large fluctuations in the engine speed are likely to occur. By carrying out the pack-packing learning more accurately, it becomes easy to improve drivability and fuel consumption such as shock and blow-up when the lock-up clutch is engaged.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is a figure explaining the control function for various control in a vehicle. FIG. 2 is a skeleton diagram illustrating an example of a torque converter and an automatic transmission provided in the vehicle of FIG. 1. 3 is an engagement operation table for explaining a relationship between a shift operation of the automatic transmission of FIG. 2 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 3 is a circuit diagram showing an example of a main part of a hydraulic control circuit relating to a lockup clutch provided in the torque converter of FIG. 2 and a linear solenoid valve for controlling the operation of the lockup clutch. It is an example of a time chart during packing of the lock-up clutch, and is a diagram for explaining the hydraulic pressure when the friction plate of the lock-up clutch is moved. It is a flowchart explaining the principal operation | movement of the control action of the electronic controller of FIG. 1, and the basic action | operation of the pack packing learning of a lockup clutch. 2 is a time chart showing an example of lockup hydraulic pressure when determining the start of inertia of the lockup clutch from the engine rotation speed and turbine rotation speed of the vehicle of FIG. 1. 2 is a time chart showing an example of lockup hydraulic pressure when a shift of the automatic transmission is performed before the inertia of the lockup clutch of the vehicle in FIG. 1 is started.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for various controls in the vehicle 10. In FIG. 1, a vehicle 10 includes an engine 12, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14. The power transmission device 16 includes a torque converter 20 and an automatic transmission 22 disposed in a case 18 (see FIG. 2) as a non-rotating member attached to a vehicle body, and a transmission that is an output rotating member of the automatic transmission 22. The output gear 24 includes a differential gear device 26 connected to the ring gear 26a, a pair of axles 28 connected to the differential gear device 26, and the like. In the automatic transmission 22, the power output from the engine 12 is driven from the crankshaft 12a (see FIG. 2) to the drive wheel 14 via the torque converter 20, the automatic transmission 22, the differential gear device 26, the axle 28, and the like sequentially. Is transmitted to. The torque converter 20 is provided in a power transmission path between the automatic transmission 22 and the engine 12.

  The engine 12 is a power source of the vehicle 10 and is, for example, an internal combustion engine such as a gasoline engine or a diesel engine.

  FIG. 2 is a skeleton diagram illustrating an example of the torque converter 20 and the automatic transmission 22. The torque converter 20, the automatic transmission 22 and the like are configured substantially symmetrically with respect to the axis RC of the turbine shaft 30 which is an input rotation member of the automatic transmission 22, and in FIG. The lower half is omitted.

  The torque converter 20 includes a pump impeller 20p connected to the engine 12 and a turbine impeller 20t connected to the turbine shaft 20. The pump impeller 20p is controlled to change the speed of the automatic transmission 22, the operation of each of the forward clutch C1 and the reverse brake B1 described later is switched, and the lubricating oil is supplied to each part of the power transmission device 16. A mechanical oil pump 33 is connected to generate hydraulic pressure for rotation by the engine 12. The torque converter 20 is provided with a lock-up clutch 32 that can connect and disconnect between the pump impeller 20p and the turbine impeller 20t.

  The automatic transmission 22 constitutes a part of a power transmission path from the engine 12 to the drive wheel 14 and includes a plurality of hydraulic friction engagement devices (first clutch C1 to fourth clutch C4, first brake B1, second brake). The brake B2) and the one-way clutch F1 are selectively engaged to function as a stepped automatic transmission in which a plurality of gear stages (gear stages) having different gear ratios (gear ratios) are formed. It is a planetary gear type multi-stage transmission. For example, it is a stepped transmission that performs a so-called clutch-to-clutch shift often used in vehicles. The automatic transmission 22 includes a double pinion type first planetary gear unit 58, a single pinion type second planetary gear unit 60 and a double pinion type third planetary gear unit 62 configured in Ravigneaux type on a coaxial line. (On the shaft center RC), the rotation of the turbine shaft 30 is changed and output from the transmission output gear 24.

  The first planetary gear unit 58 includes a first sun gear S1 that is an external gear, a first ring gear R1 that is an internal gear disposed concentrically with the first sun gear S1, a first sun gear S1, and a first ring gear R1. And a first carrier CA1 that supports the first pinion gear P1 so as to be able to rotate and revolve.

  The second planetary gear device 60 includes a second sun gear S2 that is an external gear, a second ring gear R2 that is an internal gear arranged concentrically with the second sun gear S2, a second sun gear S2, and a second ring gear R2. And a second carrier CA2 that supports the second pinion gear P2 so as to be capable of rotating and revolving.

