WO2016158076A1 - 自動変速機の制御装置および制御方法 - Google Patents
自動変速機の制御装置および制御方法 Download PDFInfo
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- WO2016158076A1 WO2016158076A1 PCT/JP2016/054972 JP2016054972W WO2016158076A1 WO 2016158076 A1 WO2016158076 A1 WO 2016158076A1 JP 2016054972 W JP2016054972 W JP 2016054972W WO 2016158076 A1 WO2016158076 A1 WO 2016158076A1
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- control
- torque
- engagement
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
- B60W2510/0233—Clutch engagement state, e.g. engaged or disengaged of torque converter lock-up clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H2059/186—Coasting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/465—Detecting slip, e.g. clutch slip ratio
- F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/146—Control of torque converter lock-up clutches using electric control means for smoothing gear shift shock
Definitions
- the present invention relates to the control of an automatic transmission that is mounted on a vehicle and has a torque converter with a lock-up clutch.
- Some automatic transmissions of vehicles such as automobiles are equipped with a torque converter with a lock-up clutch between the engine and the automatic transmission mechanism.
- a lock-up clutch As a control of this lock-up clutch, a large torque shock caused by the action of a reverse torque that reverses the torque transmission direction when the accelerator is turned on during a coast-up lock-up due to accelerator-off (so-called coast lock-up).
- coast lock-up a technique for prohibiting complete engagement (lock-up) of a lock-up clutch is disclosed (Patent Document 1).
- the lock-up clutch is in the released state, when the lock-up clutch is engaged, the lock-up clutch is first slip-engaged, whereby the differential speed between the input and output elements of the lock-up clutch (engine speed and turbine speed) And the rotational speed) is reduced, and then the fully engaged state is entered.
- judder vibration which is referred to as clutch judder, may occur.
- the cause of the occurrence of such judder vibration is variation in the difference between the static friction coefficient and the dynamic friction coefficient of the friction material of the lockup clutch. Further, the cause of the occurrence of this judder vibration is the relationship between the magnitude of the above-described differential rotational speed and the engine torque and the transmission torque capacity of the lockup clutch (corresponding to the engagement pressure of the lockup clutch).
- the present invention has been devised in view of such problems, and in a control device for an automatic transmission, it is possible to avoid judder vibration caused by an increase in torque of a drive source during a transition to a lockup state.
- the purpose is to do.
- a control device for an automatic transmission includes a speed change mechanism, a lockup clutch provided between an internal combustion engine as a drive source of a vehicle and the speed change mechanism.
- a control device for an automatic transmission comprising: an automatic transmission equipped with a torque converter; and a control means for controlling the automatic transmission in accordance with a running state of the vehicle.
- a rotation detecting means for detecting a differential rotational speed between output elements; and a torque detecting means for detecting an output torque of the internal combustion engine, wherein the control means is in a fully engaged state (coast lockup) when the vehicle is decelerated.
- the lock-up clutch when the full-engagement state is once released and then returned to the full-engagement state.
- a first engagement control unit that performs a first engagement control for increasing the rotation of the internal combustion engine in a slip engagement state while increasing a torque transmission capacity, and then setting a complete engagement state; and In the slip engagement state, after the detected differential rotational speed detected by the rotation detecting means has risen to a first predetermined value or more after the start of control, the torque transmission capacity increases and the first differential value is smaller than the first predetermined value.
- the torque determination unit determines that the output torque of the internal combustion engine has increased in a state where the torque is less than a predetermined value
- the second engagement control is performed to add a predetermined capacity to the increased torque transmission capacity. 2 engagement control part.
- the second engagement control unit determines whether or not the detected differential rotation speed has increased to the first predetermined value or more within a predetermined time after the start of the control of the first engagement control. Is preferred.
- the second engagement control unit when the increase in the detected differential rotation speed to the first predetermined value or more does not occur within the predetermined time, causes the torque determination unit to perform the operation after the predetermined time elapses.
- the predetermined capacity is set according to an increase state of the torque.
- the control means performs the first engagement control or the second engagement control, and when the detected differential rotation speed becomes equal to or smaller than a third predetermined value smaller than the second predetermined value, the internal combustion engine Even if the engine output is maximized, the increasing rate of the increased torque transmission capacity may be increased so that the torque transmission capacity does not increase the differential rotational speed between the input and output elements of the lockup clutch. preferable.
- the rotational speed of the internal combustion engine is increased by giving a differential rotational speed between the input and output elements of the lockup clutch by slip engagement by the first engagement control, that is, in a state where the rotation of the internal combustion engine is not sufficiently increased, that is, Even when the output torque of the internal combustion engine is increased while the differential rotational speed between the input and output elements of the lockup clutch is not increased and is approaching, the fluctuation of the friction state between the input and output elements (the friction force) Increase / decrease) may cause vibration (judder vibration), but at this time, the predetermined capacity is added to the torque transmission capacity of the lock-up clutch, so that fluctuation of the frictional state is suppressed and the occurrence of judder vibration is avoided.
- the lock-up clutch locks up smoothly.
- the predetermined capacity is set according to the increase state of the output torque of the internal combustion engine, the fluctuation of the friction state can be more reliably eliminated and the lockup clutch can be locked up smoothly.
- FIG. 1 is an overall configuration diagram illustrating a drive system and a control system of a vehicle to which an automatic transmission control device according to an embodiment of the present invention is applied. It is a time chart explaining the condition which performs control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a time chart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a time chart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a time chart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a time chart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a time chart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention. It is a flowchart explaining control by the control apparatus of the automatic transmission concerning one Embodiment of this invention.
- a belt-type continuously variable transmission (hereinafter also referred to as belt-type CVT or simply referred to as CVT) in which a belt-type continuously variable transmission mechanism (hereinafter also referred to as a variator) is applied to the transmission mechanism.
- a belt-type continuously variable transmission mechanism hereinafter also referred to as a variator
- other continuously variable transmission mechanisms such as a toroidal type and a stepped transmission mechanism can be applied as the transmission mechanism.
- FIG. 1 is a configuration diagram illustrating a drive system and a control system of a vehicle according to the present embodiment.
- a vehicle drive system includes an engine (internal combustion engine) 1, a torque converter 2, a forward / reverse switching mechanism 3, a variator 4 as a speed change mechanism, a final reduction mechanism 5, and drive wheels 6. , 6.
