JP2010196810A - Control device of driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a driving device for a vehicle capable of eliminating a judder, without substantially deteriorating the fuel consumption ratio, without stopping slip control, when the judder is caused in the slip control. <P>SOLUTION: The existence of the occurrence of the judder is determined by detecting a change in vehicle longitudinal G by a vehicle longitudinal G sensor. When determining that the judder is caused, throttle opening and a fuel injection quantity are controlled, and engine torque reduction control for temporarily reducing engine torque is performed while continuing the slip control, and the judder is eliminated thereby. In this case, a torque reduction quantity and a torque reduction time are changed in response to a vibration level of the vehicle caused by the occurrence of the judder. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device. In particular, according to the present invention, in a vehicle drive device in which a lock-up clutch is provided in a power transmission system and slip control of the lock-up clutch is possible, an improvement in judder elimination control when judder occurs in the lock-up clutch. About.

  In recent years, automatic transmissions (automatic transmissions) equipped with a torque converter are provided with a lockup clutch for directly connecting the input side (pump side) and the output side (turbine side) of the torque converter.

  This lock-up clutch directly connects the input side and the output side of the torque converter when engaged, and disconnects the input side and the output side of the torque converter when released (as a so-called fluid clutch). Make it work). In addition, there is what performs so-called slip control in which a half-engaged state that is an intermediate state between these engaged states and released states is performed (see, for example, Patent Document 1 below).

  This slip control is started when a predetermined slip control execution condition (for example, a condition determined by the vehicle speed and the accelerator opening) is satisfied. Then, according to the rotational speed difference between the pump speed of the torque converter (equivalent to the engine rotational speed) and the turbine rotational speed, for example, the lockup clutch is controlled so that the rotational speed difference becomes constant (target rotational speed difference). The power transmission state of the torque converter is managed by feedback control of the engagement force.

  Hereinafter, an example of executing this slip control will be briefly described.

  Generally, when the vehicle is in a decelerating state, fuel cut, that is, fuel supply by an injector is stopped in order to reduce fuel consumption. This fuel cut is canceled to prevent engine stall (return fuel injection) when the engine speed decreases to a predetermined threshold value or less.

  When the vehicle is decelerating, if the lock-up clutch of the torque converter is in the disengaged state, there is a torque (rotational power) transmission loss from the output side to the input side of the torque converter, so the engine brake is not effective. In the past, the lockup clutch was engaged and the effect of engine braking during vehicle deceleration was increased.

  In this case, the effect of the engine brake becomes stronger due to the fuel cut accompanying the vehicle deceleration and the engagement of the lock-up clutch, but on the other hand, the engine speed and the vehicle speed are rapidly reduced, and a relatively short time is required. As a result, the engine speed reaches the threshold for releasing the fuel cut, and the fuel efficiency improvement effect becomes insufficient. Although it is possible to extend the fuel cut time if the threshold for canceling the fuel cut is set low, it is not preferable that the engine is easily stalled if it is set too low.

  Therefore, by slip control (also called deceleration flex lockup control) of the lockup clutch during the fuel cut, the decrease in the engine speed is moderated until the engine speed drops to the fuel cut release threshold. The time required for this is increased (see, for example, Patent Document 2).

  On the other hand, when the vehicle is in an accelerating state, the torque (rotation) from the input side to the output side of the torque converter is controlled by slip control of the lock-up clutch even in the operation region where the lock-up clutch is in the released state. (Power) transmission loss can be reduced, and the fuel consumption rate can be improved.

JP-A-2005-42800 JP 2004-347004 A JP-A-9-287658

  By the way, as disclosed in Patent Document 3, for example, judder (self-excited vibration) may occur in the lockup clutch during the execution of the slip control. This judder causes vibrations in a vehicle drive system such as an automatic transmission, and is detected by the occupant as vehicle vibrations, leading to deterioration of drivability.

  The judder is caused by the friction characteristics of the lock-up clutch, and the friction characteristics of the lock-up clutch (generally referred to as μ-V characteristics) are the slip speeds (torque converter pump rotation speed and turbine rotation speed). This is likely to occur when the slope is negative with respect to V. That is, when the sliding speed V increases, the frictional force decreases, and thus the sliding speed V easily increases. Conversely, when the sliding speed V decreases, the frictional force increases, and thus the sliding speed V tends to further decrease. For this reason, there is a possibility that judder may occur due to a change in the slip speed V caused by an engine rotational fluctuation or the like.

  As a technique for eliminating this judder, for example, as disclosed in Patent Document 3, when the occurrence of judder is detected, the slip control may be stopped or the target slip amount may be changed. Proposed.

  However, as disclosed in Patent Document 3, in the case of eliminating the generation of judder by stopping the slip control, the effect of the slip control every time when the judder occurs, that is, the improvement of the fuel consumption rate. And the effect of reducing transmission loss cannot be obtained. Also, in situations where slip control is frequently started and stopped, there is a possibility that the durability of the lockup clutch will be adversely affected.

  In addition, in the case of changing the target slip amount when judder occurs, for example, when reducing the target slip amount, it is necessary to continuously increase the operating hydraulic pressure of the lock-up clutch. Due to the increased engagement force of the clutch, a booming noise is generated, which may give the passenger a sense of incongruity. On the other hand, when the target slip amount is increased, the lockup clutch is operated to the disengagement side, so that the driving force transmission loss increases and the fuel consumption rate is deteriorated or the durability of the lockup clutch is adversely affected. May be given. In addition, the change in the target slip amount is likely to cause a deterioration in the fuel consumption rate and the exhaust emission, and thus may be incompatible with laws and regulations.

  The present invention has been made in view of such points, and the object of the present invention is to perform the above without stopping the slip control or changing the target slip amount when a judder occurs during the slip control. An object of the present invention is to provide a control device for a vehicle drive device that can eliminate judder.

-Principle of solving the problem-
The solution principle of the present invention taken to achieve the above object is to temporarily change the input torque or temporarily change the rigidity of the vibration system when a judder occurs in the lockup clutch. The vibration generated in the vehicle (vibration caused by the generation of judder) is converged.

-Solution-
Specifically, the present invention relates to an internal combustion engine and a transmission via a hydrodynamic power transmission device having a lockup clutch capable of slip control in which a driving force input side and a driving force output side are in a semi-engaged state. It is assumed that the control device for the vehicle drive device is connected. Judgment occurrence determination means for determining whether or not judder has occurred in the lock-up clutch by detecting vehicle vibration, and judder has occurred during the execution of the slip control. And a torque changing means for performing a temporary torque changing operation so that the output torque of the internal combustion engine is different from the output torque in the judder generation state.