  The third planetary gear unit 62 includes a third sun gear S3 that is an external gear, a third ring gear R3 that is an internal gear disposed concentrically with the third sun gear S3, and the third sun gear S3 and the third ring gear. It has a third pinion gear P3 made up of a pair of gears that meshes with R3, and a third carrier CA3 that supports the third pinion gear P3 so that it can rotate and revolve.

  The first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first brake B1, the second brake B2 (hereinafter, unless otherwise specified, simply a hydraulic friction engagement device or engagement element) Is composed of a wet multi-plate clutch and brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, and the like.

  By controlling the engagement and disengagement of these hydraulic friction engagement devices, as shown in the engagement operation table of FIG. 3, the forward 8 stages and the reverse 1 are made according to the accelerator operation of the driver, the vehicle speed V, and the like. Each gear stage is formed. In FIG. 3, “1st”-“8th” means the first gear-eighth gear as the forward gear, and “Rev” means the reverse gear as the reverse gear. The gear ratio γ (= turbine shaft rotational speed Nin / transmission output gear rotational speed Nout) of the automatic transmission 22 corresponding to the first planetary gear device 58, the second planetary gear device 60, and the third planetary gear device 62. Each gear ratio (= number of teeth of the sun gear / number of teeth of the ring gear) is appropriately determined.

As shown in FIG. 4, the torque converter 20 is connected to the crankshaft 12 a of the engine 12 so as to be able to transmit power, and a pump impeller 20 p corresponding to an input member arranged to rotate around the axis RC. And a turbine impeller 20t corresponding to an output member connected to the turbine shaft 30 so as to be capable of transmitting power. As is well known, the lock-up clutch 32 has a mechanism for generating a differential rotation by sliding the first friction plate 38 and the second friction plate 44, and is controlled by a hydraulic control circuit 54. It is a hydraulic friction clutch that is frictionally engaged. As shown in FIG. 4, the torque converter 20 is supplied with the hydraulic oil output from the oil pump 33 and the hydraulic oil outlet port through which the hydraulic oil supplied from the hydraulic oil supply port 20a flows out. A main oil chamber 20c having 20b is formed. Moreover, the main oil chamber 20c of the torque converter 20, a lock-up clutch 32, and a control oil chamber 20d of the lock-up engagement pressure _{P LUPON} is supplied, the front side oil the torque converter in pressure _{P TCIN} supplied There is provided a chamber 20e and a rear oil chamber 20g that communicates with the front oil chamber 20e and is filled with the hydraulic oil from the front oil chamber 20e and allows the hydraulic oil to flow out from the hydraulic oil outlet port 20b.

The lockup clutch 32 includes a lockup on pressure P _LUPON (kPa) in the control oil chamber 20d, a torque converter in pressure P _TCin (kPa) in the front oil chamber 20e, and a torque output from the hydraulic oil outflow port 20b. Based on the differential pressure from the average value of converter out pressure P _TCout (kPa) ((P _TCin + P _TCout ) / 2), that is, lock-up engagement differential pressure Pc (= P _LupON − (P _TCin + P _TCout ) / 2) The transmission torque is controlled. The above-described formula of lockup engagement differential pressure (lockup differential pressure) Pc = P _LupON− (P _TCin + P _TCout ) / 2 is an empirical formula determined in advance by experiments or the like, and is the torque converter out pressure P The average value of _TCout (kPa) ((P _TCin + P _TCout ) / 2) is also called back pressure. In the above equation, the torque converter in pressure P _TCin and the torque converter out pressure P _TCout are the engine rotation speed Ne (rpm), the turbine rotation speed Nt (rpm), and the differential rotation between them (engine rotation speed−turbine rotation speed). It varies depending on ΔN (rpm), second line oil pressure Psec (kPa), hydraulic oil temperature Toil (° C.), engine 12 output torque Te (Nm) (hereinafter, engine output torque is referred to as engine torque), and the like. The torque converter out pressure P _{TCout changes} as the engine rotational speed Ne, turbine rotational speed Nt, hydraulic oil temperature Toil, etc. change and the centrifugal hydraulic pressure in the rear oil chamber 20g of the torque converter 20 changes. To do.