- a belt type continuously variable transmission (CVT) 100 is configured by housing the torque converter 2, the forward / reverse switching mechanism 3, the variator 4, and the final reduction mechanism 5 in a transmission case.
- CVT continuously variable transmission
- the engine 1 is equipped with an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, or the like. As a result, the engine 1 can control the output torque by an engine control signal from the outside in addition to the output torque control by the accelerator operation by the driver.
- the torque converter 2 is a starting element having a torque increasing function.
- the torque converter 2 is provided with a pump impeller 23 connected to the engine output shaft 11 via a converter housing 22, a turbine runner 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25.
- the stator 26 is a component.
- the lock-up clutch 20 includes a lock-up state (fully engaged state), an unlock-up state (completely released state), a slip lock-up state [clutch slip engagement state, That is, there is a differential rotation between the rotation speed of the input side rotation member (input side element) of the lockup clutch and the rotation speed of the output side rotation member (output side element), but torque is applied from the input side to the output side.
- the switching control and the clutch engagement force in the lock-up state or the slip lock-up state are performed by controlling the hydraulic pressure supplied to the lock-up clutch 20.
- the forward / reverse switching mechanism 3 is a mechanism for switching the input rotation direction to the variator 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel.
- the forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31 (forward friction engagement element) composed of a plurality of clutch plates, and a reverse brake 32 (reverse friction engagement) composed of a plurality of brake plates. Element).
- the forward clutch 31 is engaged by the forward clutch pressure Pfc when a forward travel range such as the D range (drive range) is selected.
- the reverse brake 32 is engaged by the reverse brake pressure Prb when the R range (reverse range) that is the reverse travel range is selected.
- the forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range, non-traveling range) is selected.
- the variator 4 has a continuously variable transmission function that continuously changes a transmission ratio, which is a ratio of a transmission input rotation speed and a transmission output rotation speed, by changing a belt contact diameter, and includes a primary pulley 42, a secondary pulley 43, Belt 44.
- the primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b, and the slide pulley 42 b moves in the axial direction by the primary pressure Ppri guided to the primary pressure chamber 45.
- the secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b, and the slide pulley 43 b moves in the axial direction by the secondary pressure Psec guided to the secondary pressure chamber 46.
- the sheave surfaces that are the opposed surfaces of the fixed pulley 42a and the slide pulley 42b of the primary pulley 42 and the sheave surfaces that are the opposed surfaces of the fixed pulley 43a and the slide pulley 43b of the secondary pulley 43 are all V-shaped.
- the flank surfaces on both sides of the belt 44 are in contact with these sheave surfaces.
- the gear ratio is changed by changing the winding radius of the belt 44 around the primary pulley 42 and the secondary pulley 43 according to the movement of the slide pulleys 42b and 43b.
- the final deceleration mechanism 5 is a mechanism that decelerates the transmission output rotation from the transmission output shaft 41 of the variator 4 and transmits it to the left and right drive wheels 6 and 6 with a differential function.
- the final reduction mechanism 5 is interposed between the transmission output shaft 41, the idler shaft 50, and the left and right drive shafts 51, 51, and includes a first gear 52 provided on the transmission output shaft 41 having a reduction function.
- a second gear 53, a third gear 54, a final reduction gear 55 provided on the idler shaft 50, and a differential gear 56 having a differential function are provided.
- the control system of the CVT 100 includes a hydraulic control unit 7 and a CVT electronic control unit (CVTECU) 8, as shown in FIG. Further, an engine electronic control unit (engine ECU) 9 for exchanging information with the CVT electronic control unit 8 is provided.
- Each electronic control unit (ECU: Electric Control Unit) 8, 9 includes an input / output device, a storage device (ROM, RAM, BURAM, etc.) incorporating a number of control programs, a central processing unit (CPU), a timer counter, etc. It is configured with.
- the hydraulic control unit 7 includes a primary pressure Ppri guided to the primary pressure chamber 45, a secondary pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. And a control unit for generating a solenoid pressure Psol to the lock-up control valve 78.
- the hydraulic control unit 7 includes an oil pump 70 and a hydraulic control circuit 71.
- the hydraulic control circuit 71 includes a line pressure solenoid 72, a primary pressure solenoid 73, a secondary pressure solenoid 74, and a forward clutch pressure solenoid 75. And a reverse brake pressure solenoid 76 and a lock-up solenoid 77.
- the line pressure solenoid 72 adjusts the hydraulic oil pumped from the oil pump 70 to the instructed line pressure PL in accordance with the line pressure instruction output from the CVTECU 8.
- the primary pressure solenoid 73 adjusts the pressure to the primary pressure Ppri that is instructed using the line pressure PL as the original pressure in accordance with the primary pressure instruction output from the CVTECU 8.
- the secondary pressure solenoid 74 adjusts the pressure to the secondary pressure Psec instructed using the line pressure PL as the original pressure in accordance with the secondary pressure instruction output from the CVTECU 8.
- the forward clutch pressure solenoid 75 adjusts the pressure to the forward clutch pressure Pfc instructed with the line pressure PL as the original pressure in accordance with the forward clutch pressure instruction output from the CVT ECU 8.
- the reverse brake pressure solenoid 76 adjusts the pressure to the reverse brake pressure Prb instructed by using the line pressure PL as the original pressure in accordance with the reverse brake pressure instruction output from the CVTECU 8.
- the lockup solenoid 77 generates a solenoid pressure Psol as an instruction signal pressure to the lockup control valve 78 in accordance with an instruction by the duty signal Duty from the CVTECU 8.
- the torque converter supply pressure and the torque converter release pressure are generated so that
- the CVTECU 8 outputs an instruction to obtain the target line pressure according to the throttle opening degree to the line pressure solenoid 72, and issues an instruction to obtain the target gear ratio according to the vehicle speed, the throttle opening degree, etc. to the primary pressure solenoid 73 and the secondary
- the shift hydraulic pressure control to be output to the pressure solenoid 74, the forward / backward switching control to output the instruction to control the engagement / release of the forward clutch 31 and the reverse brake 32 to the forward clutch pressure solenoid 75 and the reverse brake pressure solenoid 76, and the lock
- An instruction is output to the up solenoid 77 to control engagement, release, slip engagement (clutch slip engagement) of the lockup clutch 20, and the like.
