JP2014111977A - Control device and method of start clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve stability of slip control of matching a rotational speed difference between a motor and an input shaft of a transmission with a target slip speed.SOLUTION: A shifting ECU for controlling a lock-up clutch performs slip control of matching a rotational speed difference ΔN between an engine and an input shaft of an automatic transmission with a target slip speed u*, sets a correction term FFc that is a correction term for correcting a response delay in an oil pressure command value Up of a torque capacity of the lock-up clutch on the basis of engine torque Te acquired from an engine ECU 14 in a step S100 (a step S140), and corrects the oil pressure command value Up using the correction term FFc (a step S160).

Description

  The present invention relates to a starting clutch control device and a control method capable of connecting a prime mover of a vehicle and an input shaft of a transmission and releasing the connection therebetween.

  Conventionally, as a control device for a lock-up clutch, a control system designed as a mixed sensitivity problem of H∞ control and designed with an order similar to an order approximating characteristic variation is known (for example, Patent Document 1). This control device includes slip rotation speed detection means for detecting an actual slip rotation speed of the clutch (rotational speed difference between the prime mover and the input shaft of the transmission), an operation amount command value (hydraulic command value), and an actual slip rotation. Storage means for storing constants set so as to satisfy the response and stability of a system that feedback controls the slip state using a higher-order function approximating the change in input / output frequency characteristics with speed, and storage means The operation amount command value history means for obtaining the first parameter reflecting the operation amount command value from the present time to a plurality of previous times in a discrete manner using the constant stored in the memory, and using the constant stored in the storage means A control amount deviation history means for obtaining a second parameter that discretely reflects the deviation amount between the target slip rotation speed and the actual slip rotation speed from the present time to a plurality of times before the present time; Based on the parameter, and an operation command value calculating means for calculating a next operation amount command value.

JP-A-7-198035

  However, even when the conventional lockup clutch control device is used, when the torque output from the prime mover suddenly changes during the slip state adjustment, that is, the slip control is performed, the prime mover and the transmission are There is a risk that the rotational speed difference from the input shaft will change abruptly, and the conventional lockup clutch control device still has room for improvement in terms of slip condition adjustment, that is, slip control stability.

  Therefore, the main object of the present invention is to further improve the stability of slip control in which the rotational speed difference between the prime mover and the input shaft of the transmission matches the target slip speed.

  The starting clutch control device and control method according to the present invention employs the following means in order to achieve the main object.

The starting clutch control device according to the present invention comprises:
A hydraulic pressure command value for the hydraulic start clutch is set so that the rotational speed difference between the vehicle prime mover and the input shaft of the transmission matches the target slip speed according to the state of the vehicle, and based on the hydraulic pressure command value In the starting clutch control device for controlling the hydraulic starting clutch,
Output torque acquisition means for acquiring the output torque of the prime mover;
Correction term setting means for setting a correction term for compensating a response delay of the torque capacity of the hydraulic start clutch to the hydraulic pressure command value based on the output torque acquired by the output torque acquisition means;
With
The hydraulic pressure command value is corrected by the correction term.

  This control device executes slip control for matching the rotational speed difference between the prime mover and the input shaft of the transmission with the target slip speed. Then, the control device sets a correction term for compensating a response delay with respect to the hydraulic pressure command value of the torque capacity of the hydraulic start clutch based on the output torque of the prime mover acquired by the output torque acquisition means, The value is corrected by the correction term. In this way, by correcting the hydraulic pressure command value with the correction term for compensating the response delay of the torque capacity of the hydraulic starting clutch to the hydraulic pressure command value, the torque capacity of the hydraulic starting clutch is quickly adjusted to the target slip speed and the prime mover. According to the torque output from. As a result, even if the torque output from the prime mover fluctuates (abrupt change) during execution of slip control, the difference in rotational speed between the prime mover and the input shaft of the transmission fluctuates (rapid change) due to the blow-up of the prime mover or the like. Can be suppressed satisfactorily. As a result, with this control device, it is possible to further improve the stability of the slip control. The “starting clutch” means that the power (torque) from the prime mover can be transmitted to the input shaft (axle side) of the transmission when engaged (when fully engaged and when sliply engaged). It may be combined with a fluid transmission device such as a torque converter or a damper mechanism, or may be combined only with a damper mechanism or used alone (not combined with a fluid transmission device such as a torque converter) Also good.

  Further, the correction term setting means sets the correction term based on the output torque and gain, and at the same time, sets the output torque, the rotational speed of the input shaft or the prime mover, and the hydraulic oil to the hydraulic start clutch. The gain may be changed according to temperature and at least one of the target slip speed and the rotation speed difference. As a result, it is possible to more appropriately set a correction term for compensating for a response delay with respect to the hydraulic pressure command value of the torque capacity of the hydraulic start clutch.

  Further, the correction term setting means may set the correction term so as to cause a rotation change of the prime mover according to a rotation change of the input shaft. As a result, the hydraulic pressure command value, that is, the torque capacity of the hydraulic start clutch can be set so that the rotational speed of the prime mover changes according to the rotational change of the input shaft when the rotational speed of the input shaft changes. When the rotational speed of the shaft changes, the rotational speed difference between the prime mover and the input shaft of the transmission can be made to follow the target slip speed satisfactorily.

  Further, the correction term setting means includes the output torque acquired by the output torque acquisition means, inertia of the prime mover side member connected to the input shaft via the hydraulic start clutch, and the input shaft The correction term may be set based on the product value with the rotational acceleration. As a result, the correction term can be set so as to cause a rotation change of the prime mover in accordance with the rotation change of the input shaft.

