JP2018013215A - Transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission control device which can curb generation of a shock when a transmission path of driving force is established from a drive source to drive wheels through a lock-up clutch, and enables upshift to be promptly completed.SOLUTION: A transmission control device comprises: an integrated control section 81 which determines whether or not a lock-up condition is met; a transmission control section 84 which determines whether or not a transmission condition to switch to a destination shifting clutch corresponding to a higher gear is met; a clutch control section 83 which controls an original shifting clutch so as to make original shifting clutch allowable torque equal to turbine torque when the lock-up condition is met; and a torque converter control section 82 which starts hydraulic control so as to engage a lock-up clutch 15 when the original shifting clutch allowable torque becomes equal to the turbine torque. The clutch control section 83 is adapted to disengage the original shifting clutch in parallel with the hydraulic control when the transmission condition is met and set destination shifting clutch allowable torque equal to or less than driver's request torque and equal to or more than the turbine torque at the time of starting hydraulic adjustment with the destination shifting clutch put in a slip state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transmission control device including a transmission mechanism, a torque converter, and a transmission clutch.

  Conventionally, a transmission having a torque converter between an engine and a transmission mechanism is known. Some torque converters have a lock-up clutch that can mechanically connect an input side and an output side.

  In recent years, in a transmission including a torque converter having a lock-up clutch, a transmission including a transmission clutch for controlling connection / disconnection of a driving force during a shift has appeared between the torque converter and the transmission mechanism. Yes. In addition, transmissions with two clutches that can switch the driving force transmission path from the drive source to the vehicle drive system to a system via any one of the clutches and that have different gears available in each system doing.

  As a technology for a transmission equipped with a torque converter and a clutch, fuel efficiency is improved while improving drivability by setting the lock-up clutch in the lock-up state and the clutch in the slip state when the vehicle speed is low and non-shifting. A technique for improving the above is known (see, for example, Patent Document 1).

JP 2004-257518 A

  For example, when the vehicle speed increases, it is necessary to fasten a lockup clutch of a torque converter and establish a driving force transmission path from the engine to the drive wheels via the lockup clutch. The fastening force of the lock-up clutch of the torque converter is, for example, the difference in the pressure of hydraulic oil supplied to each of the two hydraulic chambers in the torque converter provided via the piston that drives the lock-up clutch, that is, 2 Controlled by differential pressure in two hydraulic chambers. For this reason, the lockup clutch has relatively poor responsiveness and controllability. Therefore, when only the lockup clutch of the torque converter is controlled and the lockup clutch is engaged, there is a risk that a shock may occur when the lockup clutch is engaged.

  Further, it is required to quickly establish a transmission path for driving force via a lock-up clutch from the engine to the driving wheel.

  Also, in a transmission equipped with a clutch device having two clutches, even when the lockup clutch is engaged, even if it is necessary to switch the clutch for shifting up, the lockup clutch is engaged. Until the shift is completed, the clutch cannot be switched, and it may take a long time to complete the shift up.

  Therefore, the present invention can reduce the occurrence of shock and complete the shift-up at an early stage when establishing a driving force transmission path from the driving source to the driving wheel via the lock-up clutch. It aims at providing the technology that can do.

  In order to achieve the above object, a transmission control device according to an aspect of the present invention includes a transmission mechanism, an impeller provided between the drive source and the transmission mechanism, and connected to the drive source side, and the transmission mechanism. A turbine connected to the side of the turbine and capable of transmitting power between the impeller and the turbine via a fluid, and mechanically connecting the drive source side and the turbine to transmit power. A clutch including a torque converter having a lock-up clutch capable of controlling transmission, and two clutches disposed between the torque converter and the transmission mechanism and capable of controlling transmission of power between the torque converter and the transmission mechanism The lockup clutch includes a first hydraulic chamber and a second hydraulic chamber provided via a piston that presses the lockup clutch. The fastening force can be adjusted by pressure, and start determination means for determining whether or not a predetermined lockup condition for connecting the lockup clutch of the torque converter is satisfied, and driving of the two clutches of the clutch device Switching to determine whether or not a predetermined shift condition is satisfied for switching the clutch from the shift source clutch used for transmitting the driving force to the wheels to the shift destination clutch connected at a higher speed than the shift source clutch A first clutch control that controls the transmission-source clutch allowable torque that can be transmitted by the transmission-source clutch to coincide with the turbine torque when the determination means and the start determination means determine that a predetermined lockup condition is satisfied. And the lockup clutch is engaged when the transmission-source clutch allowable torque matches the turbine torque. Control of hydraulic pressure by the lockup clutch control means when it is determined by the lockup clutch control means that starts control of the hydraulic pressure of the hydraulic oil in the hydraulic chamber and the second hydraulic chamber and the switching determination means that the speed change condition is satisfied. In parallel with the control, the transmission source clutch is controlled to be disengaged, and the transmission destination clutch is set to the slip state. The second clutch control means for controlling the torque to be equal to or less than the torque required for the driver and greater than or equal to the torque of the turbine at the start of hydraulic pressure adjustment, and the shift destination clutch allowable torque after the lockup clutch is completely engaged. Is temporarily increased, and then the shift destination clutch allowable torque is changed to the driver required torque to And a synchronization control means for controlling to synchronize the rotational speed of the input shaft of the speed change mechanism connected to the speed change destination clutch.

  In the above transmission control device, the second clutch control means disengages the transmission source clutch until the lockup clutch is completely engaged, and the transmission destination clutch allowable torque is equal to or lower than the driver request torque and the hydraulic pressure. You may make it be more than the torque of the turbine at the time of starting adjustment.

  According to the present invention, when establishing a driving force transmission path from a driving source to a driving wheel via a lock-up clutch, it is possible to reduce the occurrence of a shock and to complete shift up early.

It is a typical lineblock diagram showing the transmission concerning one embodiment of the present invention. It is a figure which shows the symbol showing the model corresponding to the transmission which concerns on one Embodiment of this invention, and the state value of each part of a transmission. It is a flowchart of the lockup clutch fastening process which concerns on one Embodiment of this invention. FIG. 4 (A) is a diagram showing temporal changes in the number of revolutions of each part in each phase of the lock-up clutch engagement process according to the embodiment of the present invention. FIG. 4B is a diagram showing a temporal change in torque of each part in each phase of the lock-up clutch engagement process according to the embodiment of the present invention.

  Hereinafter, a transmission control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram showing a transmission according to an embodiment of the present invention.

  A transmission 1 provided in a vehicle is connected to an output shaft 11 of an engine 10 which is an example of a drive source.