  Due to this specific matter, when judder occurs in the lockup clutch, vibration is generated in the vehicle due to this, and the occurrence of judder is recognized by detecting this vibration. When the occurrence of judder is recognized, the output torque of the internal combustion engine is temporarily changed while the slip control is continued (the target value (target slip amount) of the slip control is maintained). That is, the output torque of the internal combustion engine is reduced or increased so that the output torque is different from the output torque in the judder generation state. For example, the output torque of the internal combustion engine is changed by changing the throttle valve opening or changing the fuel injection amount. As a result, the input torque of the lock-up clutch changes.In other words, in the state where judder occurs, the change in input torque as a disturbance is applied to the lock-up clutch, so that judder is eliminated and the vibration of the vehicle converges. To do. Thus, in this solution, judder can be quickly eliminated without stopping the slip control or changing the target slip amount. Further, the change in the output torque of the internal combustion engine is temporary, and the driver does not feel uncomfortable due to the long torque change period. Therefore, the drivability can be eliminated early, so that drivability can be secured satisfactorily, the deterioration of the fuel consumption rate can be prevented, and the durability of the lockup clutch is not adversely affected.

  In addition, the following may be cited as other means for solving. First, for a vehicle in which an internal combustion engine and a transmission are connected via a fluid power transmission device having a lockup clutch capable of slip control in which a driving force input side and a driving force output side are in a semi-engaged state. The control device of the drive device is assumed. Judgment occurrence determination means for determining whether or not judder has occurred in the lock-up clutch by detecting vehicle vibration, and judder has occurred during the execution of the slip control. A lockup clutch engagement force changing means for temporarily changing the engagement force of the lockup clutch so that the engagement force is different from the engagement force in the judder generation state. Yes.

  Also in this specific matter, when the occurrence of judder is recognized, the engagement force of the lockup clutch is temporarily changed while the slip control is continued. That is, the engagement force of the lockup clutch is reduced or increased so as to have a rigidity different from the rigidity of the vibration system in the judder generation state. As a result, judder is eliminated and the vibration of the vehicle converges. As described above, this solution can also quickly eliminate judder without stopping the slip control or changing the target slip amount. Therefore, the drivability can be eliminated early, so that drivability can be secured satisfactorily, the deterioration of the fuel consumption rate can be prevented, and the durability of the lockup clutch is not adversely affected.

  Specific operations for eliminating judder by the temporary torque changing operation described above include the following operations.

  First, the period of the temporary torque changing operation by the torque changing means is set to be equal to or shorter than a period corresponding to two cycles of vehicle vibration caused by the occurrence of judder.

  According to this, the period of the torque changing operation can be suppressed to the minimum necessary, and the period during which the torque is changed does not cause the driver to feel uncomfortable and the drivability deteriorates. Judas can be resolved without incurring.

  Also, the larger the vehicle vibration level associated with the occurrence of judder, the larger the torque change width when performing a temporary torque change operation, or the greater the vehicle vibration level associated with the occurrence of judder, For example, the time for performing the torque changing operation may be set longer.

  According to these, the magnitude of the judder elimination effect can be appropriately set according to the vibration level of the vehicle, and judder can be quickly eliminated regardless of the vibration level of the vehicle.

  Further, when the torque changing operation is temporarily performed, the output torque of the internal combustion engine may be periodically changed so that the vibration is generated at a period opposite to the vibration period of the vehicle.

  According to this, it becomes possible to cancel the vibration of the vehicle accompanying the occurrence of judder and the vibration of the vehicle accompanying the periodic change of the output torque of the internal combustion engine, and the vibration of the vehicle can be greatly reduced. become.

  Specific operations when the judder is eliminated by the above-described temporary lock-up clutch engagement force changing operation include the following operations.

  First, the period of the temporary engaging force changing operation by the lockup clutch engaging force changing means is set to be equal to or shorter than a period corresponding to two cycles of vehicle vibration caused by the occurrence of judder.

  According to this, the period of the engagement force changing operation can be minimized, and when the engagement force is reduced, the period during which torque transmission loss from the input side to the output side is reduced is also minimized. Therefore, it is possible to eliminate judder while improving the fuel consumption rate. In addition, when the engagement force is increased, the generation period of the booming noise accompanying the increase is minimized, and judder can be eliminated without causing the passenger to feel uncomfortable.

  Further, the larger the vibration level of the vehicle accompanying the occurrence of judder, the larger the engagement force change width when performing the temporary engagement force changing operation, or the greater the vibration level of the vehicle accompanying the occurrence of judder, For example, the time for performing the engaging force changing operation may be set longer.

  Also according to these, the magnitude of the judder elimination effect can be appropriately set according to the vibration level of the vehicle, and judder can be quickly eliminated regardless of the vibration level of the vehicle.

  Further, when the temporary engagement force changing operation is performed, the engagement force of the lockup clutch may be periodically changed so that vibration is generated at a period opposite to the vehicle vibration period.

  According to this, it becomes possible to cancel the vibration of the vehicle body due to the generation of judder and the vibration of the vehicle due to the periodic change of the engagement force, and it becomes possible to greatly reduce the vibration of the vehicle. .

  In the present invention, when a judder occurs in the lockup clutch, the vibration generated in the vehicle is converged by temporarily changing the input torque or temporarily changing the rigidity of the vibration system. . For this reason, it is possible to quickly eliminate judder without stopping the slip control or changing the target slip amount.

It is a figure which shows schematic structure of the engine which concerns on embodiment, and its peripheral device. 1 is a schematic configuration diagram illustrating a power train of a vehicle according to an embodiment. 1 is a schematic configuration diagram of an automatic transmission schematically showing a schematic configuration of a torque converter. FIG. It is a schematic block diagram which shows the control block containing an engine control apparatus and a transmission control apparatus. It is a figure which shows the lockup clutch action | operation map used for control of a lockup clutch. It is a flowchart figure which shows the procedure of the judder elimination control which concerns on 1st Embodiment. It is a figure which shows the relationship between the vehicle vibration at the time of judder generation of 1st Embodiment, and an engine torque command value. It is a figure which shows the relationship between the vehicle vibration at the time of the judder generation | occurrence | production of 2nd Embodiment, and input torque. It is a figure which shows the relationship between the vehicle vibration at the time of judder generation of 3rd Embodiment, and a hydraulic pressure command value.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to an automobile four-cylinder gasoline engine will be described.