- the CVT ECU 8 includes a primary rotation sensor 80, a secondary rotation sensor 81, a secondary pressure sensor 82, an oil temperature sensor 83, an engine speed sensor 84, a brake switch 85, a throttle opening sensor 86, a primary pressure sensor 87, and a line pressure sensor 89.
- Sensor information and switch information from the vehicle speed sensor 90, the accelerator opening sensor 91, the idle switch 92, and the like are input.
- torque information is input from the engine ECU 9 and a torque request is output to the engine ECU 9.
- an inhibitor switch (not shown) detects a range position (D range, N range, R range, etc.) selected by the driver's operation of the shift lever, and outputs a range position signal corresponding to the range position.
- the accelerator opening sensor 91 is used not only as the accelerator state detecting means but also as the torque detecting means for detecting the output torque of the engine 1.
- any torque detecting means may be used as long as it detects an amount corresponding to the output torque of the engine 1 such as using a throttle opening sensor 86.
- the control apparatus for an automatic transmission performs coast lock-up that engages the lock-up clutch 20 when a predetermined control condition (coast lock-up control condition) is satisfied when the vehicle is in a coast state.
- Control coast lockup control
- the lockup is once released (slip engagement state) and the drive lockup is controlled.
- control related to drive lockup includes control of the engagement state of the lockup clutch 20 and control of the transmission ratio of the variator 4.
- Control of the gear ratio of the variator 4 related to the latter drive lock-up is performed not only after the coast lock-up is released but when a control condition is satisfied.
- a control device for an automatic transmission that performs these controls is composed of functional elements provided in the CVT ECU 8 and sensors.
- the operating state of the lock-up clutch 20 includes a lock-up state (completely engaged state) in which the input / output elements of the torque converter 2 (also between the input / output elements of the lock-up clutch 20) are directly connected, A converter state in which the elements are completely released and torque is transmitted via the fluid (unlocked state, that is, a fully released state), and the lock-up clutch 20 is in a semi-engaged state, and a predetermined slip is generated between the input and output elements. There is a slip lock-up state (slip engagement state) that maintains the state.
- the engagement pressure P LU is increases with the engagement capacity C LU increases (e.g., increased linearly Therefore, by preparing a conversion map based on this relationship, the engagement capacity C LU can be converted into the engagement pressure P LU with reference to this conversion map. Then, convert the engagement pressure P LU obtained the command value of the lock-up solenoid 77 (lockup duty), controls the lock-up solenoid 77 by the command value, to control the state of the lock-up clutch 20.
- the engine ECU 9 performs fuel cut control to stop fuel injection of the engine to reduce fuel consumption.
- coast lockup control is performed in order to provide a fuel recovery function for preventing engine stall and restarting fuel supply to the engine. Therefore, at the time of coast lockup, fuel cut is performed at the same time.
- ⁇ N [FIG. 2 (c)], engine torque [FIG. 2 (d)], and engagement hydraulic pressure (lock-up pressure) [FIG. 2 (e)] of the lock-up clutch 20 are made to correspond to each control mode. It shows.
- the lock-up clutch 20 is locked up with a low lock-up pressure PLU as described in FIG. 2 as “coast light grip”. For example, if the accelerator pedal is depressed (accelerator on) at the time t 1 during the coast lock-up, the coast lock-up is released and the fuel injection is returned (fuel recovery). Engagement is temporarily released for a short period of time (between time points t 1 and t 3 ) (the slip engagement state is set), and then the control is performed again toward the state of complete engagement.
- This control is the torque shock when the engine torque is inputted by the fuel recovery at time t 2 recovery shock suppression control which aims to suppress (recovery shock) (first engagement control of the present invention), Predetermined control conditions are provided.
- the CVTECU 8 includes a coast determination unit (coast determination unit) 8A, an accelerator determination unit (accelerator determination unit) 8B, a torque determination unit (torque determination unit) 8C, and a differential rotation speed calculation unit 8h. Based on the determination information of the coast determination unit 8A, the accelerator determination unit 8B, and the torque determination unit 8C and the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 calculated by the differential rotation speed calculation unit 8h.
- a lock-up clutch control unit 8D that controls the engagement capacity of the lock-up clutch 20 is provided as a functional element.
- the differential rotation speed calculation unit 8h calculates the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 based on the detection information of the engine rotation speed sensor 84 and the primary rotation sensor 80.
- the rotational speed sensors 84 and 80 and the rotational speed calculation unit 8h constitute rotational speed detection means for detecting the differential rotational speed ⁇ N.
- the present control device includes the coast determination unit 8A, the accelerator determination unit 8B, the torque determination unit 8C, the rotation speed detection means 84, 80, 8h, and the lockup clutch control unit 8D.
- Coast determining unit 8A determines whether or not the vehicle is in a coasting state. This determination is made here by “whether or not the idle switch 92 is on”, but it may be made by “whether or not the accelerator opening sensor 91 is less than a minute predetermined opening close to 0”. The determination may be made based on the ratio between the engine rotation speed (the impeller rotation speed of the torque converter) and the rotation speed of the transmission input shaft (the turbine rotation speed of the torque converter).
- the accelerator determination unit 8B is preset with accelerator pedal depression and depression, accelerator on / off, and accelerator opening APO. It is determined whether or not the control reference value is exceeded. For example, when the accelerator opening APO detected by the accelerator opening sensor 91 increases, it is determined that the accelerator pedal is depressed (increase), and when the detected accelerator opening APO decreases, the accelerator pedal is depressed. Is determined. In addition, if the value of the detection information from the accelerator opening sensor 91 is equal to or greater than a minute determination threshold value, it is determined as “accelerator on”, and the value of the detection information APO from the accelerator opening sensor 91 is less than the minute determination threshold value. If there is, “accelerator off” is determined.
- “accelerator pedal depression”, “accelerator pedal depression”, “accelerator on”, and “accelerator off” are detected information from the accelerator opening sensor 91 so that determination can be made without being affected by noise or the like.
- the determination is performed by performing low-pass filter processing such as moving average or smoothing. Since the determination threshold for determining “accelerator on” and “accelerator off” is a minute value close to 0, the determination of “accelerator off” takes longer than the determination of “accelerator on” for normal accelerator operation. It takes. Further, based on the detection information from the idle switch 92, it may be determined that “accelerator is on” if the idle switch 92 is off, and “accelerator off” if the idle switch 92 is on.