  The transmission 1 includes a torque converter (torque converter) 12, a transmission clutch device 20 having a first clutch 21 and a second clutch 22, a transmission mechanism 30, a control device 2, a torque converter hydraulic oil adjustment unit 85, The clutch hydraulic oil adjustment unit 86, the shift adjustment unit 87, the engine speed sensor 92, the turbine speed sensor 93, the first input shaft speed sensor 94, the second input shaft speed sensor 95, and the vehicle speed. A sensor 96 (also referred to as an output rotation speed sensor), an accelerator opening sensor 97, and a shift position sensor 98 are provided. The control device 2 includes an engine electronic control device (engine ECU) 70 and a transmission electronic control device (transmission ECU) 80.

  Here, before explaining the details of the transmission 1, a model corresponding to the transmission 1 and symbols representing state values of respective parts of the transmission 1 will be described.

  FIG. 2 is a diagram illustrating a model corresponding to the transmission according to the embodiment of the present invention and symbols representing state values of each part of the transmission.

  The part related to the control of the transmission 1 shown in FIG. 1 can be expressed as a model shown in FIG. In the present specification, state values indicating the states of the respective parts of the transmission 1 are represented by symbols or subscripts as shown in FIG.

Here, symbols will be described. T represents torque, ω represents rotational speed, I represents moment of inertia, and i ₁ represents a clutch (transmission speed) used for transmission of driving force of the transmission mechanism. Represents the gear ratio of the gear stage connected to the original clutch), and i ₂ is a gear stage connected to a clutch (shift destination clutch) different from the clutch used for transmitting the driving force of the transmission mechanism. Represents the gear ratio. On the other hand, subscripts attached to the symbols will be described. E represents engine, lck represents a lock-up clutch, i represents an impeller, t represents a turbine shaft, and c1 represents a transmission source of the transmission mechanism. Cl represents a clutch, c2 represents a shift destination clutch of the speed change mechanism, o represents an output shaft of the speed change mechanism, and l represents a load on the drive wheel side.

  Returning to the description of FIG. 1, the torque converter 12 is connected to the impeller 13 connected to the output shaft 11 of the engine 10, and the turbine 14 is disposed so as to face the impeller 13 and connected to the input shaft 19 of the transmission clutch device 20. And a lock-up clutch 15 capable of mechanically connecting and disconnecting between the output shaft 11 and the input shaft 19 (turbine shaft). The lock-up clutch 15 includes a piston 15A that moves the lock-up clutch 15 by pressing. In the torque converter 12, the piston 15 </ b> A defines a first hydraulic chamber 16 and a second hydraulic chamber 17 to which hydraulic oil is supplied from the torque converter hydraulic oil adjustment unit 85. The lock-up clutch 15 is configured according to the differential pressure between the hydraulic oil pressure supplied to the first hydraulic chamber 16 from the torque converter hydraulic oil adjustment unit 85 and the hydraulic oil pressure supplied to the second hydraulic chamber 17. The fastening force can be adjusted.

  Here, in this embodiment, the lock-up clutch 15 and the member on the output shaft 11 side come into contact with each other and rotate at the same rotation speed, while the torque from the output shaft 11 is input to the input shaft 19 via the lock-up clutch 15. The state that is transmitted to the output shaft 11 is referred to as a completely engaged state, and the lockup clutch 15 and the member on the output shaft 11 side come into contact with each other and rotate at different rotational speeds, while the torque from the output shaft 11 passes through the lockup clutch 15. A state transmitted to the input shaft 19 is referred to as a slip state (half-clutch state) of the lock-up clutch 15, and a state where the lock-up clutch 15 is not in contact with a member on the input shaft 11 side is referred to as a disengaged state of the lock-up clutch 15. Called.

  The first clutch 21 of the transmission clutch device 20 is, for example, a wet multi-plate clutch, and rotates integrally with the clutch hub 23 that rotates integrally with the output shaft 19 of the torque converter 12 and the first input shaft 31 of the transmission mechanism 30. A first clutch drum 24; a plurality of first clutch plates 25; a first space 21A around the plurality of first clutch plates 25; a first piston 26 that presses the first clutch plate 25; And a clutch hydraulic chamber 26A.

  When the first piston 26 strokes to the output side (right direction in FIG. 1) due to the pressure of hydraulic fluid (hydraulic pressure) supplied to the first clutch hydraulic chamber 26A, the first clutch plate 25 The connection is made by pressure contact and transmitting torque. On the other hand, when the operating hydraulic pressure in the first clutch hydraulic chamber 26A is released, the first piston 26 is stroked to the input side (left direction in FIG. 1) by a biasing force of a spring (not shown), and the first clutch 21 is powered. A disconnected state that interrupts transmission. The fastening force of the first clutch 21 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at the same rotation is referred to as a fully engaged state of the first clutch 21. A state in which torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the first clutch 21. The state in which the first clutch plate 25 is not in mechanical contact is referred to as the disengaged state of the first clutch 21. The first space 21 </ b> A is supplied with hydraulic oil in order to discharge frictional heat and the like generated in the first clutch plate 25 by the clutch hydraulic oil adjusting unit 86. In the present embodiment, the volume of the first clutch hydraulic chamber 26 </ b> A to which hydraulic oil is supplied to fasten the first clutch 21 is smaller than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the torque converter 12. Since the amount of hydraulic oil required when adjusting the fastening force of the first clutch 21 is smaller than the amount of hydraulic oil required when adjusting the fastening force of the lock-up clutch 15, The fastening force of the one clutch 21 can be controlled more quickly and with higher accuracy than the fastening force of the lockup clutch 15.

  The second clutch 22 of the transmission clutch device 20 is, for example, a wet multi-plate clutch, and rotates integrally with the clutch hub 23 that rotates integrally with the output shaft 19 of the torque converter 12 and the second input shaft 32 of the transmission mechanism 30. A second clutch drum 27, a plurality of second clutch plates 28, a second space 22A around the plurality of second clutch plates 28, a second piston 29 that presses the second clutch plate 28, and a second And a clutch hydraulic chamber 29A.