  The lockup clutch 32 is controlled so that the lockup engagement differential pressure Pc is negative by the electronic control device (control device) 56 being controlled via the hydraulic control circuit 54, for example. The so-called lock-up released state (lock-up off) in which the lock-up clutch 32 is released and the lock-up engagement differential pressure Pc is set to zero or more and the lock-up clutch 32 is half-engaged with slipping so that the engine speed Ne is reduced. The lock-up slip state (slip state) from when the change starts, that is, the inertia start time, and the lock-up engagement differential pressure Pc is set to a value that is equal to or greater than a predetermined value, for example, the maximum value, and the lock-up clutch 32 is completely engaged. The operation is switched to one of the so-called lock-up states (lock-up on). Further, in the torque converter 20, even when the lock-up clutch 32 is in the lock-up state, the lock-up slip state, and the lock-up released state, the front side oil chamber 20e and the rear side oil chamber 20g are the same chamber, that is, the front side oil chamber 20e. And the rear oil chamber 20g are always in communication with each other, and the lockup clutch 32 is suitably cooled by the hydraulic oil supplied from the hydraulic oil supply port 20a. The pack-up of the lock-up clutch 32 is maintained at a lower hydraulic pressure than the first fill from the start time tp when the lock-up clutch 32 is engaged, that is, from the start time of the first fill that temporarily increases the command hydraulic pressure of the lock-up clutch 32. This is the period from the constant pressure standby start time ts to the inertia start time ti, that is, the period until the lock-up clutch 32 starts half-engagement with slip. A period from the engagement control start time tp of the lockup clutch 32 to the inertia start time ti is defined as an inertia start time td. From the inertia start time ti to the lockup state, basic control, for example, feedback control such as slip control of the lockup clutch based on the required torque capacity is performed.

As shown in FIG. 4, the hydraulic control circuit 54 includes a first line regulated by a lock-up control valve 64 and a relief-type first line pressure regulating valve 67 using the hydraulic pressure generated from the oil pump 33 as a source pressure. A linear solenoid valve _SLU that regulates the hydraulic pressure PL to the lock-up engagement pressure P _SLU and a modulator valve 66 that regulates the modulator hydraulic pressure P _MOD to a constant value using the first line hydraulic pressure PL as a source pressure are provided. The hydraulic control circuit 54 includes linear solenoid valves SL1 to SL6 (see FIG. 1) that control the operation of each hydraulic actuator (not shown) of the hydraulic friction engagement device. In FIG. 4, the first line pressure PL is used as the original pressure of the linear solenoid valve SLU. However, the modulator hydraulic pressure P _MOD may be used instead of the first line pressure PL.

As shown in FIG. 4, the lockup control valve 64 is a type of two-position switching valve that is switched from the OFF position to the ON position when the lockup engagement pressure _PSLU exceeds a predetermined value. The first oil passage L1 is closed, the second oil passage L2 is connected to the third oil passage L3, the first oil passage L1 is connected to the discharge oil passage EX, and the fourth oil passage L4 is connected to the cooler 68. And, the fifth oil passage L5 is connected to the sixth oil passage L6. The first oil passage L1 is an oil passage through which the torque converter out pressure P _TCout output from the hydraulic oil outflow port 20b of the torque converter 20 is guided. The second oil passage L2 is an oil passage through which a lockup engagement pressure PSLU adjusted by the linear solenoid valve _SLU is guided. The third oil passage L3 is an oil passage through which a lock-up ON pressure P _LUPON supplied to the control oil chamber 20d of the torque converter 20 is guided. The fourth oil passage L4 is an oil passage through which the second line oil pressure Psec adjusted by the second line pressure adjusting valve 69 is guided using the oil pressure relieved from the first line pressure adjusting valve 67 as a base pressure. The fifth oil passage L5 is an oil passage through which the modulator hydraulic pressure P _MOD adjusted to a constant value by the modulator valve 66 is guided. The sixth oil passage L6 is an oil passage through which the torque converter in-pressure _PTCin supplied to the front oil chamber 20e of the torque converter 20 is guided.

As shown in FIG. 4, the lockup control valve 64 connects the first oil passage L1 to the third oil passage L3, closes the second oil passage L2, and closes the first oil passage L1 in the OFF position. The cooler 68 is connected, the fourth oil passage L4 is connected to the sixth oil passage L6, and the fifth oil passage L5 is closed. The lockup control valve 64 includes a spring 64a that urges the spool valve element toward the OFF position, and an oil chamber 64b that receives the lockup engagement pressure P _SLU to urge the spool valve element toward the ON position. I have. In the lockup control valve 64, when the lockup engagement pressure _PSLU is smaller than a predetermined value set relatively small, the spool valve element is held at the OFF position by the biasing force of the spring 64a. In the lockup control valve 64, when the lockup engagement pressure _PSLU is larger than the predetermined value, the spool valve element is held at the ON position against the urging force of the spring 64a. In the lockup control valve 64 of FIG. 4, the solid line indicates the flow path when the spool valve element is in the ON position, and the broken line indicates the flow path when the spool valve element is in the OFF position.

