JP2003065433A - Control device for lockup clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve learning correction precision of feedback control of a slip amount of a lockup clutch in deceleration slip control. SOLUTION: A control unit 100 controls the lockup clutch into a slip state through a duty solenoid valve 84 during deceleration. In deceleration slip control, feedback control of the lockup clutch is effected. Further, learning and correction of a control initial value during starting of feedback control are effected such that a time in which, after starting of feedback control, the lockup clutch is started to slip is adjusted to a given target time. A learning correction value produced by the correction of the learning is preserved according to an ON/OFF working state of an air conditioner and an alternator driven by an engine.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a lockup clutch control device provided in a torque converter that constitutes an automatic transmission together with a speed change gear mechanism.

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on a vehicle automatically switches to a predetermined gear by switching the power transmission path of a speed change gear mechanism by selectively operating a plurality of frictional engagement elements such as clutches and brakes. A lockup that connects the engine input shaft and the automatic transmission output shaft to a torque converter that is interposed between the engine and the speed change gear mechanism. A clutch may be provided. The engagement state of the lock-up clutch is controlled according to control characteristics preset according to the vehicle operating conditions such as vehicle speed and engine load (typically represented by throttle opening).

For example, in the high load region and the low rotation region, the lockup clutch is completely released (converter state), and the torque increasing action and the shock / vibration suppressing action are exhibited. In addition, the lockup clutch is completely engaged (lockup state) in the low load area and high rotation area.
Fuel efficiency can be improved. On the other hand, when the accelerator pedal is released and the vehicle is decelerated (power off), the lockup clutch is in a slip state (deceleration slip control). This is to prevent the engine stall by releasing the lock-up clutch immediately when the tires are locked due to sudden braking, or to suppress the transmission of fluctuations from the engine side due to ON / OFF switching of the air conditioner. Is. Further, even in a relatively low load / low rotation range at the time of power-on when the accelerator pedal is depressed, the lock-up clutch may be put in a slip state to achieve both improvement of fuel consumption and suppression of shock / vibration.

Generally, in deceleration slip control, the engaging force of the clutch is feedback controlled so that the slip amount of the lockup clutch converges to a predetermined target slip amount. Therefore, when shifting from the lockup region to the deceleration slip region, the engagement force of the lockup clutch is reduced to the initial value at the start of such feedback control of the slip amount. For example, such a control initial value and a feedback value (feedback correction value) during the subsequent feedback control are one of the important factors that determine the success or failure of the feedback control itself.

Japanese Unexamined Patent Publication No. 8-338523 teaches that the above feedback control is learned and corrected. However, this technique is not applied to deceleration slip control at the time of power-off, but is applied at the time of transition from the converter state to the slip state in the power-on state. Therefore, as a situation, the differential rotation occurs between the input and output shafts of the torque converter before the feedback control is started. According to this, the engagement force of the lock-up clutch is controlled by the duty ratio of the duty solenoid valve that generates the clutch engagement oil pressure or the disengagement oil pressure, and the duty ratio is set to the slip amount after the slip control is started. The learning correction is performed so that the time (convergence time) until the value converges to the target slip amount becomes the target convergence time.

[0006]

By the way, in the deceleration slip control at the time of power off, the operating state of the components such as the air conditioner and the alternator which are driven by the engine is a great influence. That is, when such an engine accessory is operated (ON), the embracing force is larger than when it is not operated (OFF), the lock-up clutch becomes slippery, and, for example, the slip start timing becomes earlier. In this way, the engine braking force varies greatly depending on whether the engine accessory is operated or not, and the environmental conditions for the lockup clutch vary greatly.Therefore, the learning correction value generated by the learning correction for the feedback control of the slip amount is set to the engine auxiliary machine. If it is used uniformly regardless of the operating state, the learning accuracy will decrease.

Therefore, it is an object of the present invention to improve the learning correction accuracy when the feedback control of the slip amount of the lockup clutch is learned and corrected in the deceleration slip control. Below, including other issues,
The present invention will be described in detail.

[0008]

That is, the invention according to claim 1 of the present application relates to a lockup clutch provided between the input and output shafts of a torque converter interposed between an engine and a transmission gear mechanism. A lockup clutch control device for controlling an engagement state according to a control characteristic set according to a driving state of a vehicle, the deceleration slip control means for controlling the lockup clutch to a slip state during deceleration of the vehicle, and the deceleration slip. In the control, feedback control means for feedback-controlling the lock-up clutch so that the slip amount of the lock-up clutch converges to the target slip amount, and a predetermined time from the start of the feedback control to the start of slipping of the lock-up clutch Learning correction that learns and corrects feedback control so that the target time is reached. Means, characterized in that the learning correction value generated by said learning correction and the learning correction value storing means for storing in accordance with classification of the operating states of the components whose drive source is an engine is provided.

According to the present invention, the feedback control of the slip amount of the lockup clutch is performed in the deceleration slip control, and the learning correction value generated by the learning correction of the feedback control is used as a drive source for an engine such as an air conditioner or an alternator. The accuracy of the learning correction can be improved because it is stored according to the classification of the operating state of the component. That is, as described above, the engine braking force greatly differs depending on whether the engine accessory is operated or not, and the environmental conditions for the lockup clutch vary greatly.
In consideration of such a large influence caused by the operation / non-operation of the engine auxiliary machine, in order to adjust the learning correction value more precisely, the learning correction is made separately for each operating state of the engine auxiliary machine. Of.

Next, in the invention described in claim 2, in the invention described in claim 1, the learning correction means is based on the time from the start of the feedback control to the start of slipping of the lockup clutch. The learning correction prohibition means prohibits the learning correction when the operating state of the component driven by the engine changes while measuring the time until the lockup clutch starts slipping for the learning correction. It is characterized by being provided.