  When the second piston 29 is moved to the output side (right direction in FIG. 1) by the pressure of the hydraulic oil (operating hydraulic pressure) supplied to the second clutch hydraulic chamber 29A, the second clutch plate 28 is moved. The connection is made by pressure contact and transmitting torque. On the other hand, when the operating hydraulic pressure in the second clutch hydraulic chamber 29A is released, the second piston 29 is stroked to the input side (left direction in FIG. 1) by the urging force of a spring (not shown), and the second clutch 22 is powered. A disconnected state that interrupts transmission. The fastening force of the second clutch 22 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which the torque is transmitted via the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at the same rotation is referred to as a fully engaged state of the second clutch 22. A state in which torque is transmitted through the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the second clutch 21. A state where the second clutch plate 28 is not in mechanical contact is referred to as a disengaged state of the second clutch 22. The hydraulic fluid is supplied to the second space 22 </ b> A in order to discharge frictional heat and the like generated in the second clutch plate 28 by the clutch hydraulic fluid adjusting unit 86. In the present embodiment, the volume of the second clutch hydraulic chamber 29 </ b> A to which hydraulic oil is supplied to fasten the second clutch 22 is smaller than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the torque converter 12. Since the amount of hydraulic oil required for adjusting the fastening force of the second clutch 22 is smaller than the amount of hydraulic oil required for adjusting the fastening force of the torque converter 12, the second The fastening force of the clutch 22 can be controlled more quickly and with higher accuracy than the fastening force of the lockup clutch 15.

  The speed change mechanism 30 includes a first input shaft 31 and a second input shaft 32, an output shaft 33, and a first counter shaft 34 and a second counter shaft 35 arranged in parallel with these shafts 31 to 33. Yes. The first input shaft 31 is inserted into a hollow shaft that penetrates the second input shaft 32 in the axial direction so as to be relatively rotatable. Connected to the output end of the output shaft 33 is a propeller shaft (vehicle drive system) which is coupled to a drive wheel of a vehicle (not shown) via a differential device or the like.

  A first speed input gear 41, a third speed input gear 43, and a fifth speed input gear 45 are fixed to the first input shaft 31 in order from the input side. A second speed input gear 42, a fourth speed input gear 44, and a sixth speed input gear 46 are fixed to the second input shaft 32 in order from the input side. An output main gear 59 is fixed to the output shaft 33.

  The first countershaft 34 has, in order from the input side, a first speed main gear 51 that always meshes with the first speed input gear 41, a third speed main gear 53 that always meshes with the third speed input gear 43, and a fifth speed input gear 45. And a first output sub gear 57 that always meshes with the output main gear 59. The first speed main gear 51, the third speed main gear 53, and the fifth speed main gear 55 are provided so as to be rotatable relative to the first countershaft 34, and the first output subgear 57 is rotatable integrally with the first countershaft 34. Is provided.

  The second countershaft 35 has, in order from the input side, a 2-speed main gear 52 that always meshes with the 2-speed input gear 42, a 4-speed main gear 54 that always meshes with the 4-speed input gear 44, and a 6-speed input gear 46. And a second output sub-gear 58 that always meshes with the output main gear 59. The 2nd speed main gear 52, the 4th speed main gear 54, and the 6th speed main gear 56 are provided so as to be relatively rotatable with respect to the second countershaft 35, and the second output auxiliary gear 58 is capable of rotating integrally with the second countershaft 35. Is provided.

  The first synchronization mechanism 61, the second synchronization mechanism 62, the third synchronization mechanism 63, and the fourth synchronization mechanism 64 have a known structure, and each includes a dog clutch (not shown).

  The first synchronization mechanism 61 can bring the first countershaft 34 and the first-speed main gear 51 into an engaged state (gear-in). When the first countershaft 34 and the first-speed main gear 51 are engaged, when the driving force of the engine 10 is transmitted to the first countershaft 34 (when the first clutch 21 is in contact), the output is increased. The shaft 33 rotates at the first speed.

  The second synchro mechanism 62 can bring the second countershaft 35 and the second-speed main gear 52 into an engaged state, and can bring the second countershaft 35 and the fourth-speed main gear 54 into an engaged state. Can do. When the second countershaft 35 and the second-speed main gear 52 are brought into an engaged state, when the driving force of the engine 10 is transmitted to the second countershaft 35 (when the second clutch 22 is in contact), the output is increased. When the second countershaft 35 and the fourth speed main gear 54 are engaged with each other, the shaft 33 rotates at the second speed, and when the driving force of the engine 10 is transmitted to the second countershaft 35, The output shaft 33 rotates at the fourth speed.

  The third synchronization mechanism 63 can bring the first countershaft 34 and the third-speed main gear 53 into an engaged state, and can bring the first countershaft 34 and the fifth-speed main gear 55 into an engaged state. Can do. When the first countershaft 34 and the third-speed main gear 53 are engaged, the output shaft 33 rotates at a speed equivalent to the third speed when the driving force of the engine 10 is transmitted to the first countershaft 34. When the first countershaft 34 and the fifth speed main gear 55 are engaged, the output shaft 33 rotates at the fifth speed when the driving force of the engine 10 is transmitted to the first countershaft 34. To do.

The fourth sync mechanism 64 can bring the second countershaft 35 and the sixth speed main gear 56 into an engaged state. When the second countershaft 35 and the sixth speed main gear 56 are engaged, the output shaft 33 rotates at the sixth speed when the driving force of the engine 10 is transmitted to the second countershaft 35. .
The operations of the first to fourth synchronization mechanisms 61 to 64 are controlled by a shift control unit 84 to be described later, depending on the accelerator opening detected by the accelerator opening sensor 97, the speed detected by the vehicle speed sensor 96, and the like. Thus, the auxiliary shaft (the first auxiliary shaft 34, the second auxiliary shaft 35) and the transmission main gear (51 to 56) are selectively switched to the engaged state (gear-in) or the non-engaged state (neutral state). It has become. The number of shift stages (the number of sets of the shift input gears (41 to 46) and the shift main gears (51 to 56)), the number of synchro mechanisms (61 to 64), the arrangement pattern, and the like are limited to the illustrated examples. Instead, it can be appropriately changed without departing from the spirit of the present invention.

  In the transmission mechanism 30, a first system that transmits driving force from the first input shaft 31 that can be connected to the output shaft 11 of the engine 10 via the first clutch 21 to the output shaft 33 via the first auxiliary shaft 34. And a second system that transmits driving force from the second input shaft 32 that can be connected to the output shaft 11 of the engine 10 via the second clutch 22 to the output shaft 33 via the second auxiliary shaft 35. . In the first system, the driving force at odd-numbered stages (first speed, third speed, and fifth speed) is transmitted. Further, in the second system, the driving force in even stages (second speed, fourth speed, sixth speed) is transmitted.

  In the transmission 1, when shifting between the odd-numbered stage and the even-numbered stage, the state in which the transmission of the driving force by the system that is currently transmitting the driving force is maintained, that is, the clutch that transmits the system (the speed change) In the state where the original clutch) is engaged, in the other system, the speed-change gear is engaged with the secondary shaft of that system. In the other system, this operation is not performed when the speed-change gear is already engaged with the countershaft. Next, the transmission source clutch is disengaged, and the clutch that transmits the driving force is switched by bringing the clutch (transmission destination clutch) that transmits the other system into contact.