The hydraulic pressure supplied from the lockup control valve 64 to the control oil chamber 20d and the front oil chamber 20e in the torque converter 20 is switched by the hydraulic control circuit 54 configured as described above, whereby the lockup clutch 32 operates. The state is switched. First, the case where the lockup clutch 32 is in the slip state or the lockup on will be described. In the lockup control valve 64, when the lockup engagement pressure _{PSLU that} is larger than the predetermined value by the command signal output from the electronic control device 56 is supplied, the lockup control valve 64 is switched to the ON position, The lockup engagement pressure P _SLU is supplied to the control oil chamber 20 d of the torque converter 20, and the modulator hydraulic pressure P _MOD supplied to the lockup control valve 64 is supplied to the front oil chamber 20 e of the torque converter 20. That is, the lock-up engagement pressure _{P SLU} is supplied to the control oil chamber 20d as a lock-up on pressure _{P LupON,} modulator pressure _{P MOD} is supplied to the front side oil chamber 20e as a torque converter in pressure _{P TCIN.} When the lockup control valve 64 is switched to the ON position, the _{relationship among the} lockup on pressure P _LupON , the torque converter in pressure P _TCin, and the torque converter out pressure P _TCout is _{expressed as follows. LUPON} > torque converter in pressure P _TCin > torque converter out pressure P _TCout . As a result, the lockup on pressure (engagement pressure) P _LUPON of the control oil chamber 20d of the torque converter 20 is regulated by the linear solenoid valve SLU, so that the lockup engagement differential pressure (P _LupON − (P _TCin + P _TCout ) / 2) Pc is regulated, and the operating state of the lockup clutch 32 is switched in the range from the slip state to the lockup on (complete engagement).

Next, a case where the lockup clutch 32 is locked off will be described. In the lock-up control valve 64, when the lock-up engagement pressure _PSLU is smaller than the predetermined value, the lock-up control valve 64 is switched to the OFF position by the biasing force of the spring 64a, and the hydraulic oil outflow port of the torque converter 20 The torque converter out pressure P _TCout output from 20b is supplied to the control oil chamber 20d of the torque converter 20, and the second line oil pressure Psec is supplied to the front oil chamber 20e of the torque converter 20. That is, the torque converter out pressure _PTCout is supplied to the control oil chamber 20d as the lockup on pressure _PLupON , and the second line oil pressure Psec is supplied to the front side oil chamber 20e as the torque converter in pressure _PTCin . When the lock-up control valve 64 is switched to the OFF position, the relationship _among the magnitudes of the lock-up on pressure P _LupON , the torque converter in pressure P _TCin, and the torque converter out pressure P _TCout depends on the torque converter in pressure. P _TCin > torque converter out pressure P _TCout > lockup on pressure P _LupON As a result, the operating state of the lockup clutch 32 is switched to lockup off.

FIG. 5 is an example of a time chart schematically showing the behavior of a piston (not shown) that engages the lockup clutch 32, and the lockup engagement differential pressure Pc is changed by the movement of the lockup clutch 32 during engagement. It shows that it is influenced by the fluctuation of the resulting back pressure (P _TCin + P _TCout ) / 2. In FIG. 5, for simplification, the torque converter in-pressure P _TCin represents the back pressure, and the lock-up engagement differential pressure Pc is shown as (P _LUPON -P _TCin ). At time t0, engagement of the lockup clutch 32 is started, and the command pressure Slu of the linear solenoid valve SLU is set to P6. The hydraulic pressure P6 is a first fill that temporarily increases the hydraulic pressure, which is performed to accelerate the engagement of the lockup clutch 32. At time t1, the difference between the lock-up engagement differential pressure Pc, that is, the lock-up on-pressure P _LupON and the torque converter pressure P _TCin reaches P1, and the engagement of the lock-up clutch 32 is started. At time t2, the command pressure Slu of the linear solenoid valve SLU is decreased to P5, and the first fill is completed. Further, the torque converter pressure _PTCin has increased to P4. On the other hand, the lockup on pressure P _LupON is increased to P5, and the lockup engagement differential pressure Pc is maintained at P1. At time t3, the effect of the first fill is almost not seen until the time t4. The lockup on pressure P _LupON is P4, the torque converter pressure _PTCin is P3, and the lockup engagement differential pressure Pc. Indicates P1 respectively. In time t4, the engagement of the lock-up clutch 32 is completed, at time t5, lockup ON pressure _{P LupON} is the P5 is a command pressure Slu of the linear solenoid valve SLU, torque converter pressure _{P TCIN} is set P2 Further, the lockup engagement differential pressure Pc indicates P3. As shown in FIG. 5, the engagement pressure differential pressure Pc of the lockup clutch 32 is affected by the increase of the back pressure during the engagement of the lockup clutch 32, and after engagement of the lockup clutch 32, Become.

  Returning to FIG. 1, the vehicle 10 includes an electronic control device 90 including a control device that controls each part related to traveling. The electronic control unit 56 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing.