According to the present invention, it is possible to prevent erroneous learning due to a large change in the embracing force generated during the time measurement for the learning correction. As mentioned above, the engine braking force varies greatly depending on whether the engine accessory is operated or not, and the environmental conditions for the lockup clutch vary greatly.
When such a large fluctuation occurs during the time measurement for learning correction, the time correction data is not enough to be adopted, and therefore learning correction itself is prohibited in order to prevent erroneous learning. Hereinafter, the present invention will be described in more detail through the embodiments.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Overall Structure] As shown in FIG.
The automatic transmission 10 according to the present embodiment has a torque converter 20 and two planetary gear mechanisms 30, 40. The torque converter 20 inputs the output of the engine 1 via an engine output shaft (input shaft of the torque converter 20) 2 and a turbine shaft (output shaft of the torque converter 20) 27.
To the planetary gear mechanisms 30 and 40 via. The oil pump 12 arranged on the side opposite to the engine of the torque converter 20 is driven by the engine output shaft 2 via a converter case 21 and a pump 22.

A forward clutch 51 is provided between the turbine shaft 27 and the sun gear 31 of the first planetary gear mechanism 30, and a reverse clutch 52 is provided between the turbine shaft 27 and the sun gear 41 of the second planetary gear mechanism 40. 3-4 between the pinion carrier 42 of the second planetary gear mechanism 40 and
A clutch 53 is provided. The 2-4 brake 54 fixes the sun gear 41 of the second planetary gear mechanism 40. First
The ring gear 33 of the planetary gear mechanism 30 and the pinion carrier 42 of the second planetary gear mechanism 40 are connected to each other, and a low reverse brake 55 and a one-way clutch 56 are arranged in parallel between them and the transmission case 11. First
The pinion carrier 32 of the planetary gear mechanism 30 and the ring gear 43 of the second planetary gear mechanism 40 are connected, and the output gear 13 is connected to them. The rotation of the output gear 13 is 2
It is transmitted to the left and right drive shafts 62 and 63 via the idle gears 14 and 15 and the input gear 61 of the differential device 60.

By selectively operating each of the fastening elements 51 to 56, the power transmission paths of the planetary gear mechanisms 30 and 40 are switched, and the first to fourth speeds in the D range and the first to fourth speeds in the S range.
The third speed, the first and second speeds in the L range, and the reverse speed in the R range are achieved. Table 1 shows the relationship between the operating states of the fastening elements 51 to 56 and the shift speeds.

[0015]

[Table 1]

[Lockup Clutch] As shown in FIG. 2, the torque converter 20 has a converter case 21 connected to the engine output shaft 2. A pump 22 is fixedly installed in the converter case 21, and a turbine 23 is arranged so as to face the pump 22. The turbine 23 is driven by a pump 22 via hydraulic oil. A stator 25 having a torque increasing function is provided between the pump 22 and the turbine 23. The stator 25 is the transmission case 1
1 is supported via a one-way clutch 24.
The base portion 23 a of the turbine 23 is spline-coupled to the turbine shaft 27, and the rotation of the turbine 23 is output to the planetary gear mechanisms 30 and 40 via the turbine shaft 27.

A piston 26p of a lockup clutch 26 is attached to a base portion 23a of the turbine 23 and rotates integrally with the turbine 23 and the turbine shaft 27. Piston 2
6p designates an inner space of the converter case 21 as a front chamber (release hydraulic chamber) 26a and a rear chamber (fastening hydraulic chamber) 26a.
Partition into b and. The piston 26p is pressed against the converter case 21 by the fastening hydraulic pressure supplied to the rear chamber 26b, and connects (directly connects) the input shaft 2 and the output shaft 27.
On the other hand, the piston 26p is separated from the converter case 21 by the releasing hydraulic pressure supplied to the front chamber 26a,
The input shaft 2 and the output shaft 27 are separated.

[Hydraulic Control Circuit] As shown in FIG. 2, the hydraulic control circuit 80 of the automatic transmission 10 includes a lockup control valve 81 for controlling the supply and discharge of hydraulic pressure to and from the front chamber 26a and the rear chamber 26b. Is provided.
A converter pressure line 82 to which a converter pressure adjusted to a constant pressure is supplied to the valve 81, and a lock-up clutch control duty solenoid valve (DSV).
A control hydraulic pressure line 83 to which the control hydraulic pressure generated in 84 is supplied, and a release hydraulic pressure line 8 communicating with the front chamber 26a.
5 is connected to the fastening hydraulic line 86 leading to the rear chamber 26b.

When the pilot pressure is not supplied to the pilot pressure line 87, the spool 81a of the lockup control valve 81 is located on the right side in the drawing by the urging force of the spring 81b, and the converter pressure line 82 and the releasing hydraulic line 85 are located. Are communicated with each other, and the converter pressure becomes a release hydraulic pressure and is supplied to the front chamber 26a. As a result, the converter state in which the lockup clutch 26 is completely released is realized.

On the other hand, when the pilot pressure is supplied to the pilot pressure line 87, the spool 81a of the lockup control valve 81 causes the spring 81b.
It is located on the left side as shown in the figure against the urging force of the converter, the converter pressure line 82 communicates with the fastening hydraulic line 86, and the converter pressure becomes the fastening hydraulic pressure and is supplied to the rear chamber 26b. As a result, a lockup state in which the lockup clutch 26 is completely engaged is realized.

At the same time, the control hydraulic pressure line 83 and the releasing hydraulic pressure line 85 communicate with each other, and the control hydraulic pressure is supplied to the front chamber 26a as the releasing hydraulic pressure Pr. As a result, the engagement force of the lock-up clutch 26 is changed to the duty ratio for the DSV 84 (ON in one ON-OFF cycle).
A slip state that can be controlled according to the time ratio) is realized.

In this embodiment, the smaller the duty ratio, the higher the control oil pressure Pr generated by the DSV 84, and the engagement force of the lockup clutch 26 decreases. Further, as the duty ratio increases, the control oil pressure Pr generated by the DSV 84 decreases and the engagement force of the lockup clutch 26 increases. Therefore, while the pilot pressure is still supplied to the pilot pressure line 87 and the spool 81a of the lockup control valve 81 is positioned on the left side, the duty ratio is controlled to be increased or decreased to bring the lockup clutch 26 into the converter state (duty). Low-rate side: release hydraulic pressure Pr high), lock-up state (high duty ratio side: release hydraulic pressure Pr low), and slip state. There is no problem even if the relationship between the duty ratio and the releasing hydraulic pressure Pr (the engagement force of the lockup clutch 26) is opposite to the above.