  The torque converter hydraulic oil adjusting unit 85 is configured to control the hydraulic oil pressure supplied to the first hydraulic chamber 16 of the torque converter 12 and the hydraulic oil pressure supplied to the second hydraulic chamber 17 according to the control instruction of the transmission ECU 80. Adjust.

  The clutch hydraulic oil adjustment unit 86 adjusts the fastening force of the transmission clutch device 20 in accordance with the control instruction of the transmission ECU 80, and the first clutch hydraulic chamber 26A and / or the second clutch hydraulic chamber 29A of the transmission clutch device 20. Adjust the pressure of the hydraulic fluid supplied to.

  The shift adjustment unit 87 changes the gear position of the transmission mechanism 30 in accordance with a control instruction from the transmission ECU 80. Specifically, the shift adjustment unit 87 operates the first to fourth synchronization mechanisms 61 to 64 to cause the countershaft (the first countershaft 34 and the second countershaft 35) and the transmission main gear (51 to 56). ) Is disengaged (gear out), and the countershafts (first countershaft 34, second countershaft 35) and the transmission main gears (51-56) are engaged (gear-in).

The engine speed sensor 92 detects the speed of the output shaft 11 of the engine 10 (engine speed ω _e ) and outputs it to the engine ECU 70. Turbine rotational speed sensor 93 detects the rotational speed of input shaft 19 (corresponding to the rotational speed of turbine 14 (turbine rotational speed ω _t )) and outputs the detected rotational speed to transmission ECU 80. The first input shaft rotational speed sensor 94 detects the rotational speed of the first input shaft 31 and outputs it to the transmission ECU 80. Second input shaft rotational speed sensor 95 detects the rotational speed of second input shaft 32 and outputs the detected rotational speed to transmission ECU 80. The vehicle speed sensor 96 detects the rotational speed of the output shaft 33 (output shaft rotational speed ω _o ), and outputs it to the transmission ECU 80. From the output shaft rotational speed ω _o , the vehicle speed can be specified. The accelerator opening sensor 97 detects the accelerator opening and outputs it to the engine ECU 70. Shift position sensor 98 detects the position (shift position) designated (selected) by the operating lever and outputs the detected position to transmission ECU 80. With the operation lever, for example, a P (parking) range used when the vehicle is stopped, an N (neutral) range selected when the vehicle transmission is set to neutral, and a D (drive) range selected when automatic shifting is performed. , M (manual) range to be selected when shifting is performed by the driver, plus (+) for designating upshifts in the M range, minus (-) for designating downshifts in the M range Etc. can be selected.

  The engine ECU 70 mainly performs various controls of the engine 10, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, sensor values of various sensors (92, 97) are input to the engine ECU 70. The engine ECU 70 is connected to the transmission ECU 80 via a communication network so that various types of information can be exchanged with each other.

  The engine ECU 70 has the engine control unit 71 as a part of functional elements.

The engine control unit 71 controls the torque of the engine 10 by controlling the fuel injection amount and the like in the engine 10. For example, the engine control unit 71 is assumed to be requested by the driver to the engine 10 based on the accelerator opening from the accelerator opening sensor 97 and the vehicle speed (for example, acquired from the transmission ECU 80). Requested engine torque T _ed (driver requested torque) is determined and output to transmission ECU 80.

  The transmission ECU 80 mainly performs various controls of the torque converter 12, the transmission clutch device 20, and the transmission mechanism 30, and includes a known CPU, ROM, RAM, input port, output port, and the like. In order to perform these various controls, sensor values of various sensors (93 to 96, 98) are input to the transmission ECU 80.

  The transmission ECU 80 includes an overall control unit 81 as an example of a start determination unit, a torque converter control unit 82 as an example of a lockup clutch control unit, a first clutch control unit, a second clutch control unit, and a synchronization control unit. A clutch control unit 83 as an example and a shift control unit 84 as an example of a switching determination unit are included as some functional elements.

  In the present embodiment, the engine ECU 70 and the transmission ECU 80 are configured as separate hardware. However, the engine ECU 70 and the transmission ECU 80 may be configured as integral hardware. Further, the functional element of the engine ECU 70 and the functional element of the transmission ECU 80 may be distributed and provided in two or more hardware.

The overall control unit 81 performs overall control of processing (lock-up clutch engagement processing) for establishing the driving force transmission path from the engine 10 to the drive wheels by fastening the lock-up clutch 15. The overall control unit 81 determines whether or not a predetermined condition (lock-up condition) for fastening the lock-up clutch 15 of the torque converter 12 is satisfied, and if the predetermined condition is satisfied, the clutch control unit 83 notifies that fact. Notify The predetermined condition for engaging the lockup clutch 15 is, for example, a predetermined rotational speed at which the engine speed ω _e is higher than the rotational speed at which a damper (not shown) of the torque converter 12 resonates when the lockup clutch 15 is engaged. It may be that. Other processes executed by the overall control unit 81 will be described later.

Torque converter control unit 82, when the gear based on the clutch allowable torque T _c1 is received notification when matching the turbine torque T _t (that the speed change based on the clutch allowable torque T _c1 from the clutch control unit 83 matches the turbine torque T _t ), The hydraulic oil pressure of the first hydraulic chamber 16 and the second hydraulic chamber 17 is controlled by turning on a valve (not shown) of the torque converter hydraulic oil adjusting unit 85 so as to engage the lockup clutch 15. To start. Here, when the control of hydraulic pressure of the hydraulic oil in the first hydraulic chamber 16 and the second hydraulic chamber 17 is started by the torque converter hydraulic oil adjustment unit 85 so as to engage the lockup clutch 15, the lockup hydraulic pressure is This is when the control starts. Other processes executed by the torque converter control unit 82 will be described later.

When the clutch control unit 83 receives notification from the overall control unit 81 that a predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied, the clutch control unit 83 transfers the drive wheel to the driving wheels of the two clutches of the transmission clutch device 20. Control is performed such that the allowable torque (transmission source clutch allowable torque) T _c1 of the clutch (transmission source clutch) used for transmitting the driving force of the engine coincides with the turbine torque T _t . Here, regarding the transmission source clutch allowable torque T _c1 , the clutch hydraulic oil adjustment unit 86 in the transmission source clutch (the first clutch 21 or the second clutch 22) of the transmission clutch device 20 that has been experimentally grasped in advance. The hydraulic oil pressure supplied from the clutch hydraulic oil adjusting unit 86 can be identified based on the relationship between the hydraulic oil pressure supplied by the hydraulic pressure and the shift source clutch allowable torque T _c1 (hydraulic oil hydraulic pressure). Itself, or the amount of current for controlling the valve for adjusting the hydraulic pressure, etc.). Further, the turbine torque T _t is determined by the torque ratio tr corresponding to the speed ratio between the engine speed ω _e and the turbine speed ω _t in the torque converter 12 and the design of the torque converter 12 that are known in advance. It can be specified using the pump capacity coefficient C and the engine speed ω _e detected from the sensor. More specifically, the turbine torque T _t can be specified by T _t = tr × C × ω _e ² .