Various input signals detected by various sensors provided in the vehicle 10 are supplied to the electronic control unit 56. For example, a signal indicating the throttle valve opening θth (%) detected by the throttle valve opening sensor 70, a signal indicating the vehicle speed V (km / h) detected by the vehicle speed sensor 72, and an oil temperature sensor 74 are detected. A signal representing the oil temperature Toil (° C.) of the hydraulic oil, a signal Acc (%) representing the amount of operation of the accelerator pedal detected by the accelerator opening sensor 76, an engine rotational speed Ne (rpm) detected by the engine rotational speed sensor 78 ), The turbine rotation speed Nt (rpm) detected by the turbine rotation speed sensor 80 is input to the electronic control unit 56. The electronic control unit 56 also receives a shift command pressure Sat for hydraulic control related to the shift of the automatic transmission 22, a throttle (not shown) related to the control of the engine 12, ignition timing of the ignition coil, fuel injection amount, valve timing, and the like. Command signal Se, a lockup command pressure (command pressure) Slu for switching control of the operation state of the lockup clutch 32, and the like are output. Incidentally, the lock-up command pressure Slu is a command signal for driving the linear solenoid valve SLU for pressurizing regulating the lockup engagement pressure P _SLU, is output to the linear solenoid valve SLU of the hydraulic control circuit 54.

  The electronic control unit 56 shown in FIG. 1 includes a packing control unit 120, a learning control unit 122, and a shift determination unit 104 as the main part of the control function. The packing control means 120 is composed of a packing determination means 100 and a lockup clutch control means 102 surrounded by a broken line. The learning control unit 122 includes a rotation speed difference calculation unit 106, an inertia start determination unit 108, a time difference calculation unit 112, and a learning value calculation unit 114 surrounded by a dotted line.

  Based on the vehicle speed V and the accelerator opening degree Acc from a predetermined relationship (map), the pack-packing determination unit 100 performs the lock-up engagement operation from the lock-up unexecuted state where the lock-up clutch 32 is not operated. It is determined whether or not to start the pack packing of the lockup clutch 32. The lockup clutch hydraulic pressure control means 102 starts the engagement control of the lockup clutch 32 when the packing determination means 100 determines the start of packing.

  First, the hydraulic pressure for packing the lockup clutch 32 is controlled based on the command hydraulic pressure and the hydraulic pressure supply time set in the first fill and constant pressure standby, respectively. The indicated hydraulic pressure and hydraulic pressure supply time are learned values stored and held by the learned value calculation means 114. The rotational speed calculation means 106 relates the differential rotation Nslp, which is the difference between the engine rotational speed Ne and the turbine rotational speed Nt, and the differential rotation Nslp from the engagement control start time tp, that is, the start time of packing of the lockup clutch 32. An average differential rotation Nsla that is an average value from the combined control start time tp is calculated.

  The inertia start determination means 108 determines that the engagement of the lockup clutch 32 is started, that is, the inertia start when the difference between the average differential rotation Nsla and the differential rotation Nslp is equal to or greater than a predetermined differential rotation determination value Nslt. To do. When it is determined that the inertia starts, the time difference calculation unit 112 starts an inertia start which is a difference between a target inertia start time tt corresponding to a target pack filling time stored in advance and an inertia start time td which is an actual inertia start time. The time difference Δt is calculated.

  The learned value calculating means 114 corrects the first fill command hydraulic pressure and the hydraulic pressure supply time by multiplying the inertia start time difference Δt by the first fill command hydraulic gain g1 and the hydraulic pressure supply gain g2 stored in advance, respectively. Calculate the amount. Similarly, the learning value calculation means 114 multiplies the inertia start time difference Δt by a constant pressure standby command oil pressure gain g3 and a hydraulic pressure supply time gain g4, which are stored in advance, respectively, to thereby maintain the constant pressure standby command oil pressure and hydraulic pressure. A correction amount with the supply time is calculated.

  Note that the gains g1 to g4 are all predetermined constants, but may be numerical values (maps) stored in advance that vary based on, for example, the oil temperature. The learned value calculation means 114 sets the first fill command hydraulic pressure and hydraulic pressure supply time learned in the previous packing of the lockup clutch 32, and the constant pressure standby command hydraulic pressure and hydraulic pressure supply time to the respective values. The learning value is changed by adding the correction amount learned in the packing of the lock-up clutch 32, and stored and held as a new learning value.

  When the inertia start determination unit 108 determines that the difference between the average differential rotation Nsla and the differential rotation Nslp is less than a predetermined differential rotation determination value Nslt, the shift determination unit 104 determines, for example, the vehicle speed V and the accelerator opening Acc. To determine the shift of the automatic transmission 22 based on a predetermined relationship (map). When the shift determining means 104 determines that the shift is not to be performed, the hydraulic control of the lockup clutch 32 by the lockup clutch hydraulic pressure control means 102, that is, pack packing is continued.