[Control System] As shown in FIG. 3, the control unit 100 of the automatic transmission 10 includes a signal from a vehicle speed sensor 101 for detecting a vehicle speed and a throttle opening sensor 102 for detecting an engine throttle opening. Signal, a signal from the engine rotation sensor 103 that detects engine rotation (input rotation of the torque converter 20), turbine rotation (output rotation of the torque converter 20)
A signal from a turbine rotation sensor 104 that detects the temperature, a signal from an oil temperature sensor 105 that detects the temperature of hydraulic oil, a signal from a range switch 106 that detects a range selected by the driver, and a release of the accelerator pedal. A signal from the idle switch 107 for detection, a signal from the brake switch 108 for detecting depression of the brake pedal, and the like are input.

As shown in FIG. 4, the control unit 100 sets a target shift speed according to a preset control characteristic according to a vehicle speed and a throttle opening, and a hydraulic pressure is set so that the target shift speed is achieved. A plurality of shift control solenoid valves 109 ... 109 provided in the control circuit 80
A control signal is output (see FIG. 3). The shift control solenoid valves 109 ... 109 receive the control signal and switch the oil passage of the hydraulic control circuit 80, and each friction element 51-55.
The control hydraulic pressure to be supplied to is generated.

As shown in FIG. 4, the control unit 100 has a lock-up clutch 26 according to a preset control characteristic according to the vehicle speed and the throttle opening.
Control the fastening state of. That is, the relatively low load / high rotation region is set to the fourth speed lockup (L / U) region and the third speed lockup region. The driving condition of the vehicle is
While in the lockup region, the duty ratio for the lockup clutch control DSV 84 is increased to bring the lockup clutch 26 into a completely engaged state. The relatively high load / low rotation area is set in the converter area. While the vehicle is operating in this converter range, the duty ratio for the lockup clutch control DSV 84 is reduced to bring the lockup clutch 26 into a completely released state.

On the other hand, in the power-off region (deceleration region) where the throttle opening is zero (fully closed), the relatively high rotation side is 4
The high speed deceleration slip region is set, and the middle rotation side is set to the third speed deceleration slip region. While the vehicle is in the deceleration slip region, the lockup clutch control DS
The duty ratio for V84 is controlled to a moderate value to bring the lockup clutch 26 into a slip state (deceleration slip control). By this deceleration slip control, it is possible to effectively prevent the engine rotation from dropping, and it is possible to cut the fuel of the engine 1 while maintaining the engine rotation at a predetermined level. Further, it is possible to avoid engine stall at the time of sudden braking and to suppress transmission of shock and vibration from the engine 1 side. The relatively low rotation side of the power off region is set in the converter region.

Therefore, for example, as indicated by the symbol a,
When the accelerator pedal is released and the operating state of the vehicle shifts from the fourth speed lockup region to the fourth speed deceleration slip region, deceleration slip control is started and the lockup clutch 26 is switched from the lockup state to the slip state. Then, as indicated by symbol a, when the vehicle speed decreases while the power is off, the shift mode is switched to the converter state just before the gear is downshifted to the third speed (the third speed deceleration slip region is not entered. Absent). Further, as indicated by symbol C, if the accelerator pedal is depressed during the deceleration, the fourth speed lockup region may be entered. However, since the third speed lockup region is set to the higher rotation side than the 4-3 shift down line, the third speed lockup region is not entered even if the accelerator pedal is depressed.

[Deceleration Slip Control] Next, the deceleration slip control, which constitutes a characteristic part of the present invention, will be described in detail. This control is essentially the control of the duty ratio for the lockup clutch control DSV 84, and the engagement force of the lockup clutch 26 is controlled via the duty ratio control to make the clutch 26 slip from the lockup state. Move to.

As shown in FIG. 5, when the accelerator pedal is released at time t1 and the throttle opening becomes zero, a deceleration slip control command is output. Up to time t1, the duty ratio (DUTY) with respect to the lockup clutch control DSV 84 is 100%, the release hydraulic pressure Pr has not risen, and the lockup clutch 26 is in the completely engaged state.

From time t1 to time t4, the duty ratio is feedforward controlled, and after time t4, feedback control is performed. During feedforward control,
The duty ratios are controlled in order of the first, second, and third duty ratios D1, D2, and D3, which are all smaller than 100%. Here, the value of the first duty ratio D1 is the smallest, the value of the second duty ratio D2 is the largest, and the value of the third duty ratio D3 is between them. However, the release hydraulic pressure Pr is still consistently low, so the lockup clutch 26 is still in the engaged state. Therefore, the engine speed Ne and the turbine speed Nt have the same value, and they decrease together as the vehicle speed decreases.

When the feedback control is started at the time t4, the duty ratio D4 is gradually reduced by the feedback control, and the release hydraulic pressure Pr slowly rises. As a result, the lockup clutch 26 slowly slips at the time t5. Begin to. In this case, the engine speed Ne becomes lower than the turbine speed Nt due to the slip because the power is in the decelerated state.

The feature of this deceleration slip control is that the engagement force of the lockup clutch 26 in the completely engaged state is gradually reduced by the feedforward control (the release hydraulic pressure Pr is gradually increased), but during the feedforward control. Is to prevent the lockup clutch 26 from slipping yet and to start the feedback control in that state. Then, the lock-up clutch 26 is started to slide as slowly as possible by the feedback control, that is, the lock-up clutch 26 is prevented from suddenly slipping out largely. As a result, the lockup clutch 26 can be stably controlled,
It is possible to smoothly complete the feedback control of the slip amount without large fluctuations and shocks. Further, a large drop in the engine speed Ne can be avoided, fuel cut can be executed without any trouble, and the fuel consumption improving effect can be sufficiently exerted. Hereinafter, it will be described in more detail with reference to the flowchart in the order of the passage of time.

<From time t1 to t2> As shown in FIG. 6, when the output of the deceleration slip control command is determined in step S1, the timer Tm1 is set to a value corresponding to the oil temperature in step S2. The timer Tm1 determines the output time of the first duty ratio D1 that is output first in the feedforward control. The first duty ratio D1 is created from the base duty ratio Dt1. Then, step S
At 3, the base duty ratio Dt1 is read from the map corresponding to the oil temperature.