-Engine configuration description-
First, a schematic configuration of an engine (internal combustion engine) and its peripheral devices according to this embodiment will be described with reference to FIG. As shown in FIG. 1, the engine 1 according to the present embodiment includes a cylinder block 1a having cylinder bores 2 for four cylinders (only one cylinder is shown in FIG. 1), and a cylinder head 1b. Each cylinder bore 2 is provided with a piston 3 provided so as to be movable up and down, and this piston 3 is connected to a crankshaft 10 which is an output shaft of the engine 1 via a connecting rod (connecting rod) 3a. In the cylinder bore 2, a combustion chamber 4 is defined by a space surrounded by the piston 3 and the cylinder head 1b.

  A spark plug 11 is attached to the cylinder head 1 b corresponding to each combustion chamber 4. The cylinder head 1b is provided with an intake port 5a and an exhaust port 6a communicating with each combustion chamber 4, and an intake passage 5 and an exhaust passage 6 are connected to the intake port 5a and the exhaust port 6a, respectively. . An intake valve 7 and an exhaust valve 8 are respectively provided at open ends of the intake port 5a and the exhaust port 6a that communicate with the combustion chamber 4. The intake valve 7 and the exhaust valve 8 are opened and closed by an intake camshaft 31 and an exhaust camshaft 32 that are respectively rotated by the power of the crankshaft 10. The power of the crankshaft 10 is transmitted to the intake camshaft 31 and the exhaust camshaft 32 via a timing belt 35 and timing pulleys 33 and 34.

  In the vicinity of the intake port 5a, an injector (fuel injection valve) 9 is provided corresponding to each cylinder. Each injector 9 is supplied with fuel at a predetermined pressure via a fuel supply system (not shown).

  On the other hand, a surge tank 16 is provided in the intake passage 5, and a throttle valve 19 that is opened and closed according to an operation of an accelerator pedal 18 or the like is provided on the upstream side of the surge tank 16. The amount of intake air introduced into the intake passage 5 is adjusted according to the opening of the throttle valve 19.

  When the operation of the engine 1 is started, the intake air is introduced into the intake passage 5 and fuel is injected from the injector 9, whereby the intake air and the fuel are mixed to become an air-fuel mixture. In the intake stroke of the engine 1, the intake port 5a is opened by the intake valve 7, whereby the air-fuel mixture is taken into the combustion chamber 4 through the intake port 5a. The air-fuel mixture taken into the combustion chamber 4 is compressed in the compression stroke, and then ignited by the spark plug 11. The air-fuel mixture explodes and burns, and a driving force is applied to the crankshaft 10 (expansion stroke). . The exhaust gas after combustion is discharged to the exhaust passage 6 (exhaust stroke) by opening the exhaust port 6a by the exhaust valve 8 and further purified through the catalyst 12, and then released to the outside. The spark plug 11 performs an ignition operation on the air-fuel mixture according to the application timing of the high voltage output from the igniter 13.

  The engine 1 is provided with various sensors as described below for detecting the operating state.

  A crank angle sensor 21 for detecting the rotation angle (crank angle CA) and the rotation speed (engine rotation speed NE) is disposed in the vicinity of the crankshaft 10. The crank angle sensor 21 outputs a pulse signal every predetermined crank angle (for example, 30 °). As an example of a crank angle detection method by the crank angle sensor 21, external teeth are formed at intervals of 30 ° on the outer peripheral surface of a rotor (NE rotor) (not shown) that is integrated with the crankshaft 10, and the external teeth The crank angle sensor 21 composed of an electromagnetic pickup is disposed so as to face. When the external teeth pass near the crank angle sensor 21 as the crankshaft 10 rotates, the crank angle sensor 21 generates an output pulse. In addition, as this rotor, the thing in which the external tooth formed in an outer peripheral surface was formed every 10 degrees may be applied. In this case, frequency division is performed in the engine control device (engine ECU) 40 to generate output pulses every 30 ° CA.

  A cam angle sensor 22 is disposed in the vicinity of the intake camshaft 31. This cam angle sensor 22 is normally used as a cylinder discrimination sensor, and outputs a pulse signal corresponding to, for example, the compression top dead center (TDC) of the first cylinder # 1. That is, the cam angle sensor 22 outputs a pulse signal for each rotation of the intake camshaft 31. As an example of a cam angle detection method by the cam angle sensor 22, external teeth are formed at one place on the outer peripheral surface of the rotor integrally formed with the intake camshaft 31, and the external teeth are faced with an electromagnetic pickup. The cam angle sensor 22 is arranged, and when the external teeth pass in the vicinity of the cam angle sensor 22 as the intake cam shaft 31 rotates, the cam angle sensor 22 generates an output pulse. . Since this rotor rotates at half the rotational speed of the crankshaft 10, an output pulse is generated every time the crankshaft 10 rotates 720 °. In other words, an output pulse is generated each time a specific cylinder reaches the same stroke (for example, when the first cylinder # 1 reaches compression top dead center).

  The surge tank 16 is provided with a pressure sensor 23 for detecting the pressure in the intake passage 5 (intake pipe pressure PM). The pressure sensor 23 outputs a signal corresponding to the pressure in the surge tank 16.

  The above is the schematic configuration of the engine 1 according to the present embodiment.

-Automatic transmission-
Next, an automatic transmission that transmits the rotational power from the engine 1 and performs a shift operation will be described. FIG. 2 is a schematic configuration diagram showing a connection state between the engine 1 and the automatic transmission 50. FIG. 3 is a diagram showing a schematic configuration of a torque converter (fluid power transmission device) 53.

  As shown in these drawings, the automatic transmission 50 changes the rotational power input from the engine 1 to the input shaft 51 and outputs it to the drive wheels via the output shaft 52. A transmission mechanism 54, a hydraulic control device 55, and the like are included.

  The torque converter 53 is rotationally connected to the engine 1 and includes a pump impeller 53a, a turbine runner 53b, a stator 53c, a one-way clutch 53d, a stator shaft 53e, and a lockup clutch 53f.