The clutch control unit 83, when the shifting original clutch allowable torque T _c1 is determined whether matches the turbine torque T _t, the shift based on the clutch allowable torque T _c1 matches the turbine torque T _t is the fact Is notified to the torque converter control unit 82.

When the clutch control unit 83 receives a notification from the shift control unit 84 that a predetermined shift condition (a shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage) is satisfied. The hydraulic oil supplied to the first clutch 21 and the second clutch 22 of the transmission clutch device 20 by the clutch hydraulic oil adjustment unit 86 in parallel with the hydraulic control by the torque converter control unit 82 after the start of the lockup hydraulic pressure control. Is adjusted to the disengaged state, and the shift destination clutch is set to the slip state, and the shift destination clutch allowable torque T _c2 that can be transmitted by the shift destination clutch is equal to or less than the driver request engine torque T _ed , In addition, the torque should be _{equal to} or higher than the turbine torque T _t (target clutch torque T _FLU ) at the start of the lockup hydraulic control. Controls the switching of the latch. Note that during this control, the clutch control unit 83 causes a change in the driving force of the vehicle per unit time, which occurs due to a change in the transmission source clutch allowable torque T _c1 and the transmission destination clutch allowable torque T _c2 , to a predetermined level. Control is performed so that the allowable acceleration amount does not exceed and / or the acceleration of the vehicle generated by the change of the shift source clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 does not exceed the predetermined allowable acceleration. Yes. Further, the clutch control unit 83 disengages the shift source clutch until the turbine rotation speed ω _t becomes the same as the engine rotation speed ω _e, and the shift destination clutch allowable torque T _c2 of the shift destination clutch is determined by the driver request. The engine torque is controlled to be equal to or lower than the engine torque T _ed and higher than the turbine torque T _t (target clutch torque T _FLU ) at the start of the lockup hydraulic pressure control.

Further, the clutch control unit 83 adjusts the hydraulic pressure of the hydraulic oil supplied to the shift destination clutch by the clutch hydraulic oil adjustment unit 86 after the lockup clutch 15 is completely engaged, so that the shift destination clutch The allowable torque T _c2 is temporarily increased, and then the shift destination clutch allowable torque T _c2 is changed to the driver request engine torque T _ed to synchronize the turbine speed ω _t and the speed change destination input shaft speed ω _c2. To control.

  In addition, when the clutch control unit 83 receives an instruction to switch the clutch from the shift control unit 84 other than when the lockup clutch engagement process is performed, the clutch hydraulic oil adjusting unit 86 causes the first clutch clutch unit 20 to perform the first switching operation. By adjusting the hydraulic pressure of the hydraulic oil supplied to the clutch 21 and the second clutch 22, the transmission source clutch and the transmission destination clutch are switched between the first clutch 21 and the second clutch 22. Other processes executed by the clutch control unit 83 will be described later.

  The shift control unit 84 determines whether or not a shift is necessary based on information such as the designated position of the operation lever, the accelerator opening (obtained from the engine ECU 70), the vehicle speed from the vehicle speed sensor 96, etc. transmitted from the shift position sensor 98. Determine whether. Further, when a shift is necessary, the shift control unit 84 shifts only the clutch switching between the first clutch 21 and the second clutch 22 or a shift gear (in this embodiment, a shift main gear ( 51-56)) to determine whether the shift is accompanied by a change (gear shift). As to whether or not the shift is accompanied by a change of the transmission gear, the transmission main gear engaged with the first countershaft 34 and the second countershaft 35 are engaged from the state of the first to fourth synchronization mechanisms 61 to 64. It is possible to grasp the transmission main gear that is being operated, and to determine whether or not the transmission main gear to be shifted is already engaged with the corresponding countershaft (34 or 35). Through the above processing, the shift control unit 84 can determine whether or not a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied.

  The shift control unit 84 instructs the clutch control unit 83 to switch the clutch in the case of shifting only by switching the clutch. At this time, if the shift condition is satisfied, the shift control unit 84 notifies the clutch control unit 83 accordingly.

  Further, in the case of a shift accompanied by a change of the transmission gear, the transmission control unit 84 changes the transmission gear to the transmission adjustment unit 87 (gear out from the current transmission main gear and gear in to the transmission main gear to be changed). A control instruction for causing the clutch to be operated is output, and if clutch switching is necessary, the clutch control unit 83 is instructed to switch the clutch. At this time, if the shift condition is satisfied, the shift control unit 84 notifies the clutch control unit 83 accordingly.

  Next, a lock-up clutch engagement process in the transmission 1 will be described. The lock-up clutch engagement process is a process of establishing a drive force transmission path from the engine 10 to the drive wheels that involves locking up (completely engaging) the lock-up clutch 15.

  FIG. 3 is a flowchart of lockup clutch engagement processing according to an embodiment of the present invention. FIG. 4 (A) is a diagram showing temporal changes in the number of revolutions of each part in each phase of the lock-up clutch engagement process according to the embodiment of the present invention. FIG. 4B is a diagram showing a temporal change in torque of each part in each phase of the lock-up clutch engagement process according to the embodiment of the present invention. 4, time axes 1, 2,... Indicate control phase 1, control phase 2,.

  The lock-up clutch engagement process is executed when the lock-up clutch 15 of the torque converter 12 is not engaged, for example, immediately after the start of the vehicle or when the speed of the vehicle decreases. The initial state in the lockup clutch engagement process is the pre-control phase in the control phase, and in the pre-control phase, the clutch (transmission source clutch) on the side transmitting the driving force to the drive wheels of the transmission clutch device 20 is used. ) Is in a completely engaged state, and the other clutch (shift destination clutch) is in a disengaged state. It is assumed that the shift destination clutch is connected at a higher speed than the shift source clutch.

  The pre-control phase is a state in which the lockup clutch 15 of the torque converter 12 is in a disengaged state and the transmission source clutch is completely engaged. In the pre-control start phase, the equation of motion in the transmission 1 can be expressed by the following equations (1), (2), and (3).