In step S4, the differential rotation (Ne-Nt) between the input / output shafts 2 and 27 of the torque converter 20 is a predetermined value α.
It is determined whether it is smaller than (negative value). That is, it is confirmed that the lockup clutch 26 is not slipping at the stage of this feedforward control, particularly at the stage of its initial time t1 to t2. As a result, if there is no slip, in step S5, the base duty ratio Dt1 is directly adopted as the value of the first duty ratio D1 (D1 = Dt1), and the first duty ratio D1 is output.

On the other hand, if there is a slip, in order to eliminate the slip, in step S6, a value increased by adding a predetermined value β to the base duty ratio Dt1 is adopted as the value of the first duty ratio D1 ( D1 = Dt1 + β), the first
The duty ratio D1 is output. Then, in either case, the timer Tm1 is counted down in step S7, and in step S8, steps S4 to S4 are performed until the timer Tm1 becomes zero.
Repeat S7.

As described above, the duty ratio which was 100% until the time t1 is reduced to the first duty ratio D1 during the time t1 to t2. This first duty ratio D1
Are other second duty ratio D2 and third duty ratio D3.
Is a smaller value. The reason for outputting the duty ratio D1 on the disengagement side of the lockup clutch 26 for the predetermined time Tm1 before starting the feedback control is as follows.

In the lockup state up to time t1, the releasing hydraulic pressure Pr in the releasing hydraulic line 85 and the front chamber 26a of the torque converter 20 shown in FIG. 2 is released. Since the torque converter 20 has a large volume, it takes a long time to increase the release hydraulic pressure Pr in the front chamber 26a in order to bring the lockup clutch 26 into a slip state. Further, generally, there is air in the hydraulic oil, and even if pressure is applied, the air will only shrink at first and the hydraulic pressure will not rise easily. Therefore, in order to prevent a response delay in the deceleration slip control, the duty ratio is made as small as possible at the beginning of the control, and the release hydraulic pressure Pr is raised within a short period of time as indicated by a symbol in FIG. There is (so-called precharge). As a result, the release hydraulic pressure Pr
At time t2, the lockup clutch 26 quickly rises to the hydraulic pressure immediately before slipping.

In that sense, as shown in FIG. 9, the timer Tm1 (output time of the first duty ratio D1) is made longer as the oil temperature is lower. Further, as shown in FIG. 10, the base duty ratio Dt1 is made smaller as the oil temperature is lower (the base duty ratio Dt1 may be 0%). This is because when the oil temperature is low, the fluidity and responsiveness of the hydraulic oil are low, the hydraulic pressure is hard to rise, and it takes a long time for the hydraulic pressure to rise, so that the problem is suppressed.

<From time t2 to t3 and from t3 to t4> As shown in FIG. 7, the second and third timers Tm2 and Tm3 are set in step S9. Each timer Tm2
Tm3 determines the output time of the second duty ratio D2 and the third duty ratio D3, respectively. These timers Tm
2, and Tm3 may be variable according to a predetermined parameter like the first timer Tm1, but are fixed values in the present embodiment. The second duty ratio D2 and the third duty ratio D3 are respectively two base duty ratios Dt.
2 and Dt3 and the learning correction value Dad.

Next, in step S10, the learning correction value Dad of the duty ratio is read from the storage area in the memory. As will be described later, the learning correction value Dad is separately stored when the air conditioner is ON (operating) and OFF (non-operating), and is stored in a plurality of regions depending on the oil temperature T [n], as shown in FIG. (4 areas a to d in the illustrated example) are stored separately.

Then, in step S11, the air conditioner is turned on.
It is determined whether it is N or not. As a result, when it is ON, in step S12, the base duty ratio Dt2 is read from the map 2a according to the oil temperature, and in step S13, the base duty ratio Dt3 is read according to the turbine rotation Nt (or vehicle speed). Read from. On the other hand, when it is OFF, in step S14, the base duty ratio Dt2
Is read from the map 2b corresponding to the oil temperature, and in step S15, the base duty ratio Dt3 is read from the map 3b corresponding to the turbine rotation Nt (or vehicle speed).

Here, as shown in FIG. 11, both when the air conditioner is ON and when it is OFF 2b, the base duty ratio Dt2 is increased as the oil temperature increases. When the oil temperature rises, the friction coefficient μ decreases and the lockup clutch 26
Is slippery, so the duty ratio is increased (fastening side) to suppress the problem. Also in FIG.
As shown in, the base duty ratio Dt3 is equal to the turbine rotation N 3a when the air conditioner is ON and 3b when the air conditioner is OFF.
The lower t (vehicle speed), the larger the value. Turbine rotation Nt
The lower the (vehicle speed), the larger the embracing force, and the slippery the lock-up clutch 26 becomes. Therefore, the duty ratio is similarly increased to suppress the problem. Then, which of the duty ratios Dt2 and Dt3
Also, 2a when the air conditioner is on, 2 when 3a is off
It is made larger than b and 3b. When the air conditioner is ON, the external load acting on the engine 1 becomes large, and as a result, the embracing force becomes large and the lock-up clutch 26 also becomes slippery easily. Therefore, similarly, the duty ratio is increased to suppress the problem. Of.

Then, in step S16, the second timer T
Until m2 is determined to be zero, the second duty ratio D2 is output in step S17, and the second duty ratio D2 is output in step S18.
After counting down the timer Tm2, step S11
(Time t2 to t3). On the other hand, in step S16,
After the second timer Tm2 is determined to be zero, step S
Until it is determined in 19 that the third timer Tm3 is zero,
In step S20, the third duty ratio D3 is output, and in step S21, the third timer Tm3 is counted down, and then the process returns to step S11 (time t3 to t).
4).

Here, the third duty ratio D3 is the learning correction value D that is the sum of the two base duty ratios Dt2 and Dt3.
It is a value obtained by adding ad (D3 = Dt2 + Dt3 + Da
d). The second duty ratio D2 is a value increased by further adding a predetermined value γ thereto (D2 = Dt2 + D).
t3 + Dad + γ).

As described above, the duty ratio that was D1 until time t2 is increased to the second duty ratio D2 between times t2 and t3. The second duty ratio D2 is
The value is larger than the other first duty ratio D1 and the third duty ratio D3. As a result, the release hydraulic pressure Pr, which has risen promptly, has its rate of increase temporarily declining almost as shown in FIG. 5 at the time t2 to t3.