  Furthermore, the hydraulic pressure command value may be corrected by the correction term when a torque request to the prime mover suddenly changes. As a result, it is possible to suppress the correction of the hydraulic pressure command value more than necessary, and to reduce a control error caused by the correction of the hydraulic pressure command value by the correction term.

  Further, the correction term setting means may set the correction term by n-order advance processing when the hydraulic start clutch is regarded as an n-order delay element. This makes it possible to make the correction term more appropriate.

  Further, the control device includes a feedforward term setting means for setting a feedforward term of a hydraulic pressure command value to the hydraulic start clutch based on the target slip speed, and the hydraulic pressure command value based on the rotational speed difference. Feedback term setting means for setting a feedback term may be provided, and the hydraulic pressure command value may be set from the feedforward term, the feedback term, and the correction term. As a result, the hydraulic pressure command value can be made more appropriate.

The starting clutch control method according to the present invention includes:
A hydraulic pressure command value for the hydraulic start clutch is set so that the rotational speed difference between the vehicle prime mover and the input shaft of the transmission matches the target slip speed according to the state of the vehicle, and based on the hydraulic pressure command value In the starting clutch control method for controlling the hydraulic starting clutch,
(A) obtaining an output torque of the prime mover;
(B) setting a correction term for compensating a response delay with respect to the hydraulic pressure command value of the torque capacity of the hydraulic start clutch based on the output torque acquired in step (a);
The hydraulic pressure command value is corrected by the correction term.

  According to this method, even if the torque output from the prime mover changes (rapidly changes) during the slip control, the difference in rotational speed between the prime mover and the input shaft of the transmission varies (rapidly changes) due to the blow-up of the prime mover. ) Can be satisfactorily suppressed, and the stability of slip control can be further improved.

It is a schematic block diagram of the motor vehicle 10 which is a vehicle containing the starting clutch control apparatus by this invention. 1 is a schematic configuration diagram of a power transmission device 20 including a lock-up clutch 28. FIG. FIG. 6 is a control block diagram showing a procedure for setting a hydraulic pressure command value Up by a lockup control module 211 of the transmission ECU 21. 5 is a flowchart showing an example of a slip control routine executed by a lockup control module 211. It is a control block diagram which shows the other setting procedure of the hydraulic pressure command value Up by the lockup control module 211 of the transmission ECU21. 7 is a flowchart showing another example of a slip control routine executed by the lockup control module 211.

  Next, the form for implementing this invention is demonstrated, referring drawings.

  FIG. 1 is a schematic configuration diagram of an automobile 10 which is a vehicle including a starting clutch control device according to the present invention. An automobile 10 shown in the figure includes an engine (internal combustion engine) 12 as a prime mover that outputs power by explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil and air, and an engine electronic for controlling the engine 12. A control unit (hereinafter referred to as “engine ECU”) 14, a brake electronic control unit (hereinafter referred to as “brake ECU”) 16 for controlling an electronically controlled hydraulic brake unit (not shown) 16, and an engine 12 are connected to the engine 12. Including a power transmission device 20 that transmits power from the left and right drive wheels DW. The power transmission device 20 includes a transmission case 22, a starting device 23, a stepped automatic transmission 30, a hydraulic control device 50, a shift electronic control unit (hereinafter referred to as a “shift ECU”) 21 that controls these, and the like. Have.

  The engine ECU 14 is configured as a microcomputer centering on a CPU (not shown). In addition to the CPU, a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, and a communication port (all not shown). Etc.). As shown in FIG. 1, the engine ECU 14 includes an accelerator opening Acc from an accelerator pedal position sensor 92 that detects a depression amount (operation amount) of an accelerator pedal 91, a vehicle speed V from a vehicle speed sensor 99, and a rotational position of a crankshaft. A signal from various sensors such as a crankshaft position sensor (not shown) for detecting the engine, a signal from the brake ECU 16 and the shift ECU 21, and the like are input, and the engine ECU 14 receives the electronically controlled throttle valve 13 and the like based on these signals. Controls fuel injection valves, spark plugs, and the like. The engine ECU 14 calculates the rotational speed (rotational speed) Ne of the engine 12 based on the rotational position of the crankshaft detected by the crankshaft position sensor, and also detects the rotational speed Ne or an air flow meter (not shown), for example. An engine torque (output torque) Te, which is an estimated value of the torque output from the engine 12, is calculated based on the intake air amount of the engine 12, the throttle opening THR of the throttle valve 13, a predetermined map or a calculation formula. .

  The brake ECU 16 is also configured as a microcomputer centering on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, an input / output port and a communication port (none of which are shown). ) Etc. As shown in FIG. 1, the brake ECU 16 has a master cylinder pressure detected by the master cylinder pressure sensor 94 when the brake pedal 93 is depressed, a vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), and the like. Signals from the engine ECU 14 and the shift ECU 21 are input, and the brake ECU 16 controls a brake actuator (hydraulic actuator) (not shown) and the like based on these signals.

  The shift ECU 21 that controls the power transmission device 20 is also configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, and communication Port (none shown) etc. are provided. As shown in FIG. 1, the shift ECU 21 includes a shift lever for selecting a desired shift range from among an accelerator opening Acc from an accelerator pedal position sensor 92, a vehicle speed V from a vehicle speed sensor 99, and a plurality of shift ranges. The shift range SR from the shift range sensor 96 that detects the operation position 95, the oil temperature sensor 55 that detects the oil temperature Toil of the hydraulic oil in the hydraulic control device 50, and the input rotational speed of the automatic transmission 30 (turbine runner 25 or automatic The rotation speed of the input shaft 31 of the transmission 30) A signal from various sensors such as a rotation speed sensor 33 (see FIG. 2) for detecting Nin, a signal from the engine ECU 14 and the brake ECU 16, and the like are input. Based on this signal, the starting device 23 and the automatic transmission 30, that is, the hydraulic control device 50 are controlled.