  The lock-up clutch 53f allows the pump impeller 53a (input side) and the turbine runner 53b (output side) of the torque converter 53 to be directly connected, and the pump impeller 53a and the turbine runner 53b are connected as necessary. The state is switched between a directly engaged state, a released state in which the pump impeller 53a and the turbine runner 53b are disconnected, and a half-engaged state (slip state) intermediate between these engaged state and released state. The conditions for this switching will be described later.

  The engagement force control of the lockup clutch 53f is performed by controlling the hydraulic pressure with respect to the pump impeller 53a (input side) and the turbine runner 53b (output side) by the lockup control valve 56.

  The speed change mechanism unit 54 includes, for example, a plurality of planetary gears, clutches, brakes, one-way clutches, and the like. For example, the speed change mechanism 54 is capable of shifting 6 forward speeds and 1 reverse speed. The hydraulic control device 55 is configured to establish appropriate gears (forward 1st to 6th gears, reverse gear) by individually engaging and releasing the clutches and brakes of the transmission mechanism 54. . Since the configuration of the speed change mechanism 54 and the control operation by the hydraulic control device 55 are known, detailed illustration and description are omitted here.

-Engine control device 40, transmission control device 45-
The hydraulic control device 55 is controlled by a transmission control device 45. That is, an appropriate shift stage, that is, a power transmission path in the speed change mechanism portion 54 is established by the control of the hydraulic control device 55 by the transmission control device 45.

  As shown in FIG. 4, the engine control device 40 and the transmission control device 45 are connected so as to be able to send and receive information necessary for engine control and transmission control.

  Although not shown, the engine control device 40 and the transmission control device 45 are generally known ECUs (Electronic Control Units), which are respectively a CPU (Central Processing Unit), a ROM (Read Only Memory), A RAM (Random Access Memory) and a backup RAM are provided.

  The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory for storing data to be saved when the engine 1 is stopped. is there.

  As shown in FIG. 4, the engine control device 40 is connected to various sensors for detecting the operating state of the engine 1, such as the crank angle sensor 21, the cam angle sensor 22, and the pressure sensor 23. Each sensor signal is input. The engine control device 40 controls each part of the engine 1 such as the actuator 19 a of the throttle valve 19 and the injector 9.

  The transmission control device 45 includes an input shaft rotational speed sensor 61 that detects the rotational speed of the input shaft 51, an output shaft rotational speed sensor 62 that detects the rotational speed of the output shaft 52, and an accelerator pedal 18 that is operated by a driver. An accelerator opening sensor 63 for detecting the degree of shift, a shift position sensor 64 for detecting the shift lever position of the automatic transmission 50, a wheel speed sensor 65 for detecting the speed (wheel speed) of the driving wheel, and a change in the longitudinal G of the vehicle. A vehicle front-rear G sensor 66 and the like are connected.

  The transmission control device 45 outputs a lockup clutch control signal to the lockup control valve 56. Based on the lock-up clutch control signal, the lock-up control valve 56 controls the engagement pressure of the lock-up clutch 53f, and the above-mentioned lock-up clutch 53f is engaged (torque state), released (complete slip state), The semi-engaged state (slip state: also called flex lockup state) is switched.

  Further, the transmission control device 45 outputs a solenoid control signal (hydraulic command signal) to the hydraulic control device 55 of the automatic transmission 50. Based on this solenoid control signal, a linear solenoid valve, an on-off solenoid valve, and the like provided in the hydraulic control circuit of the hydraulic control device 55 are controlled, and predetermined gears (first to sixth gears, reverse gear) Etc.), each clutch, each brake, etc. of the automatic transmission 50 is engaged or released to a predetermined state.

-Lock-up clutch operation map-
The above-described switching operation between the engaged state, the released state, and the half-engaged state of the lockup clutch 53f is performed according to a lockup clutch operation map as shown in FIG. 5, for example. This lockup clutch operation map uses the vehicle speed V and the accelerator opening θTH as parameters, and according to the vehicle speed V and the accelerator opening θTH, the lockup clutch 53f is engaged (lockup state), released state (torque converter). State) and a semi-engaged state (slip state: flex lockup state), and is stored in the ROM of the transmission control device 45.

  That is, based on the vehicle speed V and the accelerator opening degree θTH, it is determined whether the vehicle belongs to an engagement region (lock-up operation region), a release region (torque converter operation region), or a slip control region (flex lock-up operation region). Then, the lock-up control valve 56 is controlled so as to operate in the determined region, and control is performed so that the lock-up clutch 53f is engaged, released, or half-engaged. It should be noted that the state of the lock-up clutch 53f is determined by a lock-up clutch operation map (a map for controlling the lock-up clutch 53f according to the vehicle speed and the throttle opening) instead of the accelerator opening θTH. You may make it switch.

  In the slip control region, the power transmission loss of the torque converter 53 is suppressed as much as possible while absorbing the rotational fluctuation of the engine 1 for the purpose of improving the fuel consumption rate as much as possible without impairing drivability. In addition, slip control of the lock-up clutch 53f is executed. Regarding the slip control of the lockup clutch 53f, the rotational speed difference (slip amount) NSLP (= NE−NT) between the turbine rotational speed NT and the engine rotational speed NE is controlled to the target rotational speed difference (target slip amount: for example, 50 rpm). Therefore, a drive signal is output to the solenoid valve that controls the lockup clutch 53f. Of the slip control, slip control during deceleration traveling is, for example, a shift that transmits to the engine 1 the reverse input from the drive wheel side that occurs during forward traveling when the accelerator opening θTH is substantially zero and coasting (decelerated traveling). The speed of the turbine, that is, the speed at which the engine braking action is obtained, is performed, and the turbine rotational speed NT and the engine rotational speed NE are gradually decreased as the vehicle decelerates. When the lock-up clutch 53f is slip-engaged in this way, the engine rotational speed NE is raised to near the turbine rotational speed NT, so that the control state (fuel cut state) for suppressing the fuel supply amount to the engine 1 is longer. It is maintained and fuel economy improves.

-Control when judder occurs-
Next, a plurality of embodiments of control when judder occurs in the lock-up clutch 53f, which is control characteristic of the present embodiment, will be described.

  This judder (self-excited vibration) may occur in the lockup clutch 53f during the execution of the slip control. This judder is caused by the friction characteristic (generally called the μ-V characteristic) of the lock-up clutch 53f, and this friction characteristic is caused by the slip speed (the pump rotational speed of the torque converter 53 and the turbine rotational speed). Difference) It tends to occur when the slope is negative with respect to V. That is, as the sliding speed V increases, the frictional force decreases, so that the sliding speed V is more likely to increase, thereby causing judder to occur continuously. The control described in each of the following embodiments is a control for eliminating this judder when it occurs.