  When the shift determination unit 104 determines that the shift is to be performed, the rotation speed difference calculation unit 106 engages the rotation speed difference between the engine rotation speed Ne and the turbine rotation speed Nt, that is, the differential rotation Nslp and the differential rotation Nslp. A rotation difference Nsld that is a difference from the average differential rotation Nsla that is an average value from the control start time tp is calculated, and it is determined whether the rotation difference Nsld is equal to or greater than a predetermined differential rotation determination value Nslt.

  When the rotation difference Nsld is less than the differential rotation determination value Nslt, the calculation of the rotation speed difference by the rotation speed difference calculation means 106 is repeated. When the rotation difference Nsld is equal to or greater than the difference rotation determination value Nslt, the time difference calculation means 112 is stored in advance from the shift start time tc when the shift of the automatic transmission 22 is started and the engagement control start time tp. A shift inertia time Δt2 that is a difference from the target inertia start time tit corresponding to the target inertia start time tt, that is, the target pack packing time, is calculated.

  The learning value calculation means 114 multiplies the first fill command hydraulic gain g11 and the hydraulic supply time gain g12 stored in advance by the shift inertia time Δt2, respectively. A correction amount is calculated. Similarly, the learning value calculation means 114 multiplies the inertia start time difference Δt2 by a constant pressure standby command oil pressure gain g13 and a hydraulic pressure supply time gain g14, which are stored in advance, respectively, to thereby maintain the constant pressure standby command oil pressure and hydraulic pressure. A correction amount with the supply time is calculated. Each of the gains g11 to g14 is a predetermined constant, but may be a previously stored numerical value (map) that varies based on, for example, the oil temperature.

  The learning value calculating means 114 sets the first fill command hydraulic pressure and hydraulic pressure supply time and constant pressure standby command hydraulic pressure and hydraulic pressure supply time learned in the previous packing of the lockup clutch 32 to the current lockup. The learning value is changed by adding the correction amount learned in the packing of the clutch 32, and stored and held as a new learning value.

  FIG. 8 is a flowchart illustrating pack-packing learning control of the lockup clutch 32 by the electronic control unit 56. In step S10 (hereinafter, step is omitted) corresponding to the function of the packing determination unit 100, the start of lockup control is determined. If this determination is negative, the determination from S10 is repeated. If the determination in S10 is affirmative, lockup control, that is, packing is performed in S20 corresponding to the function of the lockup clutch hydraulic pressure control means 102. Packing is performed on the basis of the indicated hydraulic pressure and the hydraulic pressure supply time set in advance in the first fill and constant pressure standby. In S30 corresponding to the functions of the rotational speed difference calculation means 106 and the inertia start determination means 108, the start of inertia of the lockup clutch 32 is determined.

  If this S30 determination is affirmed and it is determined that inertia has started, an inertia start time difference Δt, which is the difference between the target inertia start time tt and the inertia start time td, is calculated in S40 corresponding to the function of the time difference calculation means 112. The In S60 corresponding to the function of the learning value calculation means 114, the first fill command hydraulic pressure is obtained by multiplying the inertia start time difference Δt by the first fill command pressure gain g1 and the hydraulic pressure supply time gain g2 stored in advance. A correction amount with respect to the hydraulic pressure supply time is calculated. Similarly, by multiplying the inertia start time difference Δt by the constant pressure standby command oil pressure gain g3 and the hydraulic pressure supply time gain g4 stored in advance, the correction amount of the constant pressure standby command oil pressure and the hydraulic pressure supply time is obtained. Calculated.

  In S110 corresponding to the function of the learning value calculation means 114, the first fill command hydraulic pressure and hydraulic pressure supply time, and the constant pressure standby command hydraulic pressure and hydraulic pressure supply time learned in the previous packing of the lock-up clutch 32, respectively. The learning value is changed by adding the correction value learned in the current packing to the value, and stored and held as a new learning value.

  If the determination of the inertia start of the lockup clutch 32 is negative in S30, it is determined in S50 corresponding to the function of the shift determination means 104 whether a shift request has occurred. If this S50 determination is negative, the packing control from S20 is continued. If the determination at S50 is affirmative, a rotation difference Nsld that is a difference between the average difference rotation Nsla and the average difference rotation Nsla is calculated at S70 corresponding to the function of the rotation speed difference determination means 106. In S80 corresponding to the function of the rotation speed difference determination means 106, it is determined whether or not the rotation difference Nsld, which is the difference between the average difference rotation Nsla and the average difference rotation Nsla, is greater than or equal to the difference rotation determination value Nslt.