  As shown in FIG. 2, the starting device 23 included in the power transmission device 20 includes a pump impeller 24 as an input side fluid transmission element coupled to the crankshaft 16 of the engine 12 via a front cover 18 as an input member. The turbine runner 25 serving as an output-side fluid transmission element fixed to the input shaft 31 of the automatic transmission 30 via the turbine hub, the pump impeller 24, and the turbine runner 25 are disposed inside the turbine runner 25 to the pump impeller 24. A stator 26 that rectifies the flow of hydraulic oil, a one-way clutch 26c that restricts the rotational direction of the stator 26 to one direction, a damper mechanism 27 coupled to the turbine hub, a lock-up clutch 28 as a starting clutch, and the like.

  The pump impeller 24, the turbine runner 25, and the stator 26 function as a torque amplifier due to the action of the stator 26 when the rotational speed difference between the pump impeller 24 and the turbine runner 25 is large. Function. However, in the starting device 23, the stator 26 and the one-way clutch 26c may be omitted, and the pump impeller 24 and the turbine runner 25 may function as a fluid coupling. Further, the damper mechanism 27 includes, for example, an input element coupled to the lockup clutch 28, an intermediate element coupled to the input element via the plurality of first elastic bodies, and an intermediate element coupled to the plurality of second elastic bodies. And an output element fixed to the turbine hub. The damper mechanism 27 attenuates vibration between the front cover 18 and the turbine hub (input shaft 31) when the lock-up clutch 28 is engaged.

  The lockup clutch 28 is a lockup that mechanically couples the pump impeller 24 and the turbine runner 25, that is, the front cover 18 and the input shaft 31 of the automatic transmission 30 fixed to the turbine hub (via the damper mechanism 27). The lockup is selectively released. In this embodiment, the lock-up clutch 28 is configured as a hydraulic multi-plate friction clutch, and includes a lock-up piston 280 supported by the front cover 18 so as to be movable in the axial direction, a plurality of friction engagement plates 281, An annular flange member (oil chamber defining member) that is fixed to the front cover 18 so as to be positioned closer to the damper mechanism 27 than the lockup piston 280 and defines the engagement side oil chamber 28a together with the lockup piston 280. 285. The plurality of friction engagement plates 281 include a mating plate fitted to a clutch hub fixed to the front cover 18 and a friction plate fitted to a clutch drum connected to an input element of the damper mechanism 27. It is. The lock-up clutch 28 is engaged by moving the lock-up piston 280 toward the front cover 18 so as to increase the hydraulic pressure in the engagement-side oil chamber 28a and press the plurality of friction engagement plates. The lockup clutch 28 may be configured as a hydraulic single-plate friction clutch including a lockup piston. Further, the pump impeller 24, the turbine runner 25, the stator 26 and the like are omitted from the starting device 23, and the lockup clutch 28 is combined with only the damper mechanism 27 or used alone (not combined with the fluid transmission device). It is good.

  The automatic transmission 30 is capable of transmitting the power transmitted to the input shaft 31 to an output shaft (not shown) while changing the gear stage to a plurality of stages, and includes a plurality of planetary gear mechanisms and from the input shaft 31 to the output shaft. Including a plurality of clutches, brakes, one-way clutches, and the like for changing the power transmission path. The output shaft of the automatic transmission 30 is connected to the drive wheels DW via a gear mechanism and a differential mechanism (not shown). Further, the plurality of clutches and brakes are engaged / disengaged by the hydraulic pressure from the hydraulic control device 50.

  The hydraulic control device 50 adjusts hydraulic oil from an oil pump (not shown) to generate the line pressure PL in order to generate hydraulic pressure to the starting device 23 and the automatic transmission 30, for example, a primary regulator valve A secondary regulator valve that regulates the drain pressure of the engine to generate a secondary pressure Psec, a modulator valve that regulates the line pressure PL to generate a constant modulator pressure Pmod, for example, the modulator pressure Pmod is applied to the accelerator opening Acc or the throttle valve 13 is opened. A linear solenoid valve that adjusts the pressure according to the degree THR and generates a signal pressure to the primary regulator valve, and a manual that allows hydraulic oil to be supplied to a plurality of clutches and brakes of the automatic transmission 30 according to the operation position of the shift lever 95 Valves, each Hydraulic oil from Nyuarubarubu (line pressure PL) and by regulating the containing corresponding clutches and multiple possible output to the brake linear solenoid valve or the like (all not shown).

  Further, the hydraulic control device 50 adjusts, for example, the modulator pressure Pmod according to the applied current value to generate a lockup solenoid pressure Pslu, and a lockup solenoid valve SLU and a lockup solenoid valve SLU. The lockup solenoid valve Pslu is operated as a signal pressure, and the secondary pressure Psec is adjusted to generate the lockup pressure Pullup to the lockup clutch 28, and the lockup from the lockup solenoid valve SLU. A lock-up relay valve that operates using the solenoid pressure Pslu as a signal pressure and allows / regulates the supply of the lock-up pressure Pull from the lock-up control valve 51 to the engagement-side oil chamber 28a of the lock-up clutch 28. And a 2.