(First embodiment)
First, a first embodiment of control for eliminating judder will be described. In the present embodiment, when judder occurs, control is performed to quickly eliminate this judder. Specifically, the presence / absence of judder is determined by detecting a change in the front / rear G of the vehicle by the vehicle front / rear G sensor 66 (judder generation determination operation by the judder generation determination unit). If it is determined that judder has occurred, the engine torque is temporarily increased while the slip control is continued by controlling the opening of the throttle valve 19 or the fuel injection amount from the injector 9. Thus, the judder is eliminated (temporary torque changing operation by the torque changing means). In this embodiment, a case where engine torque is temporarily reduced (hereinafter referred to as engine torque reduction control) will be described as judder elimination control.

  The means for temporarily changing the engine torque is not limited to the throttle opening and the fuel injection amount described above, but the ignition timing of the spark plug 11 and the valve timings of the intake and exhaust valves 7 and 8 are controlled. It may be.

  Hereinafter, the control procedure at the time of occurrence of judder will be specifically described with reference to the flowchart of FIG. The routine shown in FIG. 6 is executed every predetermined time or every predetermined angle rotation of the crankshaft 10.

  First, in step ST1, it is determined whether or not slip control is currently being performed. As this determination operation, the vehicle speed V calculated based on the rotation speed of the output shaft 52 detected by the output shaft rotation speed sensor 62 and the accelerator opening θTH detected by the accelerator opening sensor 63 are: This is performed by determining whether or not the vehicle is in the slip control region in the above-described lockup clutch operation map (FIG. 5).

  Then, when the slip control is not being performed and NO is determined in step ST1, this routine is terminated.

  On the other hand, when the slip control is being performed, YES is determined in step ST1, and the process proceeds to step ST2. In step ST2, a judder detection operation of the lockup clutch 53f is performed. Specifically, the presence / absence of judder is determined by detecting the vehicle front / rear G change by the vehicle front / rear G sensor 66. That is, when judder is generated in the lock-up clutch 53f, a rotational fluctuation occurs in the turbine runner 53b, and the rotational fluctuation appears as it is as a rotational fluctuation of the drive wheels, and the front and rear G of the vehicle changes greatly. For this reason, the presence or absence of judder can be determined by detecting the front and rear G of the vehicle. Note that, as a method for determining whether or not judder occurs, instead of detecting the vehicle front-rear G described above, fluctuations in the rotational speed of the input shaft 51 detected by the input shaft rotational speed sensor 61 are described. You may make it judge based on.

  If it is determined that the variation in the longitudinal G of the vehicle is less than a predetermined amount and no judder has occurred (NO in step ST2), this routine ends.

  On the other hand, when it is determined that the variation in the longitudinal G of the vehicle is equal to or greater than a predetermined amount and judder has occurred (when YES is determined in step ST2), the process proceeds to step ST3. In the control operation after this step ST3, it is determined which of the three preset stages the vibration of the vehicle (the fluctuation of the front and rear G of the vehicle) accompanying the occurrence of judder is present. In the following description, the vibration level of the vehicle increases in the order of level 1, level 2, and level 3.

  First, in step ST3, it is determined whether or not the vibration of the vehicle accompanying the generation of judder exceeds level 1. If the vehicle vibration does not exceed level 1 and a NO determination is made in step ST3, it is determined that control for eliminating judder is not yet necessary, and this routine is terminated.

  On the other hand, when the vibration of the vehicle exceeds level 1, YES is determined in step ST3, and the process proceeds to step ST4. In step ST4, it is determined whether or not the vibration of the vehicle accompanying the generation of judder exceeds level 2. If the vehicle vibration does not exceed level 2 and NO is determined in step ST3, that is, if the vehicle vibration exceeds level 1 and is equal to or lower than level 2, the process proceeds to step ST6. Execute control to eliminate judder. In this case, assuming that the vibration of the vehicle is relatively small, both the reduction amount and the reduction time (time for temporarily reducing the torque) are set to be relatively small as temporary engine torque reduction control. Here, the torque reduction amount (torque change amount) in the engine torque reduction control is X1, and the reduction time (torque change time) is Y1. These values will be described later.

  If the vibration of the vehicle accompanying the occurrence of judder exceeds level 2 and a YES determination is made in step ST4, the process proceeds to step ST5. In this step ST5, it is determined whether or not the vibration of the vehicle accompanying the generation of judder exceeds level 3. If the vehicle vibration does not exceed level 3 and NO is determined in step ST5, that is, if the vehicle vibration exceeds level 2 and is equal to or lower than level 3, the process proceeds to step ST7. Execute control to eliminate judder. In this case, it is assumed that the vibration of the vehicle is moderate, and as a temporary engine torque reduction control, both the reduction amount and the reduction time are set to medium. Here, the torque reduction amount in the engine torque reduction control is set to X2, and the reduction time is set to Y2. These values will be described later.

  On the other hand, if the vibration of the vehicle due to the occurrence of judder exceeds level 3, and YES is determined in step ST5, the process proceeds to step ST8, and control for eliminating judder is executed. In this case, assuming that the vibration of the vehicle is very large, both the reduction amount and the reduction time are set large as temporary engine torque reduction control. Here, the torque reduction amount in the engine torque reduction control is set to X3, and the reduction time is set to Y3.

  Specifically, when the engine torque before the start of the engine torque reduction control is 120 Nm as the torque reduction amount and the reduction time in the engine torque reduction control set in steps ST6 to ST8, X1 is “ −30 Nm ”, X2 is set to“ −40 Nm ”, and X3 is set to“ −50 Nm ”. These values are not limited to this, and are appropriately set according to the resonance frequency of the vehicle, engine characteristics, and other requirements.

  Y1 is set to "one vibration cycle", Y2 is set to "1.5 vibration cycle", and Y3 is set to "two vibration cycles". These values are not limited to this, and are set as appropriate. Specifically, when the vibration of the vehicle body is 20 Hz, the control time is 50 msec for Y1, 75 msec for Y2, and 100 msec for Y3. This is because when the engine torque reduction time reaches, for example, about 300 msec, the driver feels uncomfortable, leading to deterioration of drivability. Therefore, the above-mentioned judder is eliminated only for an extremely short time that does not cause the discomfort. Control (engine torque reduction control) is performed. These values are not limited to this, and are set as appropriate.