ここで、制御開始前フェーズにおいて、ドライバによりアクセルが踏まれてアクセル開度が大きくなった場合を例にして、ロックアップクラッチ締結処理の各ステップを説明する。制御開始前フェーズにおいて、アクセル開度が大きくなると、図４（Ａ）及び図４（Ｂ）に示すように、ドライバ要求エンジントルクＴ_ｅｄが高くなり、エンジントルクＴ_ｅが高くなるように制御される。この結果、タービントルクＴ_ｔが上昇し、エンジン回転数ω_ｅ、変速元インプットシャフト回転数ω_ｃ１及び変速先インプットシャフトω_ｃ２が上昇する。本実施形態では、変速先クラッチは、変速元クラッチよりも高速段に接続されているので、変速元インプットシャフト回転数ω_ｃ１よりも変速先インプットシャフト回転数ω_ｃ２の方が低くなっている。なお、本実施形態では、ドライバ要求エンジントルクＴ_ｅｄが高くなって所定の値で一定となるようにアクセル開度が維持されている場合を例に説明する。

Here, the steps of the lockup clutch engagement process will be described by taking as an example a case where the accelerator is depressed by the driver and the accelerator opening is increased in the pre-control start phase. When the accelerator opening is increased in the pre-control start phase, as shown in FIGS. 4 (A) and 4 (B), the driver-requested engine torque T _ed is increased and the engine torque _Te is controlled to be increased. The As a result, the turbine torque T _t increases, and the engine speed ω _e , the shift source input shaft speed ω _c1, and the shift destination input shaft ω _c2 increase. In the present embodiment, since the speed change destination clutch is connected at a higher speed than the speed change source clutch, the speed change destination input shaft speed ω _c2 is lower than the speed change source input shaft speed ω _c1 . In this embodiment, the case where the accelerator opening is maintained so that the driver request engine torque T _ed increases and becomes constant at a predetermined value will be described as an example.

The overall control unit 81 determines whether or not the engine speed ω _e satisfies the predetermined lock-up condition for fastening the lock-up clutch 15 of the torque converter 12, and the engine speed ω _e is determined when the lock-up clutch 15 is locked up. It is determined whether or not a predetermined rotational speed at which resonance does not occur due to the damper that has not been reached has been reached (step S11). As a result, when the predetermined lockup condition is not satisfied (step S11: NO), the overall control unit 81 executes step S11 again because the pre-control phase remains unchanged.

  On the other hand, when the predetermined lockup condition is satisfied (step S11: YES), the control phase shifts from the pre-control start phase to the control phase 1, and the overall control unit 81 determines that the predetermined lockup condition is satisfied. Notify the controller 83.

The clutch control unit 83 that has received the notification that the predetermined lockup condition is satisfied, the transmission source clutch allowable torque T _c1 of the transmission source clutch (one of the first clutch 21 or the second clutch 22) of the transmission clutch device 20 is Control to make it coincide with the turbine torque _Tt is started (step S12).

  In the control phase 1, the lock-up clutch 15 of the torque converter 12 is in the disengaged state and the transmission source clutch of the transmission clutch device 20 is engaged (slip state or fully engaged state). The equation of motion can be expressed by Equation (1), Equation (2), and Equation (3).

In the control phase 1, since the transmission source clutch allowable torque T _c1 is controlled to coincide with the turbine torque T _t , the transmission source clutch allowable torque T _c1 gradually increases as shown in FIG. Decreases to approach the turbine torque _Tt .

Then, the clutch control unit 83, the transmission source clutch allowable torque T _c1 is determined whether matches the turbine torque T _t (step S13), and shifting the original clutch allowable torque T _c1 does not match the turbine torque T _t In the case (step S13: NO), the control phase 1 remains unchanged, so the clutch control unit 83 executes step S13 again.

On the other hand, when the shift-source clutch allowable torque T _c1 matches the turbine torque T _t (step S13: YES), the control phase shifts to the control phase 2, and the clutch control unit 83 informs that to the torque converter control unit 82. Notify

When the torque converter control unit 82 receives a notification from the clutch control unit 83 that the transmission-source clutch allowable torque T _c1 matches the turbine torque T _t , the torque control unit 82 starts lock-up of the lock-up clutch 15, that is, locks By turning on a valve (not shown) of the torque converter hydraulic oil adjustment unit 85 so as to fasten the up clutch 15, control of hydraulic pressure of hydraulic oil in the first hydraulic chamber 16 and the second hydraulic chamber 17 is started ( Step S14). Note that this time is when lockup hydraulic pressure control is started, and the turbine torque T _t at this time becomes the target clutch torque T _FLU . The target clutch torque T _FLU is lower than the driver request engine torque T _ed . As a result, torque that can be transmitted by the lockup clutch 15 (lockup clutch allowable torque T _lck ) gradually increases. The lock-up clutch allowable torque T _lck is obtained by controlling the differential pressure between the first hydraulic chamber 16 and the second hydraulic chamber 17 by the torque converter hydraulic oil adjusting unit 85, and detailed control is performed. Since it is difficult and the response to the control is unknown, it does not always change as shown in FIG.

  Next, the control phase shifts to control phase 3, and whether the shift control unit 84 satisfies a predetermined shift condition (shift-up condition) for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage. It is determined whether or not (step S15).

  As a result, when the predetermined speed change condition is not satisfied (step S15: NO), it is not necessary to switch the clutch, so the lockup process without clutch switching is executed (step S16), and the lockup clutch engagement process is performed. Exit. As the lock-up process without clutch switching, for example, a process similar to that after step S18 described later (however, the description about the shift destination clutch is replaced with the description about the shift source clutch) may be performed. You may make it perform the process of.

On the other hand, when the predetermined speed change condition is satisfied (step S15: YES), it means that switching from the speed change source clutch to the speed change destination clutch is necessary. Is notified to the clutch control unit 83. Upon receipt of the notification, the clutch control unit 83 receives the hydraulic oil supplied to the first clutch 21 and the second clutch 22 of the transmission clutch device 20 by the clutch hydraulic oil adjustment unit 86 in parallel with the hydraulic control by the torque converter control unit 82. By adjusting the hydraulic pressure, the shift source clutch is controlled to be disengaged, the shift destination clutch is set to the slip state, the shift destination clutch allowable torque T _c2 that can be transmitted by the shift destination clutch is equal to or less than the driver request engine torque T _ed , and Then, control for switching the clutch is started so as to be _{equal to} or higher than the target clutch torque _TFLU (step S17).

  In the control phase 2 and the control phase 3, the lock-up clutch 15 of the torque converter 12 is in the slip state and the transmission source clutch is in the engaged state (slip state or complete engagement state). The equation can be expressed by Equation (4), Equation (5), and Equation (3).