  In this embodiment, the lockup solenoid valve SLU sets the lockup solenoid pressure Pslu to a value of 0 when the applied current value is relatively small (does not generate the lockup solenoid pressure Pslu), and the applied current value. After that, the lock-up solenoid pressure Pslu is set higher as the current value increases. Further, when the lockup solenoid pressure Pslu is generated by the lockup solenoid valve SLU, the lockup control valve 51 reduces the secondary pressure Psec, which is the original pressure, as the lockup solenoid pressure Pslu is lower, thereby reducing the lockup pressure Plup. When the lockup solenoid pressure Pslu is set lower than the predetermined lockup engagement pressure P1, the secondary pressure Psec is output as it is as the lockup pressure Plup. Further, the lockup relay valve 52 supplies the circulating pressure Pcir adjusted to a pressure lower than the secondary pressure Psec to the fluid transmission chamber 23a of the starting device 23 when the lockup solenoid pressure Pslu is not supplied from the lockup solenoid valve SLU. In addition, when the lockup solenoid pressure Pslu is supplied from the lockup solenoid valve SLU, the circulation pressure Pcir is supplied to the fluid transmission chamber 23a and the engagement side oil chamber 28a of the lockup clutch 28 is supplied from the lockup control valve 51. The lockup pressure Plup is supplied.

  As a result, when the lockup solenoid pressure Pslu is not generated by the lockup solenoid valve SLU, the hydraulic oil (lubricating pressure Pcir) is supplied from the lockup relay valve 52 into the fluid transmission chamber 23a, and the lockup piston 280 and the front cover are supplied. The hydraulic fluid flows into the oil passage formed between the hydraulic fluid 18 and the hydraulic fluid (lock-up pressure Plup) is not supplied into the engagement-side oil chamber 28a. It is released without executing. On the other hand, when the lock-up solenoid pressure Pslu generated by the lock-up solenoid valve SLU is supplied to the lock-up control valve 51 and the lock-up relay valve 52, hydraulic oil, that is, lubrication from the lock-up relay valve 52 into the fluid transmission chamber 23a. While the pressure Pcir is supplied, the lockup pressure Plup generated by the lockup control valve 51 is supplied from the lockup relay valve 52 to the engagement side oil chamber 28a of the lockup clutch 28. Therefore, when the lockup pressure Plup becomes higher than the lubrication pressure Pcir, the lockup piston 280 moves toward the front cover 18, the lockup solenoid pressure Pslu becomes equal to or higher than the lockup engagement pressure P1, and the lockup pressure Plup is increased. When the secondary pressure Psec is reached, the lockup clutch 28 is completely engaged and the lockup is completed.

  The plurality of linear solenoid valves, the lock-up solenoid valve SLU, other solenoid valves (not shown) (not shown) and the like included in the hydraulic control device 50 described above are controlled by the transmission ECU 21. As shown in FIG. 2, the shift ECU 21 includes a shift control module 210 and a lockup control module 211 in cooperation with hardware such as a CPU, ROM, and RAM, and software such as a control program installed in the ROM. Is constructed as a functional block.

  The shift control module 210 obtains a target shift stage corresponding to the accelerator opening Acc (or the throttle opening 13 of the throttle valve 13) and the vehicle speed V from a predetermined shift diagram (not shown), and from the current shift stage to the target shift stage. Corresponding to the engagement pressure command value to the linear solenoid valve corresponding to the clutch or brake engaged with the change to the gear and the clutch or brake released with the change from the current gear to the target gear Set the release pressure command value to the linear solenoid valve. Further, the shift control module 210 sets a holding pressure command value to the linear solenoid valve corresponding to the engaged clutch or brake during the change from the current shift speed to the target shift speed or after the formation of the target shift speed. .

  The lockup control module 211 sets a hydraulic pressure command value Up for the lockup solenoid valve SLU described above. The lock-up control module 211 sets a hydraulic pressure command value Up so that lock-up is executed by the lock-up clutch 28 when a predetermined lock-up condition is satisfied, and a lock-up solenoid from an auxiliary battery (not shown) is set. A drive circuit (not shown) is controlled so that a current corresponding to the hydraulic pressure command value Up is applied to the solenoid portion of the valve SLU. In addition, when a predetermined slip control execution condition is satisfied, the lockup control module 211 is configured so that the front cover 18 (engine 12) as an input member and the input shaft 31 of the automatic transmission 30 are engaged by half-engagement of the lockup clutch 28. The slip control is executed so that the difference in rotational speed ΔN (slip speed) matches the target slip speed u * corresponding to the state of the automobile 10. By executing such slip control at the time of lockup of the lockup clutch 28, the torque capacity of the lockup clutch 28 is gradually increased, and the occurrence of vibration due to torque fluctuation accompanying the lockup is well suppressed. be able to. Further, by executing slip control so as to cause the lockup clutch 28 to slip during acceleration or deceleration of the automobile 10, power transmission efficiency and fuel consumption of the engine 12 can be improved.

  Next, the slip control of the lockup clutch 28 in the automobile 10 will be described.

  FIG. 3 is a control block diagram illustrating a procedure for setting the hydraulic pressure command value Up by the lockup control module 211 of the transmission ECU 21. As shown in FIG. 3, when executing the slip control, the lockup control module 211 sets the feedforward term FF1 and the feedback term FB of the hydraulic pressure command value Up and, if necessary, the torque capacity of the lockup clutch 28. A correction term FFc including a delay compensation amount for compensating a response delay with respect to the hydraulic pressure command value Up is set, and the hydraulic pressure command value Up is corrected by the correction term FFc. In the present embodiment, the lock-up clutch 28 as a plant is regarded as a first-order lag element having a transfer function G (s) = 1 / Kc · (τ · s + 1), and the correction term FFc is It is set by the primary advance processing (transfer function G ′ (s) = Kc · (τ · s + 1)) based on the engine torque Te and the gain Kc transmitted from the engine ECU 14.