  In the above description, the engine torque is reduced as the judder elimination control. However, the same judder elimination can be performed even when the engine torque is increased (engine torque increase control). Also in this case, as the vibration of the vehicle body due to the generation of judder increases, the torque increase amount and the increase time when performing temporary engine torque increase control are set to be larger.

  Specifically, when the engine torque before the start of the engine torque increase control is 120 Nm, X1 is set to “+30 Nm”, X2 is set to “+40 Nm”, and X3 is set to “+50 Nm”. These values are not limited to this, and are set as appropriate.

  As for the increase time, as in the case of the engine torque reduction control described above, Y1 is "one vibration cycle", Y2 is "1.5 vibration cycles", and Y3 is "vibration vibration". 2 cycles ". These values are not limited to this, and are set as appropriate.

  FIG. 7 is a waveform diagram showing an example of the vehicle vibration and the torque command value (torque command signal from the engine control device 40) for changing the engine torque when judder occurs in the present embodiment.

  In FIG. 7, at time T1, the vehicle vibration reaches a predetermined value or more and the occurrence of judder is recognized, and engine torque reduction control is started from that point. The waveform shown in FIG. 7 is subjected to engine torque reduction control for a time corresponding to two cycles of vehicle vibration. That is, in the flowchart shown in FIG. 6, an example of the case where the vibration of the vehicle exceeds level 3, the torque reduction amount is set to X2, and the reduction time is set to Y2 (engine torque reduction control in step ST8). Show. 7 indicates a vehicle vibration waveform when the engine torque reduction control according to the present embodiment is not performed and judder is continuously generated.

  As described above, in this embodiment, when judder occurs in the lockup clutch 53f, engine torque reduction control is performed with a predetermined torque reduction amount and reduction time according to the vibration level accompanying the generation of the judder. . As a result, the input torque of the lock-up clutch 53f changes, so that judder is eliminated and the vibration of the vehicle converges. Thus, in the present embodiment, judder can be quickly eliminated without stopping the slip control or changing the target slip amount. Further, the change of the engine torque is temporary, and the driver does not feel uncomfortable because the torque change period becomes long. Therefore, drivability can be eliminated early to ensure good drivability, the fuel consumption rate can be prevented from deteriorating, and the durability of the lockup clutch 53f will not be adversely affected.

  In the judder elimination control (engine torque reduction control) according to the present embodiment, the engine torque is changed in a feed-forward manner in accordance with a preset torque reduction amount (stored in the ROM of the engine control device 40) and a reduction time. I try to let them. For this reason, it is possible to appropriately cope with high-frequency vibrations that are difficult to deal with by feedback control. For example, even if the frequency of vehicle vibration accompanying the generation of judder is a relatively high frequency of 20 Hz to 40 Hz, the present embodiment can sufficiently eliminate the vibration. In addition, since it is not necessary to construct a control program with a complicated algorithm, the controllability is extremely good.

  In consideration of the possibility that the torque response and the actual torque may change due to characteristic variations of the engine 1 and fuel properties, the torque change amount and the torque change time may be adjusted accordingly. Good. According to this, it becomes possible to carry out appropriate judder elimination control according to individual differences of the engine 1 and the like.

(Second Embodiment)
Next, a second embodiment of control for eliminating judder will be described. As in the case of the first embodiment described above, this embodiment also controls the engine while continuing slip control by controlling the opening of the throttle valve 19 and the fuel injection amount from the injector 9 when judder occurs. The torque is temporarily changed, thereby eliminating the judder. In this embodiment, the engine torque is periodically changed at a cycle opposite in phase to the cycle of vehicle vibration accompanying the generation of judder.

  FIG. 8 is a waveform diagram showing changes in vehicle vibration and engine torque (input torque of the lockup clutch 53f) when judder occurs in the present embodiment.

  As shown in FIG. 8, the engine torque is periodically changed so that the vibration (vibration in the vehicle front-rear direction) is generated at a period opposite to the period of the vehicle vibration at the time of judder generation (change in engine torque). By adjusting the gradient), it becomes possible to cancel the vibration of the vehicle due to the occurrence of these judder and the vibration of the vehicle due to the periodic change of the engine torque, and greatly reduce the vibration of the vehicle. It becomes possible. That is, the engine torque is reduced when the vehicle front-rear G is generated on the vehicle acceleration side due to the occurrence of judder, and the engine torque is generated when the vehicle front-rear G is generated on the vehicle deceleration side due to the occurrence of judder. Increase. As a result, the front and rear G of the vehicle cancel each other, and the vibration of the vehicle can be greatly reduced.

  Specifically, the vehicle detected by the vehicle front-rear G sensor 66 by recognizing a periodic change in engine torque and a change in vehicle vibration (the magnitude of the vehicle front-rear G) in advance through experiments and simulations. By controlling the opening degree of the throttle valve 19 and the fuel injection amount from the injector 9 so that the vehicle longitudinal vibration in the opposite phase to the vehicle vibration caused by the change in the longitudinal G of the vehicle is generated, both vibrations are canceled out. ing.

  In this case, the engine torque adjustment operation is performed in accordance with the command signal from the engine control device 40. However, since the response delay of the actual torque occurs with respect to the control instruction, the response delay time is obtained in advance. In addition, the command signal is transmitted from the engine control device 40 at a timing in consideration of the time. This response delay time is obtained in advance by experiment, simulation, or the like.

(Third embodiment)
Next, a third embodiment will be described. In the first embodiment described above, when judder is generated, the fuel injection amount is controlled to temporarily change the engine torque while continuing the slip control, thereby eliminating the judder. In the present embodiment, instead of this, when judder occurs, the engagement force is changed by temporarily changing the hydraulic pressure command value of the lockup clutch 53f, and thereby the vibration system while continuing the slip control. Is changed to eliminate the judder (temporary engagement force changing operation by the lockup clutch engagement force changing means). Here, a case will be described in which the hydraulic pressure command value is changed to increase the engagement force so as to increase the engagement hydraulic pressure (hereinafter also referred to as slip hydraulic pressure) of the lockup clutch 53f.

  The judder elimination control operation according to this embodiment is different from the operation described with reference to the flowchart of FIG. 6 in the first embodiment described above only in the operations of steps ST6 to ST8. Therefore, only the operation in place of these steps ST6 to ST8 will be described here.