次いで、統括制御部８１は、タービン回転数ω_ｔが変速元インプットシャフト回転数ω_ｃ１よりも高い回転数となったか否かを判定し（ステップＳ１８）、タービン回転数ω_ｔが変速元インプットシャフト回転数ω_ｃ１よりも高い回転数でない場合（ステップＳ１８：ＮＯ）には、制御フェーズ３のままであるので、統括制御部８１は、ステップＳ１８を再び実行する。

Then, the central control unit 81, turbine speed omega _t is determined whether or not a rotational speed higher than the speed based on the input shaft rotational speed omega _c1 (step S18), and the turbine rotational speed omega _t is the transmission source input shaft If the rotation speed is not higher than the rotation speed ω _c1 (step S18: NO), the control phase 3 remains unchanged, and the overall control unit 81 executes step S18 again.

On the other hand, when the turbine rotational speed ω _t is higher than the transmission source input shaft rotational speed ω _c1 (step S18: YES), the control phase shifts to the control phase 4, and the overall control unit 81 The engine control unit 71 is notified that the turbine speed ω _t is higher than the speed change source input shaft speed ω _c1 .

The engine control unit 71 to the turbine rotational speed omega _t has received to the effect that a higher rotational speed than the speed based on the input shaft rotational speed omega _c1 controls so as to the engine torque T _e is consistent with impeller torque T _i (step S19). The impeller torque T _i can be estimated by T _i = C × ω _e ² . Here, the coefficient C is a pump capacity coefficient of the torque converter 12 and is a value determined by the design of the torque converter 12.

At the time of step S19, the clutch control unit 83 determines that the fluctuation of the driving force of the vehicle per unit time, which is generated by the fluctuation of the transmission source clutch allowable torque T _c1 and the transmission destination clutch allowable torque T _c2 , is predetermined. And / or the vehicle acceleration generated by the fluctuation of the shift source clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 is controlled so as not to exceed the predetermined allowable acceleration. ing. Therefore, the occurrence of shock in the vehicle can be reduced.

  At the time when the switching to the shift destination clutch in the control phase 4 is finished, the lockup clutch 15 of the torque converter 12 is in the slip state and the shift source clutch is in the engaged state (slip state or fully engaged state). Therefore, the equation of motion in the transmission 1 can be expressed by Equation (4), Equation (6), and Equation (7).

次いで、統括制御部８１は、タービン回転数ω_ｔがエンジン回転数ω_ｅと同じ回転数となったか否かを判定し（ステップＳ２０）、タービン回転数ω_ｔがエンジン回転数ω_ｅと同じ回転数でない場合（ステップＳ２０：ＮＯ）には、制御フェーズ４のままであるので、統括制御部８１は、ステップＳ２０を再び実行する。

Then, the central control unit 81, turbine speed omega _t is determined whether or not a same rotational speed as the engine speed omega _e (step S20), the turbine rotational speed omega _t the same speed as the engine rotation speed omega _e If the number is not a number (step S20: NO), the control phase 4 remains unchanged, and the overall control unit 81 executes step S20 again.

On the other hand, when the turbine rotational speed ω _t becomes the same rotational speed as the engine rotational speed ω _e (step S20: YES), it is considered that the lock-up clutch 15 is completely engaged, so the control phase is In control phase 5, the overall control unit 81 notifies the clutch control unit 83 that the turbine rotational speed ω _t has reached the same rotational speed as the engine rotational speed ω _e . Here, since the overall control unit 81 and the clutch control unit 83 are provided in the transmission ECU 80, it is possible to promptly notify the clutch control unit 83 of that effect without the influence of delay due to communication.

Clutch control unit 83, temporarily increasing the transmission destination clutch allowable torque T _c2, then, by changing the transmission destination clutch allowable torque T _c2 to the driver required engine torque T _ed, and the turbine rotational speed omega _t, the speed change Control is performed so as to synchronize with the input shaft rotational speed _ωc2 . In the present embodiment, the clutch control unit 83 performs control so as to satisfy Expression (8) (Step S21). Note that ω ^· _ec (in the equation (8), one dot (·) above ω, for convenience in the specification, this is indicated in this way) indicates a preset target value of the engine rotational angular velocity. Thus, the value corresponds to the decreasing speed of the engine speed ω _e shown in FIG. Thus, the shift destination clutch allowable torque _Tc is temporarily increased, so that the turbine speed ω _t and the shift destination input shaft speed ω _c2 can be quickly synchronized. Here, in order to synchronize the turbine rotational speed ω _t and the shift destination input shaft rotational speed ω _c2 , for example, it may be possible to control the torque of the engine 10. Since the shift destination clutch allowable torque T _c2 with less response delay than the control is controlled, the turbine speed ω _t and the shift destination input shaft speed ω _c2 can be synchronized earlier, The occurrence of shock that occurs at that time can be effectively reduced.

制御フェーズ５においては、トルクコンバータ１２のロックアップクラッチ１５が完全に締結された状態であり、変速先クラッチがスリップ状態であるので、変速機１における運動方程式は、式（９）、式（７）で表すことができる。

In the control phase 5, since the lock-up clutch 15 of the torque converter 12 is completely engaged and the shift destination clutch is in the slip state, the equation of motion in the transmission 1 is expressed by the equations (9) and (7). ).

制御フェーズ５においては、エンジントルクＴ_ｅがドライバ要求エンジントルクＴ_ｅｄよりも一時的に減少し、その後、ドライバ要求エンジントルクＴ_ｅｄに一致する。また、変速先クラッチ許容トルクＴ_ｃ２は、徐々に上昇していき、ドライバ要求エンジントルクＴ_ｅｄと一致する。また、エンジン回転数ω_ｅ（タービン回転数ω_ｔと同じ）は、低下していき、変速先インプットシャフト回転数ω_ｃ２に徐々に近づく。

In the control phase 5, the engine torque T _e is decreased temporarily than the driver required engine torque T _ed, then match the driver required engine torque T _ed. Further, the shift destination clutch allowable torque _Tc2 gradually increases and coincides with the driver request engine torque _Ted . Further, the engine speed ω _e (same as the turbine speed ω _t ) decreases and gradually approaches the speed change destination input shaft speed ω _c2 .

Next, the overall control unit 81 determines whether or not the difference in rotational speed between the engine rotational speed ω _e and the shift destination input shaft rotational speed ω _c2 is smaller than a predetermined value (step S22), and the engine rotational speed ω _e. Since the control phase 5 remains unchanged when the rotational speed difference between the speed change destination input shaft rotational speed _ωc2 is not smaller than the predetermined value (step S22: NO), the overall control unit 81 performs step S22. Run again.