- the torque determination unit 8C determines whether or not the output torque of the engine 1 is increasing. In the present embodiment, since the accelerator opening correlates with the output torque of the engine 1, using the accelerator opening sensor 91 as the torque detecting means, the torque determination unit 8C outputs the output when the accelerator opening increases by a reference amount or more. It is determined that the torque is increasing.
- the lock-up clutch control unit 8D includes a function (coast lock-up control unit) 8e for performing coast lock-up control that locks the lock-up clutch 20 during coast driving of the vehicle, and an accelerator on during coast lock-up control.
- a function (judder avoidance control unit) 8g for performing control.
- the coast lock-up control unit 8e determines whether or not a predetermined coast lock-up condition including that the coast running state of the vehicle is determined by the coast determination unit 8A, and determines that the condition is satisfied. Thus, coast lockup control for locking up (completely engaging) the lockup clutch 20 with a low lockup pressure PLU is performed.
- the coast lock-up control has a fuel recovery function that prevents engine stall and restarts fuel supply to the engine at the time of fuel cut that is performed when the coast determination unit 8A determines that the vehicle is in the coast state. It is for giving. If the engine speed and the vehicle speed are sufficiently high, the possibility of engine stall is low even in the torque converter state in which the lockup clutch 20 is released, and the fuel recovery function can be maintained. For this reason, the coast lock-up condition is that the vehicle is determined to be in the coast state, the engine speed Ne is less than the set speed Ns1, and the vehicle speed VSP is less than the set vehicle speed VSPs.
- the recovery shock suppression control unit 8f determines whether or not a predetermined recovery shock suppression control condition is satisfied, and executes the recovery shock suppression control when it is determined that the condition is satisfied.
- This recovery shock gives a sense of incongruity at low vehicle speeds, but does not give a sense of incongruity at high vehicle speeds.
- the vehicle speed at the time of coast lockup release is set to be equal to or lower than a preset vehicle speed. .
- this vehicle speed condition in addition to this vehicle speed condition, it is a condition that no oil vibration occurs in the hydraulic system that applies the lock-up pressure.
- the lockup clutch 20 is once brought into the slip engagement state and then returned to the full engagement. Therefore, when this control is performed in a situation where oil vibration occurs, judder due to hydraulic instability occurs. There are concerns. Therefore, the condition is that there is no situation where oil vibration occurs.
- the recovery shock suppression control as shown in FIG. 2, first, the torque shock caused by the fuel recovery is suppressed by slip engagement by the engagement capacity reduction control (lockup pressure reduction control) of the lockup clutch 20. Then, when the torque shock is suppressed, the engine restarted by the fuel recovery cover rises to some extent (rises up) by the control (lockup pressure increase control) for increasing the engagement capacity C LU of the lockup clutch 20 in a predetermined ramp state. In this way, while receiving the torque of the engine that has blown up, the differential rotational speed ⁇ N between the input and output elements of the lockup clutch 20 is reduced, so that the differential rotational speed ⁇ N is a minute engagement criterion near 0. When the value is equal to or less than the third predetermined value ⁇ N3, the engagement is complete. Note that the recovery shock suppression control is performed up to the complete engagement.
- the engagement pressure P LU (engagement capacity C LU ) of the lockup clutch 20 is reduced for a short time (between time points t 1 and t 3 ).
- the engagement pressure P LU (engagement capacity C LU ) is reduced to an intermediate pressure (intermediate capacity) higher than the slip control engagement pressure P LUS (slip control capacity C LUS ).
- the slip control engagement pressure P LUS (slip control capacity C LUS ) is reduced to a ramp shape so that the lockup clutch 20 is not released due to overshoot, and then the slip control engagement pressure P LUS (slip Control capacity C LUS ).
- the engagement pressure (lockup pressure) of the lock-up clutch 20 by increasing the P LU increasing engagement capacity C LU. If the (engagement capacity C LU ) of the lockup clutch 20 is rapidly increased in this process, an engagement shock is caused at the time of lockup (complete engagement), and the ride comfort of the vehicle is impaired. Therefore, when the lock-up clutch 20 is brought into the lock-up state, the engagement pressure P LU (engagement capacity C LU ) is gradually increased to smoothly shift to the lock-up (smooth on control, SM ON). To do.
- the smooth-on control since while preventing engagement shock promptly complete the lockup want aims to improve fuel efficiency, as shown in FIG. 2, first, at time t 3, the initial value to the engagement pressure P LU ( (Smooth-on initial value) is given and increased in a step shape, and then gradually increased in a ramp shape.
- the smooth-on initial value is for starting the slip-up lockup clutch 20 to the engagement side and maintaining the gap between the clutches at 0, so that no gap (backlash) is generated in the lockup clutch 20. It is set to a size of about.
- the ramp a having a relatively small increase rate is gradually increased to blow up the engine 1, and then the ramp b having a relatively large increase rate is gradually increased.
- the lamp c Suppressing racing by a lamp b, then to increase the slowly engagement pressure P LU switch the lamp c, to avoid the risk of rapid engagement soothe the movement of the lock-up clutch 20 is started to the engagement side .
- the differential rotational speed (slip rotational speed) ⁇ N between the input and output elements of the torque converter 2 becomes equal to or greater than the first predetermined value ⁇ N1 (time point t 4 ), and then the engine increased due to racing.
- the differential rotational speed ⁇ N between the input and output elements of the torque converter 2 becomes smaller than the first predetermined value ⁇ N1.
- the differential rotation speed ⁇ N becomes equal to or smaller than the second predetermined value ⁇ N2 smaller than the first predetermined value ⁇ N1 (time point t 5 )
- a moderate increase that does not require excessive time for engagement and avoids the risk of sudden engagement. switch to the rate of the lamp c, it increases the engagement pressure P LU by the lamp c.
- the differential rotational speed ⁇ N becomes equal to or greater than the first predetermined value ⁇ N1 (the first predetermined value ⁇ N1 or greater at time t 4 ) within a predetermined time (first predetermined time) after the start of the recovery shock suppression control. .
- the fact that the engine 1 has blown up is added to one of the control start conditions for the judder avoidance control.
- the differential rotation speed ⁇ N becomes equal to or greater than the first predetermined value ⁇ N1
- the engine 1 has finished running. Is determined.
- the differential rotation speed ⁇ N does not become equal to or greater than the first predetermined value ⁇ N1 within the time.