  In the primary advance processing, noise superimposed on a signal indicating the engine torque Te from the engine ECU 14 may be removed by a filter (low-pass filter). In this case, as a transfer function G ′ (s), the filter time constant is “τf”, and G ′ (s) = Kc · [τ · s / (τf · s + 1) +1] or G ′ (s) = Kc · (τ · s + 1) / (τf · s + 1) can be used. Needless to say, the lock-up clutch 28 as a plant may be regarded as other than a first-order lag element such as a second-order lag element, and the correction term FFc may be set by advance processing corresponding thereto. That is, the correction term FFc may be set by an n-order advance process when the lockup clutch 28 is regarded as an n-order delay element. Furthermore, a guard process using an upper limit value or a lower limit value may be applied to the correction term FFc.

  FIG. 4 is a flowchart showing an example of a slip control routine executed by the lockup control module 211. The slip control routine shown in the figure is repeatedly executed at predetermined intervals by the lockup control module 211 when, for example, a slip is generated in the lockup clutch 28 in a state where the accelerator pedal 91 is depressed by the driver of the automobile 10. Is. At the start of the slip control routine of FIG. 4, the lockup control module 211 (CPU) detects the accelerator opening Acc from the accelerator pedal position sensor 92, the engine torque Te from the engine ECU 14, the engine speed Ne, and the engine speed sensor. Input processing of data necessary for control such as the input rotational speed Nin from 33 is executed (step S100). Note that the engine torque (output torque) Te input in step S100 is not limited to that transmitted from the engine ECU 14 as long as it indicates the torque output from the engine 12. It may be an estimated value or a predicted value calculated based on the opening degree Acc.

  After the input process in step S100, the lockup control module 211 sets the target slip speed u * corresponding to the accelerator opening Acc and the engine speed Ne input in step S100 (step S110). In the present embodiment, the relationship between the accelerator opening Acc and the engine speed Ne and the target slip speed u * is determined in advance and stored in the ROM of the speed change ECU 21 as a target slip speed setting map (not shown). In step S110, the target slip speed u * corresponding to the given accelerator opening Acc and the rotational speed Ne is derived and set from the target slip speed setting map. The target slip speed u * may be set based on the opening degree THR and the rotational speed Ne of the throttle valve 13, and is set based on other parameters in addition to the accelerator opening degree Acc and the rotational speed Ne. Alternatively, it may be set based on parameters other than the accelerator opening Acc and the rotational speed Ne.

  After setting the target slip speed u * in step S110, the lockup control module 211 sets the feed forward term FF of the hydraulic pressure command value Up by multiplying the target slip speed u * by a predetermined feed forward gain Kff. In addition, the feedback term FB of the hydraulic pressure command value Up is set by multiplying the rotational speed difference ΔN obtained by subtracting the input rotational speed Nin from the rotational speed Ne input in step S100 by a predetermined feedback gain Kfb (step). S120). Next, the lockup control module 211 determines whether or not the torque request to the engine 12 has suddenly changed based on the accelerator opening Acc input in step S100 (step S130). In step S130 of the present embodiment, the absolute value of the difference between the accelerator opening Acc input in step S100 and the accelerator opening Acc (previous accelerator opening) input during the previous execution of this routine is a predetermined threshold value. Is exceeded, it is determined that the torque request to the engine 12 has suddenly changed. However, in step S130, it may be determined whether the torque request to the engine 12 has changed suddenly based on the throttle opening THR of the throttle valve 13 or the engine torque Te from the engine ECU 14.

  If it is determined in step S130 that the torque request to the engine 12 has suddenly changed, the lockup control module 211 sets the correction term FFc described above according to the following equation (1) (step S140). In Equation (1), “Kc” is a predetermined gain, “τ” is a time constant in the lock-up clutch 28 as a first-order lag element, and “dt” is the execution of the slip control routine. The previous Te ”is the engine torque Te input at the previous execution of this routine, and is stored in a RAM (not shown). Equation (1) is calculated by the primary advance processing as described above. The correction term FFc is derived on the basis of the engine torque Te from the ECU 14, and the correction term FFc obtained from the equation (1) is obtained when the lockup clutch 28 as a plant is regarded as a first-order lag element. Response delay of the torque capacity of the lockup clutch 28 to the hydraulic pressure command value Up, that is, the original torque corresponding to the hydraulic pressure command value Up Which indicate a deficiency of the actual torque capacity to the amount. In addition, shows the "Kc · τ · (Te- previous Te) / dt" is delayed compensation amount in the formula (1).

  FFc = Kc ・ (Te + τ ・ (Te-previous Te) / dt) = Kc ・ Te + Kc ・ τ ・ (Te-previous Te) / dt (1)

  On the other hand, when it is determined in step S130 that the torque request to the engine 12 has not changed suddenly, the lockup control module 211 sets the correction term FFc to a value obtained by removing the delay compensation amount from the equation (1), that is, a value. Set to Kc · Te (step S150). Note that the above-described guard process using the upper limit value and the lower limit value is performed on the correction term FFc set in steps S140 and S150 so that the error due to the correction using the correction term FFc does not increase. Also good.

  After generating the correction term FFc in step S140 or S150, the lockup control module 211 sets the sum of the feedforward term FF, the feedback term FB, and the correction term FFc to the hydraulic pressure command value Up (step S160). Thus, when the torque request to the engine 12 changes suddenly, the hydraulic pressure command value Up is corrected by the correction term FFc including the delay compensation amount set in step S140. Then, the lockup control module 211 controls a drive circuit (not shown) that sets a current to the solenoid portion of the lockup solenoid valve SLU based on the hydraulic pressure command value Up (step S170). Thereafter, when the next execution timing of this routine arrives, the lockup control module 211 executes the processing after step S100 again.