  When the vibration of the vehicle exceeds level 1 and is equal to or lower than level 2 (corresponding to step ST6 in the flowchart of FIG. 6), the vibration of the vehicle is assumed to be relatively small. Both the hydraulic pressure increase amount and the hydraulic pressure increase time (time for temporarily increasing the slip hydraulic pressure) are set to be relatively small. Here, the hydraulic pressure increase amount in the slip hydraulic pressure increase control is X1, and the hydraulic pressure increase time is Y1. These values will be described later.

  When the vibration of the vehicle accompanying the occurrence of the judder exceeds level 2 and is equal to or lower than level 3 (corresponding to step ST7 in the flowchart of FIG. 6), the vehicle vibration is assumed to be moderate and temporarily As the slip hydraulic pressure increase control, both the hydraulic pressure increase amount and the hydraulic pressure increase time are set to medium. Here, the hydraulic pressure increase amount in the slip hydraulic pressure increase control is X2, and the hydraulic pressure increase time is Y2. These values will be described later.

  On the other hand, if the vibration of the vehicle due to the occurrence of judder exceeds level 3 (corresponding to step ST8 in the flowchart of FIG. 6), the vehicle vibration is assumed to be very large, and temporary slip hydraulic pressure increase control is performed. Sets both the oil pressure increase amount and the oil pressure increase time large. Here, the hydraulic pressure increase amount in the slip hydraulic pressure increase control is X3, and the hydraulic pressure increase time is Y3.

  Specifically, when the slip hydraulic pressure before the start of the slip hydraulic pressure increase control is 210 kPa as the hydraulic pressure increase amount and the hydraulic pressure increase time, X1 is “+30 kPa”, X2 is “+40 kPa”, and X3 Is set to “+50 kPa”. These values are not limited to this, and are appropriately set according to the resonance frequency of the vehicle, engine characteristics, and other requirements.

  Y1 is set to "one vibration cycle", Y2 is set to "1.5 vibration cycle", and Y3 is set to "two vibration cycles". These values are not limited to this, and are set as appropriate. As in the case of the above-described embodiment, the specific control time is 50 msec for Y1, 75 msec for Y2, and 100 msec for Y3 when the vehicle vibration is 20 Hz. This is because if the oil pressure increase time is less than 150 msec, there is almost no adverse effect on the noise and exhaust emission accompanying the oil pressure increase, so the judder elimination control operation (slip oil pressure increase control) is performed only for an extremely short time. I have to. These values are not limited to this, and are set as appropriate.

  In the above description, the slip hydraulic pressure is raised as the judder elimination control, but the same judder elimination can be performed even when the slip hydraulic pressure is lowered (slip hydraulic pressure reduction control). Also in this case, as the vibration of the vehicle body accompanying the generation of judder increases, the hydraulic pressure decrease amount and the hydraulic pressure decrease time when performing temporary slip hydraulic pressure decrease control are set larger.

  Specifically, when the slip hydraulic pressure before the start of the slip hydraulic pressure lowering control is 210 kPa, the X1 is set to “−30 kPa”, the X2 is set to “−40 kPa”, and the X3 is set to “−50 kPa”. The These values are not limited to this, and are set as appropriate.

  As for the hydraulic pressure drop time, as in the case of the slip hydraulic pressure increase control described above, Y1 is "one vibration cycle", Y2 is "1.5 vibration cycles", and Y3 is "vibration" For 2 cycles ”. These values are not limited to this, and are set as appropriate.

  FIG. 9 is a waveform diagram showing an example of the vehicle vibration and the hydraulic pressure command value (hydraulic pressure command signal from the transmission control device 45) for changing the slip hydraulic pressure when judder occurs in the present embodiment.

  In FIG. 9, at time T1, the vehicle vibration reaches a predetermined value or more and the occurrence of judder is recognized, and the slip hydraulic pressure increase control is started from that point. In the waveform shown in FIG. 9, slip hydraulic pressure increase control is performed for a time corresponding to two cycles of vehicle body vibration. That is, an example is shown in which the vibration of the vehicle exceeds level 3, the hydraulic pressure increase amount is set to X3, and the hydraulic pressure increase time is set to Y3. Note that the alternate long and short dash line in FIG. 9 indicates the vehicle body vibration waveform when the slip hydraulic pressure increase control according to the present embodiment is not performed and judder is continuously generated.

  As described above, also in the present embodiment, when a judder occurs in the lockup clutch 53f, the slip hydraulic pressure increase control at a predetermined hydraulic pressure increase amount and hydraulic pressure increase time is performed according to the vibration level accompanying the generation of the judder. Done. As a result, the rigidity of the vibration system changes, and judder is eliminated accordingly, and the vibration of the vehicle converges. Thus, in the present embodiment, judder can be quickly eliminated without stopping the slip control or changing the target slip amount. Further, the change of the slip hydraulic pressure is temporary, and it is possible to secure good drivability by early cancellation of the judder, to prevent the deterioration of the fuel consumption rate, and to adversely affect the durability of the lockup clutch 53f. It wo n’t happen. In addition, the generation period of the booming noise is minimized, and judder can be eliminated without causing the passenger to feel uncomfortable.

  Also in the judder elimination control (slip hydraulic pressure increase control) according to the present embodiment, the slip hydraulic pressure (lock lock) is set according to the preset slip hydraulic pressure increase amount and the slip hydraulic pressure increase time (stored in the ROM of the transmission control device 45). The engaging force of the up clutch is changed in a feed-forward manner. For this reason, it is possible to appropriately cope with high-frequency vibrations that are difficult to deal with by feedback control. In addition, since it is not necessary to construct a control program with a complicated algorithm, the controllability is extremely good.

(Fourth embodiment)
Next, a fourth embodiment regarding control for eliminating judder will be described. As in the case of the third embodiment described above, this embodiment also eliminates judder while continuing slip control by changing the slip hydraulic pressure when judder occurs. In this embodiment, the slip hydraulic pressure is periodically changed (adjustment of the change gradient of the slip hydraulic pressure) at a cycle opposite to the cycle of the vehicle vibration accompanying the generation of judder.