Next, the duty ratio which was D2 until the time t3 is the third duty ratio D3 during the time t3 to t4.
Up to a predetermined value γ. As a result, the release hydraulic pressure Pr again tends to have a slightly upward rate of increase during the time t3 to t4, as indicated by the symbol K in FIG. After that, feedback control is entered in this state. That is, the third duty ratio D3 is the initial duty ratio at the start of the feedback control. As described above, after the duty ratio D1 on the release side of the lockup clutch 26 is once output and before the initial duty ratio D3 at the time of starting the feedback control is output, the duty ratio D on the engagement side of the lockup clutch 26 is output.
The reason why 2 is output is as follows.

As described above, this deceleration slip control aims at entering the feedback control without slipping the lockup clutch 26 at the stage of the feedforward control of the duty ratio. For that purpose, at the time of transition t1 from the lock-up region to the deceleration slip region, it is conceivable that the duty ratio which was 100% until then is immediately changed to the third duty ratio D3. As described above, the third duty ratio D3 is set according to the oil temperature, the rotation (vehicle speed), and the operating state of the air conditioner, and is learned and corrected. This third duty ratio D
As long as 3 is output, the release hydraulic pressure Pr does not become excessively large, and the lockup clutch 26 does not slip. By outputting the third duty ratio D3 at time t1, the release hydraulic pressure Pr rises and the engagement force of the lockup clutch 26 decreases. During this period, the lockup clutch 26 does not slip, and the feedback control can be started in that state.

However, as described above, it takes time to raise the release hydraulic pressure Pr in the front chamber 26a of the torque converter 20 having a large volume. Therefore, at the beginning of the deceleration slip control, the initial duty ratio D3 of the feedback control is set. A smaller first duty ratio D1 is output to precharge the oil passage 85 and the front chamber 26a to ensure good control response. In that case, if the first duty ratio D1 is output for the timer time Tm1, the release hydraulic pressure Pr rises to just the hydraulic pressure immediately before the slip of the lockup clutch 26 at the time t2. Therefore, theoretically, at that time point. At t2, the duty ratio may be switched from the first duty ratio D1 to the feedback control initial duty ratio D3.

However, even if the duty ratio of the DSV 84 is switched in such a manner, the supply amount and the hydraulic pressure change of the hydraulic oil do not suddenly change due to the viscosity, the flow inertia, etc. Therefore, the duty from D1 to D3 as described above is changed. Does not respond well to rate changes. As a result, during precharge (time t1 to t
2) The release hydraulic pressure Pr increase (f) cannot be sufficiently suppressed,
For example, as indicated by the symbol s in FIG. 5, even after the time t2, the release hydraulic pressure Pr is increased by pulling the momentum at the time of precharge, and the lockup clutch 26 is feedback-controlled even if the duty ratio is controlled to the initial value D3. I couldn't wipe out the possibility of sudden big slippage before the start of.

Therefore, before outputting the initial duty ratio D3 at the time of starting the feedback control, the duty ratio D2 that is larger than the initial duty ratio D3 (as described above, the second duty ratio D2 is obtained by adding the predetermined value γ to the third duty ratio D3). (That is, created based on the duty ratio D3).
Is output to tighten the throttle of the DSV 84 to strongly control and stop the flow of hydraulic oil. As a result, the release hydraulic pressure Pr is set after the precharge (after time t2).
It is possible to sufficiently suppress the rise of the lock-up clutch as indicated by the symbol "q", and it is possible to reliably prevent the lock-up clutch 26 from slipping out before the start of the feedback control.

Here, even if the second duty ratio D2 is larger than the initial duty ratio D3, the deviation γ
When (= D2-D3) is insufficient, time t2 to t3
Since the increase suppression (g) of the release hydraulic pressure Pr in the middle is insufficient, the lockup clutch 26 is still at the time t3.
I will slip by. Alternatively, even if the lock-up clutch 26 does not slip by the time t3, when the initial duty ratio D3 is output at the time t3, the increase rate of the hydraulic pressure Pr after the time t3 is set to the target, as indicated by the symbol s. The rate of increase becomes too large, and the lockup clutch 26 will slip by the time t4 when the feedback control starts.

The deviation γ, the output time Tm2 of the second duty ratio D2, the output time Tm3 of the third duty ratio D3, etc. are experimentally set in advance to proper values so that such a problem does not occur. Also, the second and third duty ratios D
As described above, the two base duty ratios Dt2 and Dt3 that are the basis for creating the D2 and D3 depend on the oil temperature, the turbine rotation Nt (vehicle speed), or ON / OFF of the air conditioner. Is set to an appropriate value that does not occur. Furthermore, the second and third duty ratios D2, D
3 is learned and corrected by the correction value Dad, and the torque converter 2
0 and individual differences of the lockup clutch 26, secular change, etc. are absorbed.

<After time t4> As shown in FIG. 8, in step S22, the input / output shafts 2, 2 of the torque converter 20 are connected.
Differential rotation between 7 (Ne-Nt: lock-up clutch 26
The deviation between the target value of the slip amount) and the actual measurement value is calculated.
In step S23, when the actual slip is less than or equal to the predetermined value, it is determined that the lockup clutch 26 suddenly slips too much. As described above, this deceleration slip control aims at starting the slip-up of the lockup clutch 26 by feedback control as slowly as possible. Therefore, if YES in step S23, in order to urgently suppress slipping of the lockup clutch 26, the process proceeds to step S24, in which the duty ratio D4 during feedback control is suddenly increased by a predetermined value Θ.

On the other hand, if NO in step S23, the feedback value Dtf is calculated in step S25.
The feedback value Dtf is obtained using, for example, the history of the actual slip amount and the history of the value Dtf of itself.
Next, in step S26, the value obtained by adding the feedback value Dtf to the feedback control initial duty ratio D3 is set as the duty ratio D4 during feedback control.

Next, in steps S27 to S28, it is determined whether the operating condition of the air conditioner has changed. That is, it is determined in step S27 whether the air conditioner has changed from OFF to ON, and in step S28 whether the air conditioner has changed from ON to OFF. As a result, in the case of NO in both cases, the operating state of the air conditioner has not changed, and therefore the process directly proceeds to step S31. That is, the value obtained by adding only the feedback value Dtf to the initial value D3 is maintained as the duty ratio D4 during the feedback control.