- the engine 1 has not been blown up for some reason (such as a delay in the hydraulic response of the lockup clutch 20 or a delay in the torque response of the engine 1). It is assumed that one of the control start conditions for judder avoidance control is satisfied.
- the lock-up clutch 20 is switched from the slip state to the lock-up state, the torque capacity of the lock-up clutch 20 is transmitted (engaging capacity) C LU torque converter 2 (thus, the lock-up clutch 20) is input to the This is the time when it exceeds the input torque (here, engine torque) Te, and depends on the input torque Te. That is, even if the engagement capacity C LU of the lockup clutch 20 does not increase in the slip state, the lockup state is switched if the input torque Te decreases. Even if the engagement capacity C LU of the lockup clutch 20 increases, if the input torque Te increases, the lockup state is not easily switched.
- the judder avoidance control unit 8g determines whether or not a predetermined judder avoidance control condition is satisfied, and executes the judder avoidance control when it is determined that the condition is satisfied.
- the differential rotation speed ⁇ N becomes equal to or higher than the first predetermined value ⁇ N1 within the first predetermined time after the start of the recovery shock suppression control, and it is determined that the engine 1 has started up.
- the first predetermined time after the start of the first judder avoidance control and the recovery shock suppression control when the differential rotation speed ⁇ N becomes equal to or smaller than the second predetermined value ⁇ N2 after the time has elapsed time ts2 shown in FIG. 2).
- a second judder avoidance control that is performed when it is assumed that the engine 1 has been blown up when the first predetermined time has elapsed and the differential rotational speed ⁇ N does not exceed the first predetermined value ⁇ N1. .
- the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 decreases in the process of controlling the lockup clutch 20 from slip engagement to complete engagement by the recovery shock suppression control. If engine torque increases immediately before complete engagement, judder vibration may occur due to this, and control is performed to avoid this.
- the situation in which such judder vibration may occur is a state where the accelerator opening APO is equal to or greater than a certain value APO1 (that is, the engine torque is equal to or greater than a certain value) in the process of controlling from slip engagement to complete engagement.
- a certain value APO1 that is, the engine torque is equal to or greater than a certain value
- the condition for the judder avoidance control is that the accelerator opening APO is a constant value APO1 and the engine torque is increased by a certain value (for example, the increase amount per unit time is a certain value or the increase rate is a certain value).
- the accelerator is If the engine torque increases from a state where it is depressed to some extent, that is, if the engine torque is increased while the differential rotational speed ⁇ N between the input and output elements of the lockup clutch is small to some extent, the friction state between the input and output elements As shown in FIG. 2, judder vibration may occur due to the fluctuation (increase / decrease in frictional force).
- the judder avoidance control unit 8g performs the first judder avoidance control in order to eliminate such fear of judder vibration.
- the control condition for the first judder avoidance control is that the differential rotational speed ⁇ N between the input and output elements of the lockup clutch 20 is equal to or less than the second predetermined value ⁇ N2 after the engine 1 is blown up, and the accelerator It is assumed that the engine torque is increasing in a state where the opening degree APO is equal to or greater than a certain value APO1.
- the coast lockup control is shifted to the recovery shock suppression control. For example, if the accelerator opening APO is small and the differential rotational speed ⁇ N becomes equal to or greater than the first predetermined value ⁇ N1 within the first predetermined time. Even when it is assumed that the engine 1 has blown up when the first predetermined time has elapsed, the difference in rotational speed ⁇ N between the input and output elements of the lockup clutch is small, so that when the engine torque is increased, Again, judder vibrations may occur due to fluctuations in the frictional state between the input and output elements (increase or decrease in frictional force).
- the present judder avoidance control unit 8g performs the second judder avoidance control in order to eliminate the concern of such judder vibration.
- the control conditions for the judder avoidance control in this case are as follows: when it is assumed that the engine 1 has been blown up when the first predetermined time has elapsed, the differential rotational speed ⁇ N between the input and output elements of the lockup clutch 20 is the first. It is assumed that the engine torque is increasing while the accelerator opening APO is equal to or larger than the predetermined value APO2 and less than the predetermined value ⁇ N1.
- the judder avoidance control unit 8g determines that the engine torque is increasing under the condition that the differential rotational speed ⁇ N is small, and increases the lock in a ramp shape.
- the judder vibration is avoided by adding a predetermined capacity to the engagement capacity (torque transmission capacity) CLU of the up clutch 20.
- the difference rotational speed ⁇ N between the input and output elements of the torque converter 2 is within the first time ts1 within a predetermined time (first predetermined time) after the start of control. It becomes equal to or greater than the predetermined value ⁇ N1 (time point t 4 ), and it is determined that the engine 1 has been blown up. Thereafter (here, after the time point ts2 when the second predetermined time has elapsed after the start of control), it becomes equal to or smaller than the second predetermined value ⁇ N2.
- the differential rotational speed ⁇ N between the input and output elements of the torque converter 2 does not become the first predetermined value ⁇ N1 or more, but the predetermined time (first predetermined time) after the start of control. )
- the judder avoidance control operation flag is set and the lock is increased in a ramp shape.
- the predetermined capacity added to the engagement capacity C LU of the lockup clutch 20 corresponds to the increase in engine torque at the time of control determination, that is, based on the rate of increase of engine torque (increase amount per unit time). It is preferable to increase the engagement capacity CLU as the increase rate increases.
- the control determination time in this case may be a control cycle in which control determination is performed, or may be a representative value (average value or maximum value) of a plurality of control cycles including the control cycle in which control determination is performed.
- the CVT ECU 8 includes a speed ratio control unit 8I as a functional element.
- a speed ratio control unit 8I as a functional element.
- This control is performed not only after the coast lockup is released but when the control condition is satisfied.
- the variator 4 keeps the lowest state in the torque converter state and the engine speed Ne.
- the lockup pressure PLU also increases in a ramp shape.
- the lockup clutch 20 slips and engages at time t12 when the engine speed Ne increases to some extent, the engine speed Ne temporarily stagnates, and at the subsequent time t13, the transmission ratio of the variator 4 changes from the lowest to the high side. While being upshift controlled, the transmission input rotational speed (turbine rotational speed) Nin and the engine rotational speed Ne approach each other.
- the predetermined value ⁇ N11 is set according to the change speed (d ⁇ N / dt) of the differential rotation speed ⁇ N.