  When this S80 determination is negative, the calculation of the rotation difference Nsld, which is the difference between the average differential rotation Nsla and the average differential rotation Nsla from S70, is repeated. Further, when the determination at S80 is affirmed, in S90 corresponding to the function of the time difference calculating means 112, the shift start time tc at which the shift of the automatic transmission 22 is started and the engagement control start time tp are stored in advance. A shift inertia time Δt2, which is a difference from the time when the target inertia start time tt has passed, that is, the target inertia start time tit, is calculated.

  Further, in S100 corresponding to the function of the learning value calculation means 114, the first fill is obtained by multiplying the shift inertia time Δt2 by the first fill indicated hydraulic gain g11 and the hydraulic supply time gain g12 stored in advance. A correction amount between the command hydraulic pressure and the hydraulic pressure supply time is calculated. Similarly, by multiplying the inertia start time difference Δt2 by a prestored constant pressure standby command oil pressure gain g13 and a hydraulic pressure supply time gain g14, respectively, a correction amount between the constant pressure standby command oil pressure and the hydraulic pressure supply time is obtained. Calculated.

  In S110 corresponding to the function of the learning value calculation means 114, the first fill command hydraulic pressure and hydraulic pressure supply time, and the constant pressure standby command hydraulic pressure and hydraulic pressure supply time learned in the previous packing of the lock-up clutch 32, respectively. The learning value is changed by adding the correction value learned in the current packing to the value, and stored and held as a new learning value.

  FIG. 7 is an example of a time chart showing the control operation of the electronic control unit 56 when the shift of the automatic transmission 22 is not performed from the engagement control start time tp to the inertia start time ti. Prior to time t10, the engine rotational speed Ne indicates N3, and the turbine rotational speed Nt indicates N1. The differential rotation Nslp and the average differential rotation Nsla indicate Ns3. Further, the command pressure of the lockup engagement differential pressure Pc indicates zero. At time t10, that is, at the engagement start point tp, the command pressure of the lockup engagement differential pressure Pc is increased to P2, and packing of the lockup clutch 32 is started. At time t11, that is, at the constant pressure standby start time ts, the command pressure of the lockup engagement differential pressure Pc is decreased to P1. At time t12, the engine rotation speed Ne starts to decrease, and the differential rotation Nslp also starts to decrease. At the time t13, that is, at the inertia start time ti, the engine speed Ne decreases, whereby the differential rotation Nslp decreases to Ns2, and the difference between the average differential rotation Nsla and the differential rotation Nslp reaches the differential rotation determination value Nslt. When the lockup clutch 32 is packed, the inertia start time td matches the target inertia start time tt based on the inertia start time difference Δt that is the difference between the target inertia start time tt and the inertia start time td as described above. Thus, learning control is performed.

  FIG. 8 is an example of a time chart when the shift of the automatic transmission 22 is performed before the inertia start time ti. The time until t21, that is, until the constant pressure standby start time ts is the same as in FIG. The shift of the automatic transmission 22 is started at the time t22, that is, at the shift start time tc. On the other hand, the rotational speed difference between the average differential rotation Nsla and the differential rotation Nslp is hardly open. At the time t23, that is, at the inertia start time ti, the difference between the average differential rotation Nsla and the differential rotation Nslp reaches the differential rotation determination value Nslt. In this case, as described above, based on the shift inertia time Δt2 that is the elapsed time from the shift start time tc to the target inertia start time ti, the inertia start time td matches the target inertia start time tt. Packing learning control is performed.

Here, during the period from the engagement control start time tp of the lockup clutch 32 where the pack-up of the lockup clutch 32 of the vehicle 10 is started to the inertia start time ti, a first fill in which a temporary hydraulic pressure increase instruction is issued, A constant pressure standby is issued in which a command to maintain the hydraulic pressure lower than the first fill starting from the constant pressure standby start time ts is issued. Conventionally, the learning control of the period from the engagement control start time tp to the inertia start time ti of the lockup clutch 32, that is, the inertia start time td is not so much performed, and even when learning is performed, it is automatically performed. Learning was prohibited when the transmission 22 was shifted. For this reason, the learning frequency has decreased, and a situation has occurred in which the engine 12 is likely to blow up due to a shock or a delay in engagement of the lockup clutch 32. The torque converter 20 in this embodiment, i.e. the lock-up on pressure _{P LUPON,} a torque converter in pressure _{P TCIN} the front side oil chamber 20e and is supplied to the control oil chamber 20d, the difference push ie lockup pressure In the case of using a hydraulic friction clutch that is frictionally engaged by controlling Pc, it is easily affected by fluctuations in the back pressure, and the back pressure is particularly affected by the hydraulic oil temperature Toil, the engine rotational speed Ne, the line. Influenced by pressure PL. For this reason, it is necessary to learn the packing of the lock-up clutch 32 even during the shift of the automatic transmission 22 and improve the learning accuracy.