On the other hand, when the air conditioner is turned on, in step S29, the duty ratio D4 having a relatively large value obtained by adding the feedback value Dtf and the predetermined value δ to the initial value D3 is used during the feedback control. Rate D
Set to 4. On the contrary, when the air conditioner is turned off, in step S30, the feedback value Dtf is added to the initial value D3 and the predetermined value δ is subtracted, and a relatively small duty ratio D4 is set as the duty ratio D4 during feedback control. . This is because, as described above, when the air conditioner is on, the external load acting on the engine 1 is larger than when it is off, and as a result, the engine braking force is large and the lockup clutch 26 becomes slippery. It is one that has been excluded in consideration of the impact.

In any case, step S31
Then, the fourth duty ratio, that is, the duty ratio D4 during the feedback control is output. The deceleration slip control or feedback control is performed in step S32.
Then, the process ends when it is determined that the condition for ending the deceleration slip control is satisfied. The termination condition is, for example, when the vehicle speed is decreasing and the operating state shifts from the deceleration slip region to the converter region as indicated by the symbol a, or when the accelerator pedal is depressed and the operating state is indicated by the symbol c. It is established when the deceleration slip region is changed to the lockup region or the converter state.

From the above, the duty ratio which was D3 until time t4 is gradually reduced by the feedback control at the beginning of the feedback control so that the actual slip amount of the lockup clutch 26 converges to the target slip amount. As a result, the release hydraulic pressure Pr slowly rises as indicated by the reference numeral, and the lockup clutch 2
6 starts to slip slowly at time t5. As a result, the control of the lockup clutch 26 and the feedback control of the slip amount after slipping can be smoothly completed without difficulty.

Moreover, in this case, before the feedback control is started, the second duty ratio D is set between the times t2 and t3.
After the increase of the releasing hydraulic pressure Pr is surely reduced by outputting 2, (G), from time t3 to t4,
By outputting the initial duty ratio D3, the release hydraulic pressure Pr is gradually increased again (H), so that the release hydraulic pressure Pr is precharged (time t1 as described above).
It is possible to avoid continuing the rapid rise with the momentum of up to t2).
4, the lock-up clutch 26 can be prevented from slipping, and even after the feedback control is started, the release hydraulic pressure Pr can be suppressed from dragging the momentum at the time of precharging and continuing to increase rapidly. It is possible to ensure that the lock-up clutch 26 starts to slip slowly at time t5 by slowly rising like a curve.

[Learning correction control of feedback control] Next, learning correction of feedback control of the slip amount,
Specifically, the learning correction of the initial duty ratio D3 at the start of the feedback control, that is, step S1 in FIG.
The update of the learning correction value Dad read at 0 will be described. The feature of this learning correction control is that the time Ts from the start time t4 of the feedback control to the time t5 when the lockup clutch 26 starts slipping is a predetermined target time Tt.
That is, the learning correction value Dad is increased or decreased so as to approach g. That is, this learning correction control is based on the premise that the lockup clutch 26 is not in the slipping state yet at the start t4 of the feedback control and slips for the first time by the feedback control. Therefore, the feedback control is performed without slipping the lockup clutch 26. The present invention can be preferably applied to the deceleration slip control according to the present embodiment, which aims at causing the lockup clutch 26 to slip slowly for the first time by starting the feedback control.

As a result of applying this learning correction control, it is possible to prevent the lock-up clutch 26 from suddenly starting to slide greatly at the start of the feedback control (t4). Not only that, the lock-up clutch 26 starts to slip at an appropriate timing (t5) from the start (t4) of the feedback control, and at the slip start time t5, the lock-up clutch 26 suddenly starts to slide greatly. It can be avoided. Therefore, it is possible to avoid difficulty in performing the control of the lockup clutch 26 and the execution of the feedback control, and it is possible to perform the fuel cut without any trouble while keeping the engine speed Ne at a predetermined level or more without lowering.

<Learning Correction Prohibition Control> First, the learning correction prohibition control will be described with reference to FIG. Step S41
When the output of the deceleration slip control command is determined in step S42, the learning correction prohibition flag F1 is reset in step S42, and then, in step S49, until the end of the deceleration slip control is determined, steps S43 to S47 are performed. Either one
If YES at all times, the learning correction inhibition flag F1 is set at step S48. When this flag F1 is set, learning correction is prohibited in order to prevent erroneous learning.

First, when it is determined in step S43 that the oil temperature is equal to or lower than the predetermined value, learning correction is prohibited. As described above, when the oil temperature is low, the fluidity and responsiveness of the hydraulic oil are low, and the lockup clutch 26 does not behave normally. Further, as will be described later, the learning correction is performed based on the time from the start of feedback control or fuel cut to the start of slipping of the lockup clutch 26. Therefore, for learning correction, the time from the start of feedback control or the time from the start of fuel cut is measured. Therefore, when the oil temperature is low and the lockup clutch 26 does not behave normally, the above-mentioned time measurement data itself is not reliable, and the learning correction itself is performed to prevent erroneous learning. I tried to ban it.

On the other hand, the learning correction is also prohibited when it is determined in step S44 that the oil temperature is equal to or higher than the predetermined value. Generally, when the oil temperature is high, the viscosity of the hydraulic oil is lowered and the hydraulic oil flows well. In addition, in such a decelerated state at the time of power off, the amount of hydraulic oil supplied to the torque converter 20 decreases. As a result, the control hydraulic pressure acting on the lock-up clutch 26 such as the engaging hydraulic pressure and the releasing hydraulic pressure Pr is generally insufficient, and the force for controlling the lock-up clutch 26 cannot be secured. Then, the individual differences of the lock-up clutch 26, the torque converter 20, and the like appear remarkably, and the learning correction data greatly varies and becomes unreliable. Therefore, even when the oil temperature is high, erroneous learning is prevented. The learning correction is prohibited.

Further, in step S45, the turbine rotation Nt
The learning correction is also prohibited when (or the vehicle speed) is determined to be equal to or less than the predetermined value. The reason is almost the same as that in step S44. That is, turbine rotation Nt (or vehicle speed)
When the value is low, the amount of hydraulic oil discharged by the oil pump 12 decreases, and as a result, the torque converter
This is because the amount of hydraulic oil supplied to 0 decreases.