  As described above, the shift ECU 21 (lockup control module 211), which is the control device for the lockup clutch 28, sets the rotational speed difference ΔN between the engine 12 and the input shaft 31 of the automatic transmission 30 to the target slip speed u *. The slip control for matching is executed. Then, the shift ECU 21 is a correction term for compensating for a response delay with respect to the hydraulic pressure command value Up of the torque capacity of the lockup clutch 28 based on the engine torque (output torque) Te from the engine ECU 14 in step S100. The term FFc is set (step S140), and the hydraulic pressure command value Up is corrected by the correction term FFc (step S160). In this way, by correcting the hydraulic pressure command value Up by the correction term FFc for compensating the response delay of the torque capacity of the lockup clutch 28 to the hydraulic pressure command value Up, the torque capacity of the lockup clutch 28 is quickly adjusted to the target slip. The speed can be determined according to the speed u * and the torque output from the engine 12. Thereby, even if the torque output from the engine 12 fluctuates (changes suddenly) during the slip control, the rotational speed difference ΔN between the engine 12 and the input shaft 31 of the automatic transmission 30 due to the engine 12 blowing up or the like. Can be satisfactorily suppressed from changing (suddenly changing), so that the stability of slip control can be further improved.

  Further, in the above embodiment, the hydraulic pressure command value Up is corrected by the correction term FFc including the delay correction amount when the torque request to the engine 12 changes suddenly (steps S140 and S160). Accordingly, it is possible to suppress the correction of the hydraulic pressure command value Up more than necessary, and to reduce a control error or the like due to the correction of the hydraulic pressure command value Up by the correction term FFc.

  Furthermore, if the correction term FFc as the correction term is set by the n-order advance process when the lock-up clutch 28 is regarded as the n-order delay element as in the above embodiment, the correction term FFc is made more appropriate. It becomes possible.

  In the above embodiment, the feedforward term FF of the hydraulic pressure command value Up is set based on the target slip speed u *, and based on the rotational speed difference ΔN between the engine 12 and the input shaft 31 of the automatic transmission 30. The feedback term FB of the hydraulic pressure command value Up is set, and the hydraulic pressure command value Up is set from the feed forward term FF, the feedback term FB, and the correction term FFc (step S160). Thereby, it becomes possible to make it more appropriate than the hydraulic pressure command value Up.

  FIG. 5 is a control block diagram showing another procedure for setting the hydraulic pressure command value Up by the lockup control module 211 of the transmission ECU 21. When the hydraulic pressure command value Up is set as shown in FIG. 5 when the slip control is performed, the lockup control module 211 receives the engine torque Te from the engine ECU 14 and the input of the automatic transmission 30 via the lockup clutch 28. Based on the product value (Ie × dNin) of the inertia Ie of the member on the engine 12 side connected to the shaft 31 and the rotational acceleration dNin of the input shaft 31, and the correction term gain Kc, it responds to the rotational change of the input shaft 31. The correction term FFc is set so as to cause the engine 12 to change in rotation, and is set so as to compensate for the response delay of the torque capacity of the lockup clutch 28 to the hydraulic pressure command value Up as necessary. The inertia Ie includes inertia of a rotating element (crankshaft or the like) of the engine 12, inertia of elements arranged between the engine 12 and the torque converter (not shown) such as a drive plate and a front cover 18, and a pump of the torque converter. Obtained as the sum of the impeller 24 and inertia.

  Also in the example shown in FIG. 5, the lock-up clutch 28 as a plant is regarded as a first-order lag element having a transfer function G (s) = 1 / Kc · (τ · s + 1), and the correction term FFc is It is set by the primary advance processing (transfer function G ′ (s) = Kc · (τ · s + 1)) based on the engine torque Te from the engine ECU 14 and the product value (Ie × dNin), and the correction term FFc is necessary. Accordingly, the delay compensation amount (Kc · τ · s · Trq) is set. However, also in this case, the correction term FFc may be set by an n-order advance process when the lock-up clutch 28 as a plant is regarded as an n-order delay element. Further, as described above, noise superimposed on a signal indicating the engine torque Te from the engine ECU 14 may be removed by a filter (low-pass filter), and an upper limit value or a lower limit value is used for the correction term FFc. You may perform a guard process.

  FIG. 6 is a flowchart showing another example of the slip control routine executed by the lockup control module 211. The slip control routine shown in the figure is also repeatedly executed at predetermined intervals by the lockup control module 211 when the lockup clutch 28 is caused to slip when the accelerator pedal 91 is depressed by the driver of the automobile 10, for example. Is. At the start of the slip control routine of FIG. 6, the lockup control module 211 (CPU) detects the accelerator opening Acc from the accelerator pedal position sensor 92, the engine torque Te from the engine ECU 14, the rotational speed Ne of the engine 12, and the rotational speed sensor. Input processing of data necessary for control such as the input rotation speed Nin from 33 and the oil temperature Toil from the oil temperature sensor 55 is executed (step S200).

After the input process in step S200, the lockup control module 211 sets the target slip speed u * in the same manner as in step S110 in FIG. 4 (step S210), and in the same way as in step S120 in FIG. FF and feedback term FB are set (step S220). In step S220, a reaction torque Tc (= C _T · Ne ²⁾ acting as a reaction force from the input shaft 31, that is, the turbine runner 25 side of the torque converter, with respect to the torque from the engine 12 when the slip control is executed. However, it is preferable to set the feedforward term FF in consideration of “C _T ” is a capacity coefficient of the torque converter. Next, the lockup control module 211 determines whether or not the torque request to the engine 12 has changed suddenly in the same manner as in step S130 of FIG. 4 (step S230).

  When it is determined in step S230 that the torque request to the engine 12 has suddenly changed, the lockup control module 211 has set in step S200 the engine torque Te, the input rotation speed Nin, the oil temperature Toil, and the step S210. Based on the target slip speed u *, a correction term gain Kc used for setting the correction term FFc is set (step S240). When the slip control routine of FIG. 6 is employed, the relationship between the engine torque Te, the input rotational speed Nin, the oil temperature Toil, the target slip speed u *, and the correction term gain Kc is determined in advance, and a correction term gain (not shown). The setting map is stored in the ROM of the transmission ECU 21. In step S240, values corresponding to the given engine torque Te, input rotational speed Nin, oil temperature Toil, and target slip speed u * are derived from the correction term gain setting map and set as the correction term gain Kc. .

  After setting the correction term gain Kc, the lockup control module 211 subtracts the input rotational speed (previous Nin) input in step S200 during the previous execution of this routine from the input rotational speed Nin input in step S200. Is divided by the execution cycle dt of this routine to calculate the rotational acceleration dNin of the input shaft 31 (step S250). Further, the lock-up control module 211 calculates a product value of the rotational acceleration dNin of the input shaft 31 calculated in step S250 and the inertia Ie which is a predetermined constant from the engine torque Te input in step S100. By subtracting, the required torque capacity Trq is calculated (step S260). Here, the product value (Ie × dNin) indicates the torque required to change the rotational speed Ne of the engine 12 in accordance with the rotational change of the input shaft 31. Therefore, the required torque capacity Trq obtained by subtracting the product value (Ie × dNin) from the engine torque Te causes the rotation change of the engine 12 according to the rotation change of the input shaft 31 to the lockup clutch 28. Shows the required torque capacity.

  Subsequently, the lockup control module 211 sets the correction term FFc according to the following equation (2) (step S270). However, in the expression (2), “previous Trq” is the required torque capacity Trq set in step S260 at the previous execution of this routine, and is stored in a RAM (not shown). Equation (2) is obtained by performing the primary advance processing as described above, based on the required torque capacity Trq, that is, the engine torque Te, the product value (Ie × dNin), and the correction term gain Kc. The correction term FFc is derived so as to cause twelve rotational changes. The correction term FFc obtained from the equation (2) is also a response delay with respect to the hydraulic pressure command value Up of the torque capacity of the lockup clutch 28 when the lockup clutch 28 as a plant is regarded as a primary delay element, that is, the hydraulic pressure. The shortage of the actual torque capacity with respect to the original torque capacity corresponding to the command value Up is shown. Further, “Kc · τ · (Trq−previous Trq) / dt” in the equation (2) represents the delay compensation amount.

  FFc = Kc ・ (Trq + τ ・ (Trq-previous Trq) / dt) = Kc ・ Trq + Kc ・ τ ・ (Trq-previous Trq) / dt (2)

  On the other hand, if it is determined in step S230 that the torque request to the engine 12 has not changed suddenly, the lockup control module 211 sets the correction term FFc to a value obtained by removing the delay compensation amount from the equation (2), that is, a value. Set to Kc · Trq (step S280). Note that the above-described guard process using the upper limit value and the lower limit value is performed on the correction term FFc set in steps S270 and S280 so that the error due to the correction using the correction term FFc does not increase. Also good.

  After generating the correction term FFc in step S270 or S280, the lockup control module 211 sets the sum of the feedforward term FF, the feedback term FB, and the correction term FFc to the hydraulic pressure command value Up (step S290). Thus, when the torque request to the engine 12 changes suddenly, the hydraulic pressure command value Up is corrected by the correction term FFc including the delay compensation amount set in step S270. Then, the lockup control module 211 controls a drive circuit (not shown) that sets a current to the solenoid portion of the lockup solenoid valve SLU based on the hydraulic pressure command value Up (step S300). Thereafter, when the next execution timing of this routine arrives, the lockup control module 211 executes the processing after step S100 again.

  According to the slip control routine of FIG. 6 as described above, the correction term FFc as the correction term is set based on the correction term gain Kc, the engine torque Te, and the product value (Ie × dNin) (step S270, S280), the correction term gain Kc is changed according to the engine torque Te, the input rotational speed Nin, the oil temperature Toil, and the target slip speed u *. As a result, the correction term FFc for compensating the response delay of the torque capacity of the lockup clutch 28 to the hydraulic pressure command value Up can be set more appropriately. When the correction term gain Kc is set in step S240 in FIG. 6, the rotational speed difference ΔN (actual slip speed) is used as an argument instead of the target slip speed u *, or instead of the input rotational speed Nin. The engine speed Ne of the engine 12 may be used as an argument. In step S240 of FIG. 6, the correction term gain Kc is based on at least one of the engine torque Te, the input rotational speed Nin or rotational speed Ne, the oil temperature Toil, and the target slip speed u * or the rotational speed difference ΔN. May be set, and it is not always necessary to use all of these parameters as arguments. Further, in step S140 of the slip control routine of FIG. 4, it is set based on at least one of the input rotational speed Nin or rotational speed Ne, the oil temperature Toil, and the target slip speed u * or the rotational speed difference ΔN. The correction term FFc may be set using the correction term gain Kc.

  Further, according to the slip control routine of FIG. 6, the engine torque Te from the engine ECU 14, the inertia Ie of the motor side member connected to the input shaft 31 via the lockup clutch 28, and the rotational acceleration dNin of the input shaft 31. Based on the product value (Ie × dNin), the correction term FFc is set so as to cause a change in the rotation of the engine 12 according to the change in the rotation of the input shaft 31 (steps S240 to S280). Thus, the hydraulic pressure command value Up, that is, the torque capacity of the lockup clutch 28 can be set so that the rotational speed Ne of the engine 12 changes according to the rotational change of the input shaft 31 when the input rotational speed Nin changes. Therefore, when the input rotational speed Nin changes, the rotational speed difference ΔN between the engine 12 and the input shaft 31 of the automatic transmission 30 can be satisfactorily followed by the target slip speed u *.

  Here, the correspondence between the main elements in the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the lockup control module 211 of the transmission ECU 21 that executes the process of step S100 in FIG. 4 corresponds to “output torque acquisition means”, and steps S130 to S150 in FIG. 4 and steps S230 to S230 in FIG. The lockup control module 211 of the transmission ECU 21 that executes the process of S280 and generates the correction term FFc corresponds to the “correction term generation means”, and performs the processes of steps S110 and S120 in FIG. 4 and steps S210 and S220 in FIG. The lockup control module 211 of the transmission ECU 21 that executes and sets the feedforward term FF and the feedback term FB of the hydraulic pressure command value Up corresponds to “feedforward term setting means” and “feedback term setting means”.

  However, the correspondence between the main elements in the above embodiment and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since it is an example for concretely explaining the form for carrying out the invention, the element of the invention indicated in the column of the means for solving a subject is not limited. That is, the embodiment is merely a specific example of the invention described in the means for solving the problem, and the interpretation of the invention described in the means for solving the problem is It should be done based on the description.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made without departing from the scope of the present invention. Absent.

  The present invention can be used in the manufacturing industry of a starting clutch such as a lock-up clutch.

  DESCRIPTION OF SYMBOLS 10 Automobile, 12 Engine, 13 Throttle valve, 14 Engine electronic control unit (engine ECU), 15 Brake electronic control unit (brake ECU), 16 Crankshaft, 18 Front cover, 20 Power transmission device, 21 Electronic control for shifting Unit (transmission ECU), 22 transmission case, 23 starter, 23a fluid transmission chamber, 24 pump impeller, 25 turbine runner, 26 stator, 26c one-way clutch, 27 damper mechanism, 28 lock-up clutch, 28a engagement side oil chamber, 280 Lock-up piston, 281 Friction engagement plate, 285 Flange member, 30 Automatic transmission, 31 Input shaft, 33 Speed sensor, 50 Hydraulic control device, 51 Lock-up control valve, 52 Rock-up relay valve, 55 oil temperature sensor, 91 accelerator pedal, 92 accelerator pedal position sensor, 93 brake pedal, 94 master cylinder pressure sensor, 95 shift lever, 96 shift range sensor, 99 vehicle speed sensor, 210 shift control module, 211 lock Up control module, SLU lockup solenoid valve.

Claims (8)

A hydraulic pressure command value for the hydraulic start clutch is set so that the rotational speed difference between the vehicle prime mover and the input shaft of the transmission matches the target slip speed according to the state of the vehicle, and based on the hydraulic pressure command value In the starting clutch control device for controlling the hydraulic starting clutch,
Output torque acquisition means for acquiring the output torque of the prime mover;
Correction term setting means for setting a correction term for compensating a response delay of the torque capacity of the hydraulic start clutch to the hydraulic pressure command value based on the output torque acquired by the output torque acquisition means;
With
The starting clutch control device, wherein the hydraulic pressure command value is corrected by the correction term. The starting clutch control device according to claim 1,
The correction term setting means sets the correction term based on the output torque and gain, the output torque, the rotational speed of the input shaft or the prime mover, the temperature of hydraulic oil to the hydraulic start clutch, And a starting clutch control device that changes the gain according to at least one of the target slip speed and the rotational speed difference. In the starting clutch control device according to claim 1 or 2,
The start-up clutch control device, wherein the correction term setting means sets the correction term so as to cause a rotation change of the prime mover in accordance with a rotation change of the input shaft. The starting clutch control device according to claim 3,
The correction term setting means includes the output torque acquired by the output torque acquisition means, inertia of the member on the prime mover connected to the input shaft via the hydraulic start clutch, and rotational acceleration of the input shaft. And the correction term is set based on the product value of the starting clutch. The starting clutch control device according to any one of claims 1 to 4,
The starting clutch control device is characterized in that the hydraulic pressure command value is corrected by the correction term when a torque request to the prime mover suddenly changes. In the starting clutch control device according to any one of claims 1 to 5,
The start-up clutch control device is characterized in that the correction term setting means sets the correction term by n-order advance processing when the hydraulic start clutch is regarded as an n-order delay element. The starting clutch control device according to any one of claims 1 to 6,
A feedforward term setting means for setting a feedforward term of a hydraulic pressure command value to the hydraulic start clutch based on the target slip speed;
Feedback term setting means for setting a feedback term of the hydraulic pressure command value based on the rotational speed difference;
Further comprising
The starting clutch control device is characterized in that the hydraulic pressure command value is set from the feedforward term, the feedback term and the correction term. A hydraulic pressure command value for the hydraulic start clutch is set so that the rotational speed difference between the vehicle prime mover and the input shaft of the transmission matches the target slip speed according to the state of the vehicle, and based on the hydraulic pressure command value In the starting clutch control method for controlling the hydraulic starting clutch,
(A) obtaining an output torque of the prime mover;
(B) setting a correction term for compensating a response delay with respect to the hydraulic pressure command value of the torque capacity of the hydraulic start clutch based on the output torque acquired in step (a);
And the hydraulic pressure command value is corrected by the correction term.

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