  According to this embodiment, the torque converter 20 provided between the engine 12 and the automatic transmission 22, the pump impeller 20 p provided in the torque converter 20 and the input member of the torque converter 20, and the output member. In the torque converter 20 with a lockup clutch 32 for a vehicle including a lockup clutch 32 that is directly connected to a turbine impeller 20t, a command for a supply pressure of the lockup clutch 32 is started from the time when packing of the lockup clutch 32 is started. Following the first fill that temporarily increases the value, the pack control unit 120 that performs a constant pressure standby commanding a lower hydraulic pressure than the first fill, and the actual pack time td by the pack control unit 120 are predetermined. Next time based on the time difference with the target pack packing time tt Electronic control of a torque converter 20 with a lockup clutch 32 for a vehicle comprising: a first fill hydraulic pressure or time for reducing the time difference in pack packing and a learning control means 122 for determining a correction amount for the constant pressure standby hydraulic pressure or time. An average differential rotation Nsla that is an average value of the differential rotation Nslp between the rotation speed Ne of the engine 12 and the turbine rotation speed Nt of the torque converter 20 and the differential rotation after the lock-up clutch 32 is engaged. If the rotation difference Nsld, which is the difference between the two, becomes equal to or greater than the differential rotation determination value Nslt and the shift of the automatic transmission 22 is started, the learning control means 122 changes the shift of the automatic transmission 22 in place of the time difference. The time difference Δ between the time point ti at which the start of the operation starts and the predetermined time point ti of the target pack packing time tt The correction amount is determined by using t2. As a result, the first fill and constant pressure standby learning of the lockup clutch 32, that is, the pack packing learning, is performed even during the shift of the automatic transmission 22 in which large fluctuations in the engine rotational speed Ne are likely to occur. By carrying out the pack-packing learning more accurately, it becomes easy to improve drivability and fuel consumption such as shock and racing when the lock-up clutch 32 is engaged.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  According to the above-described embodiment, the completion time of packing, that is, the inertia start time ti is determined based on the difference between the difference rotation Nslp between the engine speed Ne and the turbine rotation speed and the average value Nsla of the difference rotation after the start of packing. Although the determination is made, various methods such as estimating the inertia start time ti based on the time change of the engine speed Ne or the change of the engine torque can be applied regardless of this.

  Further, according to the above-described embodiment, the learning control is performed for the first fill oil pressure and the constant pressure standby oil pressure and time of the lockup clutch. For example, only the first fill oil pressure and time are learned and controlled to appropriately set the inertia start time. It is good also as what adjusts to. It is also possible to perform learning control only on the hydraulic pressure and time for steady standby.

  In the automatic transmission 22 of the above-described embodiment, the 8-speed gear stage is used. However, the speed is not limited to the 8-speed. For example, the 10-speed is a lower gear stage or a higher gear stage. May be used, or a continuously variable transmission may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine 20: Torque converter 20p: Pump impeller (input member)
20t: Turbine impeller (output member)
22: Automatic transmission 32: Lock-up clutch 56: Electronic control device (control device)
120: Packing control unit 122: Learning control unit Ne: Engine rotation speed Nt: Turbine rotation speed Nslp: Differential rotation Nsla: Average differential rotation Nslt: Differential rotation determination value tc: Shift start time ti: Inertia start time tt: Target inertia Start time (target pack packing time)
tit: Target inertia start time (target pack packing time)

Claims (1)

Torque with a lockup clutch for a vehicle, comprising: a torque converter provided between the engine and the automatic transmission; and a lockup clutch provided in the torque converter and directly connecting an input member and an output member of the torque converter. In the converter, from the start of packing of the lockup clutch, a constant pressure standby for commanding a lower oil pressure than the first fill following the first fill for temporarily increasing the command value of the supply pressure of the lockup clutch And the first control for reducing the time difference in the next packing based on a time difference between an actual packing time by the packing control means and a predetermined target packing time. Fill hydraulic pressure or time, and said constant pressure A control apparatus for a torque converter with a vehicle lock-up clutch and a learning control means for determining a correction amount of the hydraulic or time of the machine,
The difference between the difference between the rotation speed of the engine and the turbine rotation speed of the torque converter and the average value of the difference rotation after the start of engagement of the lockup clutch is equal to or greater than a predetermined value, and the automatic transmission When the shift is started, the learning control means replaces the time difference with a time difference between a time when the shift of the automatic transmission is started and a time when the predetermined target packing time elapses. A control device for a torque converter with a lockup clutch for a vehicle, wherein the correction amount is determined by using

Images