On the other hand, if the rotational speed difference between the engine speed ω _e and the speed change destination input shaft speed ω _c2 is smaller than a predetermined value (step S22: YES), the speed change destination clutch is engaged even if it is completely engaged. since the shock at the time of the considered relatively small, the control phase shifts to the control phase 6, the central control unit 81, the rotational speed difference between the engine rotational speed omega _e and the transmission destination input shaft rotational speed omega _c2 is predetermined The clutch control unit 83 is notified that the value has become smaller than the value.

Receiving the notification, the clutch control unit 83 adjusts the hydraulic pressure of the hydraulic oil supplied to the shift destination clutch of the shift clutch device 20 by the clutch hydraulic oil adjustment unit 86, thereby changing the shift destination clutch allowable torque T _c2. It is made to coincide with the torque when the clutch is completely engaged (torque T _MAX when fully engaged) (step S23).

Next, the overall control unit 81 determines whether or not the destination clutch allowable torque T _c2 matches the complete engagement torque T _MAX (step S24), and the destination clutch allowable torque T _c2 is the complete engagement torque. If it does not coincide with T _MAX (step S24: NO), the gear shift destination clutch is not completely engaged and remains in the control phase 6, so the overall control unit 81 executes step S24 again. .

On the other hand, if the shift destination clutch allowable torque _Tc2 matches the complete engagement torque T _MAX (step S24: YES), this means that the shift destination clutch has been completely engaged, and the torque converter 12 is locked up. This means that the driving force transmission path from the engine 10 to the driving wheels via the clutch 15 has been completely established, so the overall control unit 81 returns the engine control unit 71 to the normal control state and locks it. The up clutch engagement process is terminated.

As described above, according to the control device 2 according to the present embodiment, the overall control unit 81 determines whether or not the condition for connecting the lockup clutch 15 is satisfied. The transmission-source clutch used for driving force transmission is set to the slip state, and the transmission-source clutch allowable torque T _c1 is controlled to coincide with the torque of the turbine 14. The hydraulic control is started so as to engage the gear, and the shift control unit 84 determines whether or not a predetermined shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage is satisfied. When it is determined that the speed change condition is satisfied, the clutch control unit 83 disengages the speed change source clutch in parallel with the hydraulic pressure control after the hydraulic pressure control is started. With Gosuru, the transmission destination clutch as a slip state, as the speed change clutch which can transmit the transmission destination clutch allowable torque T _c2 is less driver required engine torque T _ed, and controlled to be the target clutch torque T _FLU or Therefore, it is possible to reduce the occurrence of shock by reducing the fluctuation of the torque of the output shaft 33 when the lockup clutch 15 is connected, and it is necessary to shift up when the lockup clutch is engaged. In this case, in parallel with the engagement process of the lock-up clutch 15, the clutch switching accompanying the up-shifting can be executed, and the up-shifting can be completed early.

Further, according to the control device 2 according to the present embodiment, the clutch control unit 83 temporarily increases the shift destination clutch allowable torque T _c2 after the lock-up clutch 15 is completely engaged, The shift destination clutch allowable torque T _c2 is changed to the driver request engine torque T _ed so that the turbine rotation speed ω _t and the shift destination input shaft rotation speed ω _{c2 of the} transmission mechanism 30 are controlled to be synchronized. The turbine rotational speed ω _t and the speed change destination input shaft rotational speed ω _c2 can be quickly synchronized, whereby the drive force transmission path with the lockup of the lockup clutch 15 can be quickly established. .

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

For example, in the above embodiment, the target clutch torque T _FLU is lower than the driver request engine torque T _ed , but the present invention is not limited to this, and is the same torque as the driver request engine torque T _ed. Also good.

  In the above embodiment, the shift destination clutch is described as being connected at a higher speed than the shift source clutch in the pre-control phase of the lockup clutch engagement process. However, the present invention is not limited to this. The shift destination clutch may not be connected to the high speed stage in the pre-control start phase. In this case, the shift control unit 84 controls the shift adjustment unit 87 until the control phase 2 is executed, so that the shift is performed. The first clutch may be connected to the high speed stage.

  In the above embodiment, the engine 10 is exemplified as the drive source. However, the present invention is not limited to this. For example, the drive source may be an electric motor, and the drive source may be an engine and an electric motor. It may be combined.

DESCRIPTION OF SYMBOLS 1 Transmission 2 Control apparatus 10 Engine 11 Output shaft 12 Torque converter 13 Impeller 14 Turbine 15 Lockup clutch 15A Piston 16 1st hydraulic chamber 17 2nd hydraulic chamber 19 Input shaft 20 Shift clutch apparatus 21 1st clutch 21A 1st space 22 Second clutch 22A Second space 26, 29 Piston 26A First clutch hydraulic chamber 29A Second clutch hydraulic chamber 30 Transmission mechanism 31 First input shaft 32 Second input shaft 33 Output shaft 34 First countershaft 35 Second countershaft 41 1-speed input gear 42 2-speed input gear 43 3-speed input gear 44 4-speed input gear 45 5-speed input gear 46 6-speed input gear 51 1-speed main gear 52 2-speed main gear 53 3-speed main gear 54 4-speed main gear 55 5-speed main gear 56 6-speed main gear 61 1st synchro Structure 62 and the second synchromesh mechanism 63 third synchromesh mechanism 64 fourth synchromesh mechanism 70 engine ECU
71 Engine control unit 80 Transmission ECU
DESCRIPTION OF SYMBOLS 81 General control part 82 Torque control part 83 Clutch control part 84 Shift control part 85 Torque hydraulic oil adjustment part 86 Clutch hydraulic oil adjustment part 87 Shift adjustment part 92 Engine speed sensor 93 Turbine speed sensor 94 1st input shaft rotation Number sensor 95 Second input shaft rotational speed sensor 96 Vehicle speed sensor 97 Accelerator opening sensor 98 Shift position sensor

Claims (2)

An impeller provided between the speed change mechanism, a drive source and the speed change mechanism, connected to the drive source side; and a turbine connected to the speed change mechanism side, and the impeller and the A torque converter having a lock-up clutch capable of transmitting power between the turbine and mechanically connecting the drive source side and the turbine to control power transmission; and the torque converter A clutch device including two clutches disposed between the transmission mechanism and the transmission mechanism and capable of controlling transmission of power between the torque converter and the transmission mechanism,
The lock-up clutch is configured to be able to adjust a fastening force by a differential pressure of hydraulic oil between a first hydraulic chamber and a second hydraulic chamