JP2017116056A - Clutch control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To optimize a direct-coupled state by a lock-up clutch corresponding to the situation.SOLUTION: A clutch control device for vehicle includes: a torque converter 6 interposed between an input shaft in which output from a motor of a vehicle is inputted and an output shaft to an automatic transmission; a lock-up clutch 7 provided at the torque converter and for performing direct coupling and release between the input shaft and the output shaft; and a control part 20 for controlling an operation of the direct coupling and release of the lock-up clutch. The control part 20 controls so that a release condition for releasing the direct-coupled state of the lock-up clutch 7 is changed according to a travelling condition of the vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a clutch control device for a vehicle provided with a lockup clutch.

  Between the input shaft to which the output from the motor of the vehicle is input and the output shaft to the automatic transmission, there is a torque converter having a lockup clutch that directly connects and releases the input shaft side and the output shaft side. It is intervened. The lockup clutch is directly connected and released by controlling the hydraulic pressure. As a lock-up clutch control, it is known that when the vehicle is being braked and the accelerator pedal is depressed, the lock-up clutch is forcibly released to release the locked state (directly connected state). (For example, Patent Document 1).

Japanese Patent No. 3698113

Controlling the lock-up clutch and connecting the input shaft side and output shaft side directly allows the engine's driving force to be efficiently transmitted from the automatic transmission to the wheels, so it is as long as possible to prevent energy loss, that is, wide It is preferable to be in a direct connection state in the operation region. However, if the engine side and the automatic transmission (transmission) side cannot be rotationally synchronized, that is, under the condition where the turbine rotational speed is lower than the idle rotational speed of the engine, the engine stall may be caused unless the direct connection state is released. In particular, when the rotational speed of the tire is suddenly decelerated due to braking, it is necessary to cancel the direct connection state in consideration of a control delay, and optimization thereof is desired.
An object of the present invention is to optimize the direct connection state by a lock-up clutch according to the situation.

  A clutch control device according to the present invention is provided in a torque converter interposed between an input shaft to which an output from a motor of a vehicle is input and an output shaft to an automatic transmission, and the torque converter, It has a lockup clutch that directly connects and releases the input shaft side and output shaft side, and a control unit that controls the operation of the direct connection and release of the lockup clutch. Is changed according to the traveling state of the vehicle.

  According to the present invention, the release condition for releasing the direct connection state of the lockup clutch is controlled by the control unit that controls the direct connection and release operation of the lockup clutch that performs direct connection and release between the input shaft side and the output shaft side. Therefore, it is possible to optimize the direct connection state by the lock-up clutch.

The figure which shows schematic structure of the vehicle provided with the clutch control apparatus which concerns on embodiment of this invention. The block diagram which shows one structure of the clutch control apparatus which concerns on this invention. It is a figure which shows an example of the direct connection area | region of a lockup clutch, a non-direct connection area | region, and a slip area | region, (a) is a figure which shows the state before release condition change, (b) is a figure which shows the state after release condition change. The flowchart explaining 1st Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 2nd Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 3rd Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 4th Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 5th Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 6th Embodiment of the clutch control apparatus which concerns on this invention. The flowchart explaining 7th Embodiment of the clutch control apparatus which concerns on this invention.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. In each embodiment, the same member or a member having the same function is denoted by the same reference numeral, and redundant description is appropriately omitted. In consideration of the visibility of the drawings, the constituent elements may be partially omitted or described.
First, a schematic configuration of the vehicle 1 including the clutch control device 30 according to the present invention will be described. As shown in FIG. 1, the vehicle 1 includes an engine 2 as a prime mover, an automatic transmission (for example, CVT (Continuously Variable Transmission)) 4, and a torque converter 6 disposed between the engine 2 and the automatic transmission 4. I have. The torque converter 6 is interposed between the input shaft 3 to which the output from the engine 2 is input and the output shaft 5 to the automatic transmission 4. The automatic transmission 4 receives the driving force of the engine 2 via the torque converter 6, shifts the input rotation at gear ratios corresponding to a plurality of gear ratios included in the automatic transmission 4, and It is transmitted as a driving force to the wheel 9 through the connected drive shaft 8.

  The torque converter 6 includes a lock-up clutch 7 that is a friction clutch. The lockup clutch 7 is provided with a torque converter 6 and can rotate integrally with a pump impeller 6A that can rotate integrally with an input shaft 3 to which rotation of the engine 2 is transmitted, and an output shaft 5 toward the automatic transmission 4. It arrange | positions between the turbine runners 6B. In the torque converter 6, when the vehicle speed V, which is the speed of the vehicle 1, reaches a predetermined speed V 1 that is a predetermined value, the lockup clutch 7 is pressed against the turbine runner 6 B using hydraulic pressure to increase the frictional force, thereby driving the engine 2. Is directly transmitted to the output shaft 5 via the lock-up clutch 7. For this reason, the engine 2 side and the automatic transmission 4 side are directly connected without passing through the torque converter oil, which is a fluid, and there is no transmission loss through the torque converter oil, and an improvement in fuel consumption can be expected. The operation of the lockup clutch 7 is performed by controlling the operation of a lockup solenoid 10 provided in the torque converter 6. In this embodiment, the lockup solenoid 10 sets the torque converter 6 to the converter state by releasing the lockup clutch 7 (releasing the lock state) when the drive duty D is 0%, and the torque converter 6 when the drive duty D is 100%. 6 is brought into a lock-up state by the direct connection of the lock-up clutch 7.

In the present embodiment, the state in which the lockup clutch 7 rotates integrally with the turbine runner 6B side is referred to as a directly connected state, and the state in which the lockup clutch 7 is separated from the turbine runner 6B is referred to as a released state. That is, the lock-up clutch 7 performs direct coupling and release between the input shaft 3 side and the output shaft 5 side.
In the present embodiment, the state in which the drive duty D is about 50%, for example, and the lockup clutch 7 rotates integrally with the turbine runner 6B that is in an intermediate state between the directly connected state and the released state is referred to as a slip state. To do. Note that the drive duty D of the lockup solenoid 10 in which the lockup clutch 7 is in the slip state varies depending on the viscosity of the oil in the automatic transmission 6 and the like, and thus is not limited to the ratio of the drive duty D. .

  The vehicle 1 includes a brake device 13 as a braking unit that applies a braking force to the wheels 9, an antilock braking system 40, and an automatic brake device 50. An accelerator pedal 11 that controls the vehicle speed V of the vehicle 1 and a brake pedal 12 that operates the brake device 13 are disposed at the foot of the driver's seat of the vehicle 1. The operation of the accelerator pedal 11 is detected by the accelerator operation detection unit 25, and the operation of the brake pedal 12 is detected by the brake operation detection unit 26. When the accelerator pedal 11 is operated, the accelerator operation detection unit 25 detects and outputs an accelerator operation signal S. When the brake pedal 12 is operated, the brake operation detection unit 26 detects and the brake operation signal B is output. The The brake device 13 is operated by depressing the brake pedal 12 to pressurize the hydraulic oil of the hydraulic pressure generating device 131 to generate hydraulic pressure, thereby generating a braking force by sandwiching a disk that rotates integrally with the wheel 9 with a brake pad. It is well known.

The antilock braking system (hereinafter referred to as “ABS”) 40 includes an antilock braking system control unit (hereinafter referred to as “ABS control unit”) 41. The ABS control unit 41 reduces the hydraulic pressure of the hydraulic pressure generator 131 when the wheel 9 is locked while the brake pedal 12 is depressed and the brake device 13 is braking, and the hydraulic pressure is released when the locked state of the wheel 9 is released. This is a well-known device that controls the braking force (locked state) of the wheel 9 by repeatedly increasing the hydraulic pressure of the generator 131 during braking. The ABS control unit 41 includes an antilock detection unit 24 that detects the state of the ABS 40 and outputs an antilock operation signal (ABSP) when the ABS 40 operates.
The automatic brake device 50 automatically applies a braking force to the wheels 9 according to the front situation of the vehicle 1. The automatic brake device 50 includes a brake device 13, a front situation detection unit 51 that detects the front situation of the vehicle 1, and a control unit 20 that controls the operation of the brake device 13. The forward situation detection unit 51 includes a transmission unit that emits detection waves and detection light such as millimeter wave radar and infrared rays, and a reception unit that receives the detection waves and detection light. The forward situation detection unit 51 detects a vehicle, an obstacle, a pedestrian, and the like located in front of the vehicle based on information received by the reception unit, and outputs an operation signal (AP) of the automatic brake device 50 when detected. It is configured. When there is an operation signal (AP) output from the forward situation detection unit 51, the control unit 20 operates the brake device 13 to control the wheel 9 to apply a strong braking force. The strong braking force referred to here is, for example, a braking force equivalent to a sudden braking in which the brake pedal 12 is fully depressed.

The vehicle 1 having such a configuration includes a clutch control device 30 that controls the operation of the lockup clutch 7. FIG. 2 is a block diagram illustrating a schematic configuration of the clutch control device 30. The clutch control device 30 includes a torque converter 6, a lockup clutch 7 provided in the torque converter, and a control unit 20 that performs direct coupling and release operations of the lockup clutch 7 by controlling the lockup solenoid 10. .
The control unit 20 is a computer including a CPU, a ROM, and a RAM, and controls the release condition for releasing the direct connection state of the lockup clutch 7 so as to change according to the traveling state of the vehicle 1. In the present embodiment, the control unit 20 also has a function of controlling the operation of the brake device 13.

In the present embodiment, the release condition for releasing the directly connected state of the lockup clutch 7 is a release speed V0 that is preset speed information. The ROM of the control unit 20 stores, as map data (lockup diagram), a direct connection region in which the lockup clutch 7 shown in FIG. 3A is in a direct connection state and a non-direct connection region in a release state. . In this map data, each region is set in association with the release speed V0 based on the vehicle speed V, the engine speed Ne, and the gear ratio of the automatic transmission 4. Note that the rotational speed of the turbine runner 6B may be detected and used instead of the engine rotational speed Ne, or the turbine rotational speed may be controlled instead of the vehicle speed V. The lock-up diagram is not limited to FIG. 3A, and various other methods such as a method for setting a direct connection / non-direct connection state by a map of each region based on the detected values of the vehicle speed V and the accelerator opening S are used. It may be used. The turbine runner 6B and the turbine rotational speed may be detected by the turbine rotational speed detector 29 shown in FIG.
In the present embodiment, the change of the release condition by the control unit 20 is a situation in which the engine side and the transmission side may immediately fall into an operating condition where the rotation cannot be synchronized, that is, the vehicle (wheel 9) may stop immediately. In a situation where the release speed V0 is increased from the current release speed V0, or the direction in which the turbine speed is controlled to increase the turbine speed, that is, the rotation speed of the engine 2 is prevented from decreasing. The engine speed Ne is detected and output by the engine speed detector 27, and the gear ratio of the automatic transmission 4 is detected by the gear detector 28. The shift detection means 28 is an inhibitor switch that detects the position of the shift lever that is operated when performing a shift operation, and outputs shift information C.

As shown in FIG. 2, the clutch control device 30 includes a hydraulic pressure detection means 21 that detects and outputs the hydraulic pressure P of the hydraulic fluid of the brake device 13, and an acceleration sensor that detects and outputs the deceleration G of the vehicle 1. Speed detection means 22, vehicle speed detection means 23 for detecting and outputting vehicle speed V, antilock detection section 24, accelerator operation detection section 25, brake operation detection section 26, engine speed detection means 27, shift detection means 28, turbine rotation The number detection unit 29, the front situation detection unit 51, and the like are provided as detection units for detecting the situation of the vehicle 1. Each of these detection units is connected to the input side of the control unit 20 via a signal line. The brake device 13 and the lockup solenoid 10 are connected to the output side of the control unit 20 as control targets. In the present embodiment, the brake device 13 is controlled by the control unit 20, but a brake control unit may be provided separately from the control unit 20 to control the brake device 13.
The clutch control device 30 shown in FIG. 2 is commonly used in the first to seventh embodiments described below, and the configuration according to each embodiment is described collectively. Is changed in accordance with the traveling state information used in each embodiment, and is not limited to the form shown in FIG.
In the present embodiment, a predetermined speed V1, a predetermined deceleration G1, a predetermined hydraulic pressure P1, and a predetermined change rate ΔP1 as predetermined values used in each embodiment are stored and set in the ROM of the control unit 20 in advance. In the ROM of the control unit 20, the duty D of the lockup solenoid 10 is stored and set in advance. These predetermined values and duty D can be appropriately changed by performing an update operation on the ROM.

(First embodiment)
In the first embodiment, the release of the lockup clutch 7 is controlled by reflecting the brake operation, which is the intention of the driver who is an occupant.
In the clutch control device 30 according to the present embodiment, the traveling state information is the oil pressure change rate ΔP of the previous value Pa and the current value Pb of the oil pressure P detected by the oil pressure detecting means 21, and according to the oil pressure change rate ΔP. The release speed V0 is changed to adjust the direct connection release timing of the lockup clutch 7.
FIG. 4 is a flowchart showing a flow of control executed in the first embodiment. Hereinafter, the control content in 1st Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started.
The control unit 20 reads the detection value from each detection unit in step ST1 of FIG. Here, as an example, the engine speed Ne, the vehicle speed V, the gear ratio C, the hydraulic pressure P of the brake device 13, and the accelerator operation signal P are read.
In step ST2, the control unit 20 selects the region of the lockup clutch 7 from the map shown in FIG. 3A based on the engine speed Ne, the transmission gear ratio C, and the vehicle speed V. The control unit 20 selects the region in step ST3. The duty D of the lockup solenoid 10 is selected so as to be in the region. In step ST4, the control unit 20 operates the lock-up solenoid 10 to bring the lock-up clutch 7 into any one of a directly connected state, a released state, and a slip state. This region is a direct connection region, and the lockup clutch 7 is in a direct connection state.

In step ST5, the control unit 20 calculates a hydraulic pressure change rate ΔP by calculating a difference between the previous value Pa and the current value Pb of the brake device 13, and in step ST6, compares the hydraulic pressure change rate ΔP with a predetermined value ΔP1. If the hydraulic pressure change rate ΔP does not exceed the predetermined value ΔP1 (ΔP <ΔP1), the control unit 20 does not change the release speed of the lockup clutch 7, and in step ST7, the lockup clutch release condition It is determined whether or not. For example, when the state of the vehicle 1 becomes the non-directly connected region shown in FIG. 3A from the engine speed Ne, the vehicle speed V, the gear ratio C, etc., it is assumed that the release condition is the cancellation condition, and the process proceeds to step ST8. Then, the lock-up clutch 7 is released. Here, the duty D of the lockup solenoid 10 is set to 0, and the direct connection state by the lockup clutch 7 is released.
If the release condition of the lockup clutch 7 is not satisfied in step ST7, the control unit 20 returns to step ST1 during the next control cycle while maintaining the direct connection state.

  When the hydraulic pressure change rate ΔP exceeds the predetermined change rate ΔP1 (ΔP> ΔP1) in step ST6, the control unit 20 increases the amount of depression of the brake pedal 12 and increases the braking force. move on. In step ST9, as shown in FIG. 3B, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0, and returns to step ST1 in the next control cycle.

  Thus, in the present embodiment, when the hydraulic pressure change rate ΔP of the brake device 13 exceeds the predetermined change rate ΔP1, it is assumed that the wheel 9 suddenly decelerates due to the brake hydraulic pressure change rate, and the current release speed Since the control is performed so as to move to the release speed V01 higher than V0, the direct connection state can be released from an early stage. That is, since the release speed V0 is changed according to the traveling state of the vehicle 1, even if the control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. For this reason, the timing of releasing the lock-up clutch 7 is advanced in advance in a situation where the wheel 9 is likely to decelerate rapidly, so that it is possible to reduce the energy loss by expanding the direct connection region while avoiding the engine stall, thereby reducing fuel consumption. it can.

(Second Embodiment)
In the second embodiment, the release of the lock-up clutch 7 is controlled by reflecting the brake operation, which is the intention of the driver who is an occupant. In the clutch control device 30 according to the present embodiment, the traveling state information is the oil pressure P detected by the oil pressure detecting means 21, and the release speed V0 is changed in accordance with the oil pressure P to release the direct connection release time of the lockup clutch 7. Is to adjust.
FIG. 5 is a flowchart showing a flow of control executed in the second embodiment. Hereinafter, the control content in 2nd Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST11 to ST14 and steps ST17 and ST18 are the same as the processing contents of steps ST1 to ST4 and steps ST8 and ST9 shown in FIG. .

  In FIG. 5, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is directly connected in step ST <b> 14, and then compares the hydraulic pressure P with the predetermined hydraulic pressure P <b> 1 in step ST <b> 15. When the hydraulic pressure P exceeds the predetermined hydraulic pressure P1 (P> ΔP), the control unit 20 proceeds to step ST18 because the amount of depression of the brake pedal 12 increases and the braking force increases. In step ST18, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0 as shown in FIG. 3B, and returns to step ST11 in the next control cycle.

  Thus, in this embodiment, when the hydraulic pressure P of the brake device 13 exceeds the predetermined hydraulic pressure P1, the wheel 9 accompanying the height of the hydraulic pressure assumes a sudden deceleration and is higher than the current release speed V0. Since the control is performed so as to move to the release speed V01, the direct connection state can be released from an early stage. That is, since the release speed V0 is changed according to the traveling state of the vehicle 1, even if the control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. For this reason, the timing of releasing the lock-up clutch 7 is advanced in advance in a situation where the wheel 9 is likely to decelerate suddenly, thereby avoiding the engine stall and expanding the direct connection region to reduce energy loss, thereby reducing fuel consumption. .

(Third embodiment)
In the third embodiment, the release of the lockup clutch 7 is controlled by reflecting a sudden situation with respect to the vehicle 1. In the clutch control device 30 according to the present embodiment, the automatic braking of the automatic braking device 50 that applies the hydraulic oil to apply braking force to the wheels 9 by pressurizing the hydraulic oil according to the surrounding situation during traveling such as the front situation of the vehicle 1. The operation signal AP is used, and the release speed V0 is changed based on the automatic brake operation signal AP to adjust the release timing of the lockup clutch 7 directly.
FIG. 6 is a flowchart showing the flow of control executed in the third embodiment. Hereinafter, the control content in 3rd Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST21 to ST24 and steps ST27 and ST28 are basically the same as the processing contents of steps ST1 to ST4 and steps ST8 and ST9 shown in FIG. Omitted.

In FIG. 6, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is directly connected in step ST24. Then, in step ST25, the control unit 20 outputs an automatic brake operation signal AP. It is determined whether or not the operation signal AP is detected. When the automatic brake operation signal AP is not output, the control unit 20 proceeds to step ST26 to determine whether there is a release condition for the lockup clutch 7, and if there is a release condition, proceeds to step ST27 to lock up. When the clutch release process is executed and there is no release condition, the process returns to step ST21 in the next control cycle.
On the other hand, when there is an automatic brake operation signal AP in step ST25, the control unit 20 proceeds to step ST28 because the automatic brake device 50 is operated and an unexpected sudden and strong braking force is generated. In step ST28, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0 as shown in FIG. 3B, and returns to step ST21 in the next control cycle.