Next, when it is determined in step S46 that the air conditioner is switched from ON to OFF or from OFF to ON, learning correction is prohibited. That is, as described above, for learning correction, the operation of the components using the engine 1 as a drive source is being measured during the time from the start of the feedback control or the fuel cut to the start of slipping of the lockup clutch 26. The learning correction is prohibited even when the state changes.

As described above, the engine braking force varies greatly depending on whether the engine supplementary operation is performed or not, and the environmental conditions for the lockup clutch 26 vary greatly. Therefore, when such a large fluctuation occurs during measurement of the time for learning correction, learning correction is prohibited in order to prevent erroneous learning because the time measurement data is insufficient to be adopted. is there.

The learning correction is also prohibited when the depression of the brake pedal is determined in step S47. When the brake switch 108 is turned on and the brake is applied, the deceleration becomes too high, and the feedback control itself becomes unstable. Further, the start of slipping of the lockup clutch 26 becomes abnormally early. Therefore, the data for learning correction sampled under such a special situation at an abnormal time is insufficient to be adopted, and the learning correction itself is prohibited in order to prevent erroneous learning.

<Learning Correction Control> In this embodiment, the learning correction is basically performed based on the time from the start of the feedback control to the start of slipping of the lockup clutch 26. However, when the fuel cut of the engine 1 is performed after the start of the feedback control, the learning correction is performed based on the time from the start of the fuel cut until the lockup clutch 26 starts to slip.

Generally, when the fuel cut is executed, the embracing force is larger than when the fuel cut is not executed, and as a result, the lockup clutch 26 becomes slippery and the slip start timing of the lockup clutch 26 becomes earlier. Therefore, when such a large variation is exerted on the lockup clutch 26 after the start of the feedback control, in order to eliminate the influence and improve the learning accuracy, such a change is made instead of the time from the start of the feedback control. The learning correction was made based on the time after the fluctuation occurred, that is, the time from the start of the fuel cut.

FIG. 5 exemplifies a case (between times t2 and t3) in which the fuel cut is always started before the feedback control is started in order to surely eliminate the influence of the fuel cut. ing. Therefore, the learning correction can always be performed based on the elapsed time from the feedback control start time t4 to the slip start time t5 of the lockup clutch 26.

Further, in this embodiment, the learning correction, more specifically, the learning correction value Dad is updated when the lockup clutch 26 slips early, that is, when the fuel cut is not executed. 26
This is executed when the time from the start of feedback control to the start of slip is too short, even though is not in a slippery state. However, also in the non-execution state of fuel cut,
When the lockup clutch 26 slips after exceeding the predetermined time ζ, the learning correction value Dad is not updated. This is because as long as the lockup clutch 26 starts to slip slowly and slowly, there are few problems that feedback control of the slip amount becomes uncontrollable.

On the other hand, in the execution state of fuel cut,
When the lock-up clutch 26 does not slip even if it exceeds the predetermined time λ, that is, when the lock-up clutch 26 is in a slippery state, but the time until the lock-up clutch 26 starts to slip is too long,
The learning correction value Dad is updated. Similarly, when the lockup clutch 26 always slips in the fuel cut execution state, the learning correction value Dad is updated. This will be described in more detail below with reference to the flowchart.

As shown in FIG. 14, in step S51,
When the output of the deceleration slip control command is determined, initialization is performed in steps S52 to S53. That is, in step S52, the two timers Tm4 and Tm5 are both set to zero. The fourth timer Tm4 measures the time from the start of the feedback control. The fifth timer Tm5 further measures the time after the fuel cut is started. Further, in step S53, the flag F2 is reset. The flag F2 is set when the lockup clutch 26 slips in the fuel cut execution state. Further, in step S54, the time Ts is set to zero. Time T
s is the time from the start of the feedback control until the lockup clutch 26 starts slipping.

Next, in step S55, it is determined whether the feedback control has started. When the feedback control is started, the fourth timer Tm4 is counted up in step S56. Further, in step S57, it is determined whether or not the fuel is cut. If the fuel has been cut off, the fifth timer Tm5 is incremented in step S58.

When both the feedback control and the fuel cut are being performed, it is determined in step S59 whether the slip amount (Ne-Nt) of the lockup clutch 26 is smaller than a predetermined value ε (negative value). As a result, if YES, in step S60, the value of the fifth timer Tm5 is set to the measurement time Ts until the lockup clutch 26 starts slipping. Then, in step S61, the flag F
Set 2.

Next, as shown in FIG. 15, step S
After confirming that the learning correction prohibition flag F1 is not set to 1 in 62, and if it is determined in step S63 that fuel cut is being performed, the process proceeds to step S64 and the flag F2 is set to 1 If YES, the process proceeds to step S65. On the other hand, if NO in step S64, step S71
Then, it is determined whether the fifth timer Tm5 is longer than the predetermined time λ. As a result, if YES, step S72.
Then, the value of the fifth timer Tm5 is set to the lockup clutch 26.
Is set to the measurement time Ts until the start of slipping, and the process proceeds to step S65. On the other hand, if NO in step S71, the process returns to step S55.

On the other hand, if it is determined in step S63 that the fuel cut is not being performed, the process proceeds to step S73, and the slip amount (Ne
-Nt) is smaller than a predetermined value χ (negative value) and the fifth timer Tm5 is smaller than a predetermined time ζ.
As a result, if YES, in step S74, the value of the fifth timer Tm5 is set to the measurement time Ts until the lockup clutch 26 begins to slip, and then in step S6.
Go to 5. On the other hand, if NO in step S73, the process returns to step S55.

In step S65, the turbine rotation Nt
The target time (Ttg) corresponding to (vehicle speed) is read from the map. In that case, as shown in FIG. 16, when the turbine rotation Nt is low, the target time Ttg is set longer than when it is high. When the turbine speed Nt is low, the engine braking force becomes larger than when it is high, and the lockup clutch 26
Becomes slippery, and if the slip starts too early, there is a high possibility that the lock-up clutch 26 will suddenly start to slip a lot. Therefore, when the turbine rotation Nt is low, the target time Ttg is lengthened to increase the lockup clutch 2
6 started sliding slowly and slowly. As a result, the target time Ttg, and eventually the slip start timing of the lockup clutch 26, is optimized according to the output shaft rotation Nt of the torque converter 20.