- the speed of decrease of the differential rotation speed ⁇ N is slow, the increase in amplitude when judder vibration occurs is relatively small, and even if downshift control is performed after the differential rotation speed ⁇ N has decreased to some extent, the amplitude of judder vibration Can be suppressed.
- the speed of decrease of the differential rotation speed ⁇ N is high, the increase in amplitude when judder vibration occurs becomes relatively large. Therefore, downshift control must be performed from the stage where the differential rotation speed ⁇ N is relatively large. An increase in the amplitude of judder vibration cannot be suppressed.
- the change speed (d ⁇ N / dt) becomes a negative value.
- the higher the decrease rate the larger the predetermined value ⁇ N11 is set.
- the predetermined value ⁇ N11 may be a fixed value.
- F in the flowchart of FIG. 7 is a control flag related to the recovery shock suppression control.
- the control flag F is “0”, the recovery shock suppression control is not controlled (operation is not permitted), and when the control flag F is “1” to “3”, the recovery shock suppression control is control (operation is permitted).
- the control flag F is “1”, it indicates a situation where the differential rotation ⁇ N is equal to or less than the first predetermined value ⁇ N1, and if the control flag F is “2”, a situation where the differential rotation ⁇ N is equal to or less than the first predetermined value ⁇ N1.
- the control flag F is “3”, it indicates that the differential rotation ⁇ N is equal to or greater than the first predetermined value ⁇ N1.
- step S10 it is determined whether or not the control flag F is “0” (step S10). If the control flag F is “0”, the fuel is currently being cut and the coast lockup is being performed. It is determined whether or not there is (step S20). If the fuel is being cut and the coast is being locked up, it is determined whether or not the accelerator is on in the current control cycle (step S30). If it is determined in step S20 that the fuel cut is not being performed and the coast lockup is not being performed, or if it is determined in step S30 that the accelerator is not on, the process returns and waits for the next control cycle.
- step S30 If it is determined in step S30 that the accelerator is on, fuel recovery (start of fuel injection) is performed (step S40), and whether or not the recovery shock suppression control condition is satisfied, that is, the vehicle speed at the time of coast lock-up cancellation. Is less than or equal to a preset vehicle speed (step S50). If the recovery shock suppression control condition is satisfied, it is further determined whether or not the oil vibration is generated in the hydraulic system (step S60).
- step S60 If it is determined in step S60 that there is no oil vibration, the control flag F is set to "1" (step S70), the timer count is started (step S80), and the lockup clutch 20 of the recovery shock suppression control is started. Engagement capacity reduction control (lock-up pressure reduction control) is started (step S90), and it is determined whether or not the timer count value TM has reached the set value TM0 corresponding to the set time after the start of the recovery shock suppression control. (Step S100).
- the process returns and waits for the next control cycle.
- the lockup pressure reduction control the lockup pressure is reduced until the timer count value TM reaches the set value TM0 according to a predetermined time schedule. During this time, steps S10, S110, S80, S90, and S100 are executed.
- step S100 If it is determined in step S100 that the timer count value TM has reached the set value TM0, the control flag F is set to “2” (step S120), the timer is counted (step S130), and the recovery shock suppression control is performed.
- the control for increasing the engagement capacity of the lockup clutch 20 (lockup pressure increase control) is started (step S140).
- the lockup pressure increase control increases the lockup pressure according to a predetermined schedule.
- step S150 the gear ratio control of the variator for suppressing the increase in amplitude when judder vibration occurs is prohibited (step S150), and it is determined whether or not the control flag F is “2” (step S160). If the control flag F is “2”, it is determined whether or not the timer count value TM is less than the set value TM1 corresponding to the first predetermined time after the start of the recovery shock suppression control (step S170). If the timer count value TM is less than the set value TM1, it is determined whether or not the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 is equal to or greater than a first predetermined value ⁇ N1 (step S180).
- step S170 the process proceeds to step S170 through steps S10, S110, S130, S140, S150, and S160. Assuming that the lockup pressure increase control is performed, before the timer count value TM reaches the set value TM1, the engine 1 is blown up and the differential rotation speed ⁇ N reaches the first predetermined value ⁇ N1 or more, and the timer count value TM is controlled. If it is after the set value TM2 corresponding to the second predetermined time after the start, the differential rotation speed ⁇ N is assumed to be equal to or less than the second predetermined value ⁇ N2.
- step S180 If it is not determined in step S180 that the differential rotational speed ⁇ N has become equal to or greater than the first predetermined value ⁇ N1, the process returns and waits for the next control cycle. If it is determined that the differential rotational speed ⁇ N has become equal to or greater than the first predetermined value ⁇ N1, control is performed.
- the flag F is set to “3” (step S190), and the process proceeds to step S210.
- the control flag F is set to “3” in step S180, in the next control cycle, the process proceeds to step S210 through steps S10, S110, S130, S140, S150, and S160.
- step S210 it is determined whether or not the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 has decreased to a second predetermined value ⁇ N2 or less.
- step S220 it is determined whether or not the accelerator opening APO is equal to or greater than a certain value APO1 (step S220), and the accelerator opening APO is equal to or greater than a certain value APO1. If so, it is determined whether or not the engine torque is increasing (step S230).
- the pressure corresponding to the increase in the engine torque is determined. Is added to the lockup pressure PLU, and a control (first judder avoidance control) is performed to add a predetermined capacity to the torque transmission capacity of the lockup clutch 20 (step S240).
- step S210 If it is not determined in step S210 that the rotational speed difference ⁇ N has decreased to the second predetermined value ⁇ N2 or less, or if it is determined in step S220 that the accelerator opening APO is not greater than or equal to the predetermined value APO1, or in step S230, the engine If it is determined that the torque has not increased, the process returns and waits for the next control cycle. If the process of step S240 is implemented, it will progress to step S250.
- step S170 when it is determined in step S170 that the timer count value TM is not less than the set value TM1 corresponding to the predetermined time after the start of the recovery shock suppression control, that is, the differential rotation speed ⁇ N is equal to or greater than the first predetermined value ⁇ N1. If the predetermined time after the start of the recovery shock suppression control has elapsed, the routine proceeds to step S280, where it is determined whether or not the accelerator opening APO is greater than or equal to a certain value APO2.
- step S290 it is determined whether or not the engine torque is increasing (step S290).
- the pressure corresponding to the increase in the engine torque is determined. Is added to the lockup pressure PLU, and a control (second judder avoidance control) is performed to add a predetermined capacity to the torque transmission capacity of the lockup clutch 20 (step S300).