  In this way, when the slip hydraulic pressure is periodically changed at a cycle opposite in phase to the vehicle vibration cycle, it is possible to cancel the vibration generated by the change of the slip hydraulic pressure and the vehicle vibration. Thus, the vibration of the vehicle can be greatly reduced. For example, the slip hydraulic pressure is lowered when the vehicle front-rear G is generated on the vehicle acceleration side due to the occurrence of judder, while the slip hydraulic pressure is reduced when the vehicle front-rear G is generated on the vehicle deceleration side due to the occurrence of judder. Increase hydraulic pressure. As a result, the front and rear G of the vehicle cancel each other, and the vibration of the vehicle can be greatly reduced.

  Specifically, the vehicle detected by the vehicle front-rear G sensor 66 by recognizing a periodic change in slip hydraulic pressure and a change in vehicle vibration (the magnitude of the vehicle front-rear G) in advance through experiments, simulations, and the like. By adjusting the hydraulic pressure command value to the lock-up control valve 56 and controlling the slip hydraulic pressure so that the vehicle longitudinal vibration in the opposite phase to the vehicle vibration caused by the change in the longitudinal G is canceled out both vibrations. Like to do.

  In this case, the slip hydraulic pressure is adjusted in response to a command signal from the transmission control device 45. However, a response delay of the actual hydraulic pressure change occurs in response to the control instruction. And a command signal is transmitted from the transmission control device 45 at a timing that takes the time into consideration. This response delay time is obtained in advance by experiment, simulation, or the like.

  In the present embodiment, when the learning learning control of the clutch and brake (friction engagement element) provided in the transmission mechanism unit 54 is performed, the variation (hydraulic pressure) of the automatic transmission 50 is determined by the learning value. The slip hydraulic pressure change amount may be corrected by predicting the applicability and the friction coefficient of the friction material.

-Other embodiments-
In each of the embodiments described above, the case where the present invention is applied to an automobile equipped with a gasoline engine has been described. The present invention is not limited to this, and can also be applied to an automobile equipped with a diesel engine. The present invention can also be applied to engines used for purposes other than those for automobiles. Further, the present invention can be applied not only to an inline engine but also to a V engine, a horizontally opposed engine, and the like. Further, the number of cylinders, the fuel injection method, and other engine specifications are not particularly limited.

  Further, as the judder elimination control, it is possible to temporarily release the clutch or brake (friction engagement element) provided in the speed change mechanism unit 54 to eliminate the judder and suppress the vehicle vibration. . Specifically, as in the above-described embodiment, the occurrence of judder is detected by the vehicle longitudinal G sensor 66, and when the judder occurs, the clutch or brake is released for two cycles of vehicle vibration. This also makes it possible to quickly eliminate judder.

  In the first embodiment and the second embodiment described above, as the judder elimination control, both the torque change amount and the torque change time are changed according to the magnitude of the vibration level. The present invention is not limited to this, and only one of the torque change amount and the torque change time may be changed according to the magnitude of the vibration level. Similarly, in the third embodiment and the fourth embodiment described above, as the judder elimination control, both the slip hydraulic pressure change amount and the slip hydraulic pressure change time are changed according to the magnitude of the vibration level. The present invention is not limited to this, and only one of the slip hydraulic pressure change amount and the slip hydraulic pressure change time may be changed according to the magnitude of the vibration level.

  The present invention can be applied to judder elimination control when judder occurs in a lockup clutch capable of slip control.

1 engine (internal combustion engine)
40 Engine control device 45 Transmission control device 50 Automatic transmission 53 Torque converter (fluid power transmission device)
53f Lock-up clutch

Claims (10)

A vehicle drive device in which an internal combustion engine and a transmission are connected via a fluid power transmission device having a lock-up clutch capable of slip control in which a drive force input side and a drive force output side are in a semi-engaged state In the control device of
Judder occurrence determination means for determining whether or not judder has occurred in the lockup clutch by detecting vehicle vibration;
Torque that temporarily changes torque so that the output torque of the internal combustion engine is different from the output torque in the judder generation state when it is determined that judder has occurred during the execution of the slip control. And a control device for the vehicle drive device. A vehicle drive device in which an internal combustion engine and a transmission are connected via a fluid power transmission device having a lock-up clutch capable of slip control in which a drive force input side and a drive force output side are in a semi-engaged state In the control device of
Judder occurrence determination means for determining whether or not judder has occurred in the lockup clutch by detecting vehicle vibration;
A lock that temporarily changes the engagement force of the lockup clutch so that the engagement force is different from the engagement force in the judder generation state when it is determined that judder has occurred during the execution of the slip control. A control device for a vehicle drive device, comprising: an up-clutch engagement force changing means. In the control device for a vehicle drive device according to claim 1,
The temporary torque changing operation period by the torque changing means is set to be equal to or shorter than a period corresponding to two cycles of vehicle vibration caused by the occurrence of judder. . In the control device for a vehicle drive device according to claim 1 or 3,
The vehicle drive device is characterized in that the torque changing means is configured to set a larger torque change width when performing a temporary torque changing operation as the vibration level of the vehicle accompanying the generation of judder is larger. Control device. In the control device for a vehicle drive device according to claim 1, 3 or 4,
The control device for a vehicle drive device according to claim 1, wherein the torque changing means is configured to set a longer time for performing the torque changing operation temporarily as the vibration level of the vehicle accompanying the generation of judder increases. In the control device for a vehicle drive device according to claim 1, 3, 4, or 5,
The torque changing means is configured to periodically change the output torque of the internal combustion engine so that vibration is generated at a period opposite to the vibration period of the vehicle when performing a temporary torque changing operation. A control device for a vehicle drive device. In the control device for a vehicle drive device according to claim 2,
The temporary engagement force changing operation period by the lockup clutch engagement force changing means is set to be equal to or shorter than a period corresponding to two cycles of vehicle vibration caused by the occurrence of the judder. Control device for driving device. In the control device for a vehicle drive device according to claim 2 or 7,
The lockup clutch engagement force change means is configured to set a larger engagement force change width when performing a temporary engagement force change operation as the vehicle vibration level associated with the generation of judder increases. A control device for a vehicle drive device. In the control device for a vehicle drive device according to claim 2, 7 or 8,
The lockup clutch engagement force changing means is configured to temporarily set the time for performing the engagement force changing operation temporarily as the vibration level of the vehicle accompanying the generation of judder increases. Control device for the device. In the control device for a vehicle drive device according to claim 2, 7, 8 or 9,
The lockup clutch engagement force changing means periodically applies the engagement force of the lockup clutch so that vibration is generated at a period opposite to the vibration period of the vehicle when performing a temporary engagement force change operation. A control device for a vehicular drive device, characterized by being configured to change.

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