Next, at step S66, a deviation Te (= Ts-Ttg) between the actual time Ts from the start of the feedback control to the start of slipping of the lockup clutch 26 and the target time Ttg is obtained. Next, at step S67, the learning correction amount Dad0 according to the deviation Te.
From the map. In that case, as shown in FIG. 17, when the deviation Te is positive (the actual time Te is the target Ttg
When the deviation Te is negative (when the actual time Te is shorter than the target Ttg), the learning correction amount Dad0 is set to a negative value (when it is longer) and when the deviation Te is negative (when the actual time Te is shorter than the target Ttg). Is a positive value (the initial duty ratio D3 is set to the engagement side).

Next, in step S68, as shown in FIG. 18, the learning correction value Dad corresponding to the oil temperature T [n] and the operating state of the air conditioner is read from the memory. Step S
At 69, the value obtained by adding the learning correction amount Dad0 to the read learning correction value Dad is set to Dad1, and at step S70, this Dad1 is again set to the oil temperature T [n] and the oil temperature T [n] as shown in FIG. The learning correction value storage areas a to d are divided according to the operating state of the air conditioner. That is, the learning correction value Dad of the duty ratio is updated.

As described above, since the engine braking force greatly differs depending on the operation / non-operation of the engine accessories such as the air conditioner and the alternator, and the environmental condition of the lock-up clutch 26 greatly changes, the operation / non-operation of the engine auxiliary equipment. In order to adjust the learning correction value Dad more precisely in consideration of such a large difference in the environmental condition caused by the above, learning is performed by distinguishing each operating state of the engine auxiliary machine and each oil temperature T [n]. I made a correction. As a result, the learning accuracy is further improved.

As described above, as described above, when the lockup clutch 26 slips during execution of fuel cut (steps S59 to S60 to S6).
1), the learning correction value Dad is updated at any time (steps S64 to S65 to S70). Similarly, when the fuel cut is executed, even if the lockup clutch 26 does not slip even if the predetermined time λ is exceeded (step S
64 to steps S71 to S72), learning correction value Dad
Are updated (steps S65 to S70).

On the other hand, when the fuel cut is not executed and the lockup clutch 26 slips within the predetermined time ζ (steps S63 to S73 to S74), the learning correction value Dad is updated (steps S65 to S7).
0). However, when the lock-up clutch 26 slips after the predetermined time ζ is exceeded during the non-execution of the fuel cut (NO in steps S63 to S73).
In this case, the learning correction value Dad is not updated (return from step S73 to step S55).

[0085]

As described above, according to the present invention, in consideration of the fact that the engine braking force is greatly different depending on whether the engine accessory is operated or not, and the environmental condition for the lock-up clutch is greatly changed, the fluctuation is considered. In order to eliminate and reduce the influence of the learning correction value generated by the learning correction of the feedback control of the slip amount in the deceleration slip control, the learning correction value of the learning correction accuracy is saved according to the classification of the operating state of the engine accessory. Improvement is achieved. INDUSTRIAL APPLICABILITY The present invention can be expected to be widely applied to general automatic transmissions equipped with a torque converter having a lockup clutch.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a relationship diagram between a lockup clutch and a hydraulic control circuit.

FIG. 3 is a control system diagram of the automatic transmission.

FIG. 4 is a shift characteristic of the automatic transmission and a control characteristic of a lockup clutch.

FIG. 5 is a time chart showing an example of a specific operation of deceleration slip control.

FIG. 6 is a flowchart showing an example of a specific operation of the control, which is a portion related to times t1 to t2.

FIG. 7 is a portion related to times t2 to t3 and times t3 to t4.

FIG. 8 is a portion related to the end of deceleration slip control from time t4.

FIG. 9 is a characteristic diagram used in deceleration slip control.

FIG. 10 is a characteristic diagram of the same.

FIG. 11 is a characteristic diagram of the same.

FIG. 12 is also a characteristic diagram.

FIG. 13 is a flowchart showing an example of a specific operation of learning correction prohibition control.

FIG. 14 is a flowchart showing an example of a specific operation of learning correction control, which is a first half portion.

FIG. 15 is the latter half of the same.

FIG. 16 is a characteristic diagram used in learning correction control.

FIG. 17 is a characteristic diagram of the same.

FIG. 18 is a conceptual diagram of an area in which learning correction values are divided and stored for each operating state of an air conditioner and each oil temperature.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 engine 2 engine output shaft (torque converter input shaft) 10 automatic transmission 20 torque converter 26 lockup clutch 27 turbine shaft (torque converter output shaft) 30, 40 planetary gear mechanism (shift gear mechanism) 84 lockup clutch control Duty solenoid valve 100 control unit (deceleration slip control means, feedback control means, learning correction means, learning correction value storage means)

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Takashi Ueno             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation (72) Inventor Kazuo Sasaki             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation (72) Inventor Kenji Sawa             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation F-term (reference) 3J053 CA03 CB03 CB09 CB11 CB18                       DA02 DA06 DA11 DA23 DA24                       DA26 EA02 EA05 FA02

Claims (2)

[Claims] 1. A control of the engagement state of a lock-up clutch provided between the input and output shafts of a torque converter interposed between an engine and a speed change gear mechanism according to a control characteristic set according to the operating state of the vehicle. And a deceleration slip control means for controlling the lockup clutch to a slip state during deceleration of the vehicle, and a slip amount of the lockup clutch converges to a target slip amount in the deceleration slip control. Feedback control means for feedback-controlling the lock-up clutch, learning correction means for learning-correcting the feedback control so that the time from the start of the feedback control until the lock-up clutch starts slipping is a predetermined target time, Driving the learning correction value generated by the learning correction to the engine A control device for a lock-up clutch, comprising: a learning correction value storage means for storing according to a classification of an operating state of a source component. 2. The learning correction means performs learning correction based on the time from the start of feedback control until the lockup clutch starts slipping, and the time until the lockup clutch starts slipping for learning correction. 2. The lock-up clutch control according to claim 1, further comprising learning correction prohibiting means for prohibiting learning correction when an operating state of a component having an engine as a drive source is changed during measurement. apparatus.