  Thus, in this embodiment, when the automatic brake device 50 is operated, it is assumed that the vehicle 9 suddenly decelerates due to the automatic brake and moves to the release speed V01 higher than the current release speed V0. Since the control is performed, the direct connection state can be released at an early stage with respect to the breakthrough deceleration. That is, since the release speed V0 is changed according to the traveling state of the vehicle 1, even if the control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. For this reason, the timing of releasing the lock-up clutch 7 is advanced in advance in a situation where the wheel 9 is likely to decelerate suddenly, thereby avoiding the engine stall and expanding the direct connection region to reduce energy loss, thereby reducing fuel consumption. .

(Fourth embodiment)
In the fourth embodiment, the release of the lockup clutch 7 is controlled by reflecting the situation of the vehicle 1. In the clutch control device 30 according to the present embodiment, the traveling state information is the deceleration G of the vehicle 1, and the release speed V0 is changed in accordance with the deceleration G to adjust the direct connection release timing of the lockup clutch 7. Is.
FIG. 7 is a flowchart showing the flow of control executed in the fourth embodiment. Hereinafter, the control content in 4th Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST31 to ST34 and steps ST37 and ST38 are basically the same as the processing contents of steps ST1 to ST4 and steps ST8 and ST9 shown in FIG. Omitted.

  In FIG. 7, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is directly connected in step ST <b> 34, and then in step ST <b> 35, the deceleration G detected by the deceleration detection means 22 and a predetermined value. The deceleration G1 is compared. When the deceleration G exceeds the predetermined deceleration G1 (G> G1), the control unit 20 increases the amount of depression of the brake pedal 12 to increase the braking force and increase the deceleration G. Is turned off, or it is determined that the deceleration G has increased due to sudden deceleration due to the shift operation, and the process proceeds to step ST38. In step ST38, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0 as shown in FIG. 3B, and returns to step ST31 in the next control cycle.

  Thus, in the present embodiment, when the deceleration G of the vehicle 1 exceeds the predetermined deceleration G1 (G> G1), it is assumed that the wheel 9 suddenly decelerates due to the wheel speed change rate, and the current Since the control is performed so as to move to the release speed V01 higher than the release speed V0, the direct connection state can be released from an early stage. That is, since the release speed V0 is changed according to the traveling state of the vehicle 1, even if the control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. For this reason, the timing of releasing the lock-up clutch 7 is advanced in advance in a situation where the wheel 9 is likely to decelerate suddenly, thereby avoiding the engine stall and expanding the direct connection region to reduce energy loss, thereby reducing fuel consumption. .

(Fifth embodiment)
In the fifth embodiment, release of the lockup clutch 7 is controlled by reflecting the traveling state of the vehicle 1. In the clutch control device 30 according to the present embodiment, the travel state information is an antilock operation signal (ABSP) indicating the operation state of the ABS 40 from the antilock detection unit 24 of the ABS control unit 41, and this antilock operation signal (ABSP) In accordance with (ABSP), the direct connection state by the lockup clutch 7 is released.
FIG. 8 is a flowchart showing the flow of control executed in the fifth embodiment. Hereinafter, the control content in 6th Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST41 to ST44 are basically the same as the processing contents of steps ST1 to ST4 shown in FIG.

8, in step ST44, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is in a directly connected state, and then in step ST45, there is an antilock operation signal (ABSP). It is determined whether or not a lock operation signal (ABSP) is detected. When there is no anti-lock operation signal (ABSP), the control unit 20 proceeds to step ST46 and determines whether there is a release condition for the lock-up clutch 7. If there is a release condition, the control unit 20 proceeds to step ST47 and executes a lockup clutch release process as in step ST8 of FIG. 4. If there is no release condition, the control unit 20 performs step ST41 in the next control cycle. Return to.
When there is an anti-lock operation signal (ABSP) in step ST45, the control unit 20 generates a lock state on the wheel 9, and proceeds to step ST47 in order to immediately release the lock-up clutch 7 in connection with the ABS operation. move on. Then, the control unit 20 sets the duty D of the lock-up solenoid 10 to 0 to release the lock-up clutch 7, releases the direct connection of the lock-up clutch 7, and returns to step ST41 in the next control cycle.

  As described above, in the present embodiment, when the ABS 40 is operated, the direct connection state is immediately released, so that the direct connection region can be expanded while avoiding the engine stall to reduce the energy loss, and the fuel consumption can be reduced. . That is, it is possible to optimize the direct connection state by the lock-up clutch 7 according to the situation.

(Sixth embodiment)
In the sixth embodiment, release of the lockup clutch 7 is controlled by reflecting the traveling state of the vehicle 1. In the clutch control device 30 according to the present embodiment, the travel state information is the accelerator operation signal S from the accelerator operation detection unit 25, and the direct connection state by the lockup clutch 7 is released based on the accelerator operation signal S. is there.
FIG. 9 is a flowchart showing the flow of control executed in the sixth embodiment. Hereinafter, the control content in 6th Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST51 to ST54 and steps ST57 and ST58 are basically the same as the processing contents of steps ST1 to ST4 and steps ST8 and ST9 shown in FIG. Omitted.

In FIG. 9, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is directly connected in step ST54, and then in step ST55, the control unit 20 determines whether there is an accelerator operation signal S, that is, the accelerator operation signal S. Whether or not is detected is determined. When there is an accelerator operation signal S, the control unit 20 proceeds to step ST56 and determines whether or not there is a release condition for the lockup clutch 7. If there is a release condition, the control unit 20 proceeds to step ST57 and executes a lockup clutch release process. If there is no release condition, the control unit 20 returns to step ST51 in the next control cycle.
On the other hand, if there is no accelerator operation signal S in step ST55, the controller 20 assumes that the accelerator pedal 11 is not operated (accelerator is off) and is in a coasting state, and proceeds to step ST58. In step ST58, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0 as shown in FIG. 3B, and returns to step ST51 in the next control cycle.

  Thus, in the present embodiment, when the accelerator operation signal S is not detected, control is performed so as to move to the release speed V01 higher than the current release speed V0 in preparation for the possibility of subsequent brake operation. The direct connection state can be canceled from an early stage. That is, since the release speed V0 is changed according to the travel information of the vehicle 1, even if a control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. For this reason, the timing of releasing the lock-up clutch 7 is advanced in advance in a situation where the wheel 9 is likely to decelerate suddenly, thereby avoiding the engine stall and expanding the direct connection region to reduce energy loss, thereby reducing fuel consumption. .

(Seventh embodiment)
In the seventh embodiment, the release state of the lock-up clutch 7 is controlled by reflecting the traveling state of the vehicle 1. In the clutch control device 30 according to the present embodiment, the information on the traveling state is the accelerator operation signal S from the accelerator operation detection unit 25 and the brake operation signal B from the brake operation detection unit 26, and the accelerator operation signal S and the brake operation signal are used. The direct connection state by the lockup clutch 7 is released according to B. In this embodiment, the case where there exists depression operation of both the accelerator pedal 11 and the brake pedal 12 is assumed.
FIG. 10 is a flowchart showing the flow of control executed in the seventh embodiment. Hereinafter, the control content in 7th Embodiment is demonstrated along this flowchart. In the present embodiment, it is assumed that the engine 2 has been started. Further, the processing contents of steps ST61 to ST64 are basically the same as the processing contents of steps ST1 to ST4 shown in FIG.

10, in step ST64, the control unit 20 operates the lockup solenoid 10 so that the lockup clutch 7 is in a directly connected state, and then proceeds to step ST65. In step ST65, the control unit 20 determines whether or not there is an accelerator operation signal S, that is, the presence or absence of the accelerator operation signal S. When there is no accelerator operation signal S, the control unit 20 determines that there is no operation of the accelerator pedal 11 and the vehicle is in a deceleration state, and proceeds to step ST69. In step ST69, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0 as shown in FIG. 3B, and returns to step ST61 in the next control cycle.
When the accelerator operation signal S is present in step ST65, the control unit 20 determines that the lock-up clutch 7 can be maintained in the directly connected state, proceeds to step ST66, and determines the presence or absence of the brake operation signal B. Here, when there is a brake operation signal B, the control unit 20 originally depresses the brake pedal 12 regardless of the accelerator open state in which the lock-up clutch 7 is directly connected, and the accelerator pedal operation and the brake pedal operation are performed. Since both are performed, the process proceeds to step ST69. Then, the control unit 20 changes the release speed to the release speed V01 higher than the current release speed V0, and returns to step ST61 in the next control cycle.
On the other hand, when there is no brake operation signal B in step ST66, the control unit 20 proceeds to step ST67 and determines the release condition of the lockup clutch 7. If there is no release condition, the control unit 20 returns to step ST61 in the next control cycle, and if there is a release condition (if it has occurred), step ST68 to release the directly connected state of the lockup clutch 7. Proceed to Then, the control unit 20 sets the duty D of the lockup solenoid 10 to 0 to release the lockup clutch 7, releases the direct connection of the lockup clutch 7, and returns to step ST61 in the next control cycle.

  Thus, in this embodiment, when the brake pedal 12 is further depressed and the brake device 13 is activated during the accelerator operation (accelerator open state), the release speed V0 of the lockup clutch 7 is increased. In the traveling state of the lockup clutch 7 in the directly connected region, the release timing of the lockup clutch 7 is advanced in advance in a situation where the wheels 9 are likely to suddenly decelerate, thereby enlarging the directly connected region and avoiding energy loss. This can reduce the fuel consumption. That is, since the release speed V0 is changed according to the traveling state of the vehicle 1, even if the control delay between the actual vehicle speed V and the vehicle speed V detected by the control unit 20 occurs, the release speed of the lockup clutch 7 in advance. V0 can be increased, and the direct connection state by the lock-up clutch 7 can be optimized according to the situation. In the present embodiment, a flowchart is shown in which the brake operation after the accelerator operation is detected. However, the accelerator operation may be detected after the brake operation.

  In each of the above embodiments, the direct connection region is narrower when the opening degree of the accelerator pedal 11 is 0% (no operation of the accelerator pedal 11) than when the accelerator pedal 11 is operated. The area where the direct connection area is narrowed is not more than a predetermined value of the accelerator opening, for example, less than 3% of the accelerator opening. This is because there is a difference between the actual vehicle speed V and the vehicle speed V recognized by the control unit 20 due to a delay in the response of the control unit 20. That is, when the brake pedal 12 is stepped on, the driver usually takes his foot off the accelerator pedal 11 and steps on the brake pedal 12. Therefore, when braking is performed with the opening of the accelerator pedal 11 being 0%, the actual vehicle speed V is I want to release the direct connection of the lockup clutch 7 because it has decreased. However, since the vehicle speed V on the control unit 20 is determined at a vehicle speed higher than the actual vehicle speed V due to a response delay, the timing for releasing the direct connection is delayed. For this reason, when the opening degree of the accelerator pedal 11 is 0%, the vehicle speed V or the engine speed Ne, which is the direct connection region, is set higher than when the accelerator opening degree is equal to or less than a predetermined value, and the lockup clutch is quickly engaged. The direct connection of 7 is released.

In the above-described embodiment, even if the brake pedal 12 is operated or the automatic brake device 50 is operated, the engine stop may be prevented if the vehicle speed V exceeds the predetermined speed V1 (V> V1). For this reason, as a condition for changing to the release speed V01 higher than the current release speed V0, a speed determination process for determining whether or not the vehicle speed V is equal to or lower than the predetermined speed V1 (V ≦ V1), the release speed V0 is set to the release speed V01. It may be added before the process of changing to. For example, in the flowchart of FIG. 4, between step ST6 and step ST9, in the flowchart of FIGS. 5-7, between step ST15 and step ST18, step ST25 and step ST28, between step ST35 and step ST38, in the flowchart of FIG. A speed determination process may be added between step ST55 and step ST58 and between step ST65 and step ST69 in the flowchart of FIG.
In this case, if the vehicle speed V is not equal to or lower than the predetermined speed V1 (V ≦ V1), the control for increasing the release speed V0 is not executed, that is, the process is returned without executing the change in the reducing direction. Since the direct connection area of the lock-up clutch 7 does not have to be narrowed, the direct connection area can be enlarged while avoiding the engine stall, thereby reducing energy loss and further reducing fuel consumption.

  In each of the above embodiments, when the release speed V0 is increased by further including a slip region in FIGS. 3A and 3B, the release speed V0 is changed so as to shift from the direct connection region to the slip region. You may make it do. Even if it does in this way, a direct connection area | region can be expanded and an energy loss can be reduced, avoiding an engine stall, and a reduction in fuel consumption can be achieved. Note that the operation region of the slip region is a low rotation / low speed region where the engine speed Ne and the vehicle speed V are relatively low, and are included in the direct connection region. Therefore, in each embodiment, increasing the release speed V0 includes changing the release speed V0 in the slip region and changing the release speed V0 from the slip region to the direct connection region. Further, when the lock-up clutch 7 is changed from the non-direct connection state to the direct connection state, a sound at the time of connection or vibration from the engine 2 may be transmitted to the torque converter 6, but if the slip region is set, Since it can buffer, it is more preferable.

  To summarize the above embodiments, the hydraulic pressure change rate ΔP of the brake hydraulic fluid, the hydraulic pressure P (absolute value) that is the hydraulic pressure of the brake hydraulic fluid, the automatic brake operation signal AP of the automatic brake device 50, which is the traveling state of the vehicle 1, In accordance with the ABS operation signal ABSP of the ABS 40, the deceleration rate G1 of the vehicle 1, etc., the normal direct coupling release speed V0 increases the possibility that the engine 2 will stop. Therefore, control is performed so that the direct coupling release speed is increased. . The resistance of the wheel 9 can also be determined from the operation state of the accelerator pedal 11. In other words, the fact that the accelerator pedal 11 is not depressed during traveling means that in the case of the vehicle 1 equipped with the automatic transmission 4, the brake operation is performed and the release speed V0 is increased. However, when the accelerator pedal 11 is operated with the right foot and the brake pedal 12 is operated with the left foot, the pedal pedal may be depressed while the accelerator pedal 11 is depressed. If detected, the direct connection state release speed V0 is changed to a higher direction.

The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments. Unless specifically limited in the above description, the present invention described in the claims is not limited. Various modifications and changes are possible within the scope of the gist.
In the present embodiment, a CVT, which is a continuously variable transmission, is used as the automatic transmission (transmission) 4. However, an automatic transmission (AT) using a planetary gear and a plurality of gears is also applicable. In the embodiment, since it is CVT, the gear ratio is used. However, in the case of AT, the gear stage is naturally used.
The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Motor | power_engine, 3 ... Input shaft, 4 ... Automatic transmission, 5 ... Output shaft, 6 ... Torque converter, 7 ... Lock-up clutch, 9 ... Wheel, 11 ... Accelerator pedal, 12 ... Brake pedal, 13 ... Brake device, 20 ... Control part, 21 ... Hydraulic pressure detection means, 22 ... Deceleration detection means, DESCRIPTION OF SYMBOLS 23 ... Vehicle speed detection means, 24 ... Anti-lock detection part, 25 ... Accelerator operation detection part, 26 ... Brake operation detection part, 30 ... Clutch control apparatus, 40 ... Anti-lock brake Braking system, 50 ... automatic brake device, AP ... automatic brake operation signal (running situation information), B ... brake operation signal, G ... deceleration (running situation information), G1 ... predetermined Deceleration, P ... Hydraulic value, detection value (running Status information), ΔP ... hydraulic pressure change rate (travel status information), ΔP1 ... predetermined rate of change, P1 ... predetermined oil pressure value, V ... vehicle speed, V1 ... predetermined speed, V0 ... Release condition (release speed), V01 ... High release speed

Claims (10)

A torque converter disposed between an input shaft connected to the prime mover of the vehicle and an output shaft connected to the automatic transmission;
A lock-up clutch provided in the torque converter for directly connecting and releasing the input shaft and the output shaft;
A control unit for controlling the operation of direct connection and release of the lockup clutch;
The said control part changes the cancellation conditions which cancel | release the direct connection state of the said lockup clutch according to the driving | running | working condition of the said vehicle, The clutch control apparatus of the vehicle characterized by the above-mentioned. In the brake device that pressurizes the hydraulic oil by operating the brake pedal and applies a braking force to the wheel, the hydraulic pressure detection means for detecting the hydraulic pressure of the hydraulic oil,
The traveling state is a rate of change of hydraulic pressure detected by the hydraulic pressure detecting means,
2. The vehicle clutch control device according to claim 1, wherein when the rate of change of the hydraulic pressure exceeds a predetermined rate of change, the control unit changes the release condition so as to prevent a decrease in rotation of the prime mover. . In the brake device that pressurizes the hydraulic oil by operating the brake pedal and applies a braking force to the wheel, the hydraulic pressure detection means for detecting the hydraulic pressure of the hydraulic oil,
The traveling state is a hydraulic pressure detected by the hydraulic pressure detecting means,
2. The vehicle clutch control device according to claim 1, wherein when the hydraulic pressure exceeds a predetermined hydraulic pressure value, the control unit changes the release condition so as to prevent a decrease in rotation of the prime mover. The traveling state is an operation signal of an automatic brake device that pressurizes hydraulic oil in accordance with a circumstance of the vehicle and gives a braking force to the wheels,
2. The vehicle clutch control device according to claim 1, wherein when the operation signal is detected, the control unit changes the release condition so as to prevent a decrease in rotation of the prime mover. A deceleration detecting unit for detecting the deceleration of the vehicle;
The traveling state is a deceleration detected by the deceleration detection unit,
2. The vehicle clutch control device according to claim 1, wherein when the deceleration exceeds a predetermined deceleration value, the control unit changes the release condition so as to prevent a decrease in rotation of the prime mover. . An accelerator operation detection unit for detecting an operation state of an accelerator pedal for adjusting the speed of the vehicle;
The traveling state is an accelerator operation signal that is output when an operation of an accelerator pedal is detected by the accelerator operation detector.
The vehicle according to claim 1, wherein the control unit changes the release condition so as to prevent a decrease in rotation of the prime mover when the accelerator operation signal is not output from the accelerator operation detection unit. Clutch control device. A brake operation detection unit that detects an operating state of a brake device that pressurizes hydraulic oil by operating a brake pedal and applies a braking force to a wheel;
An accelerator operation detection unit for detecting an operation state of an accelerator pedal for adjusting the speed of the vehicle;
The travel state includes a brake operation signal output when an operation of the brake pedal is detected by the brake operation detection unit, and an accelerator operation signal output when an operation of the accelerator pedal is detected by the accelerator operation detection unit. And
When the accelerator operation signal is detected by the accelerator operation detection unit and the brake operation signal is detected by the brake operation detection unit, the control unit sets the release condition to prevent a decrease in rotation of the prime mover. The vehicle clutch control device according to claim 1, wherein the vehicle clutch control device is changed to: Vehicle speed detecting means for detecting the speed of the vehicle,
The said control part does not perform changing the said cancellation | release conditions so that rotation reduction of the said motor | power_engine may be prevented, when the speed detected by the said vehicle speed detection means is more than predetermined speed. The clutch control device for a vehicle according to any one of 1 to 7. An anti-lock detecting means for detecting an operating state of an anti-lock braking system for preventing the wheel from being held in a locked state;
The said control part controls the said lockup clutch so that the direct connection by the said lockup clutch may be cancelled | released, if the operating state of the said antilock braking system is detected by the said antilock detection part. Item 9. The vehicle clutch control device according to any one of Items 1-8. The release condition for releasing the direct connection state of the lockup clutch is a release speed that is preset speed information,
The clutch control device for a vehicle according to any one of claims 1 to 9, wherein the change of the release condition is to change the release speed in a direction to increase from a current release speed. .

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