- step S280 If it is determined in step S280 that the accelerator opening APO is not equal to or greater than the predetermined value APO2, or if it is determined in step S290 that the engine torque has not increased, the process proceeds to step S250.
- step S250 it is determined whether or not the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 has decreased to a third predetermined value ⁇ N3 or less.
- the process proceeds to step S260.
- step S260 the lockup pressure is switched to a ramp d (increase rate) that is not peeled off even when excessive torque of the engine 1 is applied (the differential rotation speed ⁇ N between the input and output elements of the lockup clutch 20 does not increase).
- step S270 the control flag F is reset to 0, and the timer is also reset to 0 and stopped.
- the recovery shock suppression control first engagement control
- the input / output elements of the lockup clutch 20 are If the engine output torque is increased while the differential rotational speed ⁇ N is small, there is a risk that vibration (judder vibration) may occur due to fluctuations in the friction state between the input and output elements (increase or decrease in friction force).
- the predetermined capacity is added to the torque transmission capacity of the lockup clutch 20, so that the fluctuation of the friction state is suppressed, the occurrence of judder vibration is avoided, and the lockup clutch 20 is smoothly locked up. become.
- the engine 1 when the recovery shock suppression control (first engagement control) is being performed, the engine 1 does not sufficiently blow up, that is, the input / output elements of the lockup clutch 20 Even when the output torque of the engine 1 is increased while the difference in rotational speed ⁇ N between them is not increased, the vibration (judder vibration) is caused by the change in the friction state (increase / decrease in friction force) between the input and output elements.
- a predetermined capacity is added to the torque transmission capacity of the lock-up clutch 20, so that the fluctuation of the friction state is suppressed and the occurrence of judder vibration is avoided, and the lock-up clutch 20 is prevented. Will lock up smoothly.
- the gear ratio control for suppressing the judder vibration is used in combination with the engagement control of the lockup clutch 20 in combination with the engagement control of the lockup clutch 20 is described.
- the gear ratio control for suppressing the judder vibration is not essential.
- the prohibition control is naturally unnecessary.
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Abstract
Description
また、このジャダー振動の発生原因には、上記の差回転数の大きさや、エンジントルクとロックアップクラッチの伝達トルク容量(ロックアップクラッチの係合圧に対応する)との関係があげられる。
(5)前記制御手段は、前記第1係合制御又は前記第2係合制御を行ない、前記検出差回転数が、前記第2所定値よりも小さい第3所定値以下となったら、前記内燃機関の出力が最大となっても、前記ロックアップクラッチの入出力要素間の差回転数が増大しないトルク伝達容量になるように、前記増大させているトルク伝達容量の増大率を大きくすることが好ましい。
なお、以下に示す実施形態はあくまでも例示に過ぎず、以下の実施形態で明示しない種々の変形や技術の適用を排除する意図はない。
まず、本実施形態にかかる自動変速機の制御装置が適用された車両の駆動系と制御系の構成を説明する。なお、本実施形態では、変速機構に、ベルト式無段変速機構(以下、バリエータとも言う)が適用されたベルト式無段変速機(以下、ベルト式CVT、又は、単に、CVTとも言う)を例示するが、変速機構としては、トロイダル式などその他の無段変速機構や、有段変速機構を適用することもできる。
図1は、本実施形態にかかる車両の駆動系と制御系を示す構成図である。
図1に示すように、車両の駆動系は、エンジン(内燃機関)1と、トルクコンバータ2と、前後進切替機構3と、変速機構としてのバリエータ4と、終減速機構5と、駆動輪6,6と、を備えている。なお、トルクコンバータ2と前後進切替機構3とバリエータ4と終減速機構5とをトランスミッションケース内に収納することによりベルト式無段変速機(CVT)100が構成される。
プライマリ圧ソレノイド73は、CVTECU8から出力されるプライマリ圧指示に応じて、ライン圧PLを元圧として指示されたプライマリ圧Ppriに減圧調整する。
セカンダリ圧ソレノイド74は、CVTECU8から出力されるセカンダリ圧指示に応じて、ライン圧PLを元圧として指示されたセカンダリ圧Psecに減圧調整する。
後退ブレーキ圧ソレノイド76は、CVTECU8から出力される後退ブレーキ圧指示に応じて、ライン圧PLを元圧として指示された後退ブレーキ圧Prbに減圧調整する。
[1.2.1.制御の概要]
ところで、本実施形態にかかる自動変速機の制御装置は、車両がコースト状態である時に、所定の制御条件(コーストロックアップ制御条件)が成立すると、ロックアップクラッチ20を係合させるコーストロックアップを行なう制御(コーストロックアップ制御)を行ない、コーストロックアップの解除後にはロックアップの一旦解除(スリップ係合状態とする)及びドライブロックアップにかかる制御を行なう。
ロックアップクラッチ20の動作状態としては、トルクコンバータ2の入出力要素間(ロックアップクラッチ20の入出力要素間でもある)を直結状態とするロックアップ状態(完全係合状態)と、該入出力要素間を完全解放し、流体を介してトルク伝達を行なうコンバータ状態(アンロック状態、即ち、完全解放状態)と、ロックアップクラッチ20を半係合状態とし、該入出力要素間を所定のスリップ状態に維持するスリップロックアップ状態(スリップ係合状態)とがある。
コーストロックアップ制御部8eは、コースト判定部8Aにより車両のコースト走行状態が判定されていることを含む所定のコーストロックアップ条件が成立したか否かを判定し、条件成立を判定すると、前記のように低いロックアップ圧PLUでロックアップクラッチ20をロックアップ(完全係合)するコーストロックアップ制御を実施する。
リカバーショック抑制制御部8fは、所定のリカバーショック抑制制御条件が成立したか否かを判定し、条件成立を判定すると、リカバーショック抑制制御を実施する。
ジャダー回避制御部8gは、所定のジャダー回避制御条件が成立したか否かを判定し、条件成立を判定すると、ジャダー回避制御を実施する。
このジャダー回避制御には、リカバーショック抑制制御開始後第1所定時間内に差回転数ΔNが第1所定値ΔN1以上になってエンジン1の吹け上がりが判定され、その後(ここでは、第2所定時間が経過した時点(図2に示す時点ts2)以降)差回転数ΔNが第2所定値ΔN2以下になった場合において行なう第1のジャダー回避制御と、リカバーショック抑制制御開始後第1所定時間内に差回転数ΔNが第1所定値ΔN1以上にならず、第1所定時間が経過した時点でエンジン1が吹け上がったものと仮定した場合において行なう第2のジャダー回避制御と、が設けられる。
図1に示すように、CVTECU8には、変速比制御部8Iが機能要素として備えられる。
ここで、変速比制御部8Iによるドライブロックアップにかかるバリエータ4の変速比の制御を説明する。なお、この制御は、コーストロックアップの解除後に限らず制御条件が成立すると行なう。
すなわち、差回転数ΔNの減少速度が遅ければ、ジャダー振動が発生した場合の振幅の増大は比較的小さく、差回転数ΔNがある程度小さくなってからダウンシフト制御を実施してもジャダー振動の振幅の増大を抑制できる。しかし、差回転数ΔNの減少速度が速ければ、ジャダー振動が発生した場合の振幅の増大が比較的大きくなるので、差回転数ΔNが比較的大きくい段階からダウンシフト制御を実施しなくてはジャダー振動の振幅の増大を抑制できない。
なお、所定値ΔN11は固定値でもよい。
本発明の一実施形態にかかるは自動変速機の制御装置は、上述のように構成されているので、例えば、図7のフローチャートに示すように、ロックアップクラッチ20の制御を実施することができる。なお、図7のフローチャートは、車両のキースイッチのオン操作等を受けて開始され所定の制御周期で繰り返され、キースイッチのオフ操作等を受けて終了する。
また、ロックアップ圧低減制御は、所定のタイムスケジュールにしたがってタイマカウント値TMが設定値TM0に達するまでロックアップ圧の低減を行なう。この間は、ステップS10,S110,S80,S90,S100の各ステップを実行する。
タイマカウント値TMが設定値TM1未満なら、ロックアップクラッチ20の入出力要素間の差回転数ΔNが第1所定値ΔN1以上になったか否かを判定する(ステップS180)。
ロックアップ圧上昇制御の想定では、タイマカウント値TMが設定値TM1に達する前に、エンジン1が吹け上がって差回転数ΔNが第1所定値ΔN1以上に達し、タイマカウント値TMが抑制制御の開始後の第2所定時間に応じた設定値TM2以降になれば、差回転数ΔNは第2所定値ΔN2以下になるものとしている。
ステップS180で、制御フラグFを「3」にセットされると、次の制御周期では、ステップS10,S110,S130,S140,S150,S160の各ステップを経てステップS210に進む。
ステップS240の処理を実施したら、ステップS250に進む。
以上、本発明の実施形態を説明したが、本発明は上記実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲で種々変形したり、一部を採用したりして実施することができる。
Claims (6)
- 変速機構と、車両の駆動源である内燃機関と前記変速機構との間に設けられロックアップクラッチを有するトルクコンバータと、を装備した自動変速機と、
前記車両の走行状態に応じて前記自動変速機を制御する制御手段と、
を備えた自動変速機の制御装置であって、
前記ロックアップクラッチの入出力要素間の差回転数を検出する回転検出手段と、
前記内燃機関の出力トルクを検出するトルク検出手段と、を備え、
前記制御手段は、
前記車両の減速時に完全係合状態の前記ロックアップクラッチに対してアクセルのオン操作によって前記完全係合状態を一旦解除したのちに完全係合状態へ復帰させる際に、前記ロックアップクラッチのトルク伝達容量を増大させながらスリップ係合状態によって前記内燃機関の回転を上昇させた後に完全係合状態とする第1係合制御を行なう第1係合制御部と、
前記第1係合制御のスリップ係合状態において、前記回転検出手段により検出された検出差回転数が、制御開始後第1所定値以上に上昇した後に、前記のトルク伝達容量の増大により前記第1所定値よりも小さい第2所定値以下となった状態で、前記トルク判定部により前記内燃機関の出力トルクの増加が判定されたら、前記増大させているトルク伝達容量に所定容量を上乗せする第2係合制御を行なう第2係合制御部と、を有する
自動変速機の制御装置。 - 前記第2係合制御部は、前記検出差回転数が前記第1所定値以上へ上昇したか否かを、前記第1係合制御の制御開始後の所定時間内において判定する
請求項1記載の自動変速機の制御装置。 - 前記第2係合制御部は、前記検出差回転数の前記第1所定値以上への上昇が、前記所定時間内に生じなかった場合、前記所定時間経過後に前記トルク判定部により前記トルクの増加が判定されたら、前記増大させているトルク伝達容量に所定容量を上乗せする第2係合制御を行なう
請求項1又は2記載の自動変速機の制御装置。 - 前記所定容量は、前記トルクの増加状態に応じて設定される
請求項1~3の何れか1項に記載の自動変速機の制御装置。 - 前記制御手段は、前記第1係合制御又は前記第2係合制御を行ない、前記検出差回転数が、前記第2所定値よりも小さい第3所定値以下となったら、前記内燃機関の出力が最大となっても、前記ロックアップクラッチの入出力要素間の差回転数が増大しないトルク伝達容量になるように、前記増大させているトルク伝達容量の増大率を大きくする
請求項1~4の何れか1項に記載の自動変速機の制御装置。 - 変速機構と、車両の駆動源である内燃機関と前記変速機構との間に設けられロックアップクラッチを有するトルクコンバータと、を装備した自動変速機の制御方法であって、
前記ロックアップクラッチの入出力要素間の差回転数を検出し、
前記内燃機関の出力トルクを検出し、
前記車両の減速時に完全係合状態の前記ロックアップクラッチに対してアクセルのオン操作によって前記完全係合状態を一旦解除したのちに完全係合状態へ復帰させる際に、前記ロックアップクラッチのトルク伝達容量を増大させながらスリップ係合状態によって前記内燃機関の回転を上昇させた後に完全係合状態とする第1係合制御を行ない、
前記第1係合制御のスリップ係合状態において、検出された検出差回転数が、制御開始後第1所定値以上に上昇した後に、前記のトルク伝達容量の増大により前記第1所定値よりも小さい第2所定値以下となった状態で、前記トルク判定部により前記内燃機関の出力トルクの増加が判定されたら、前記増大させているトルク伝達容量に所定容量を上乗せする第2係合制御を行なう、
自動変速機の制御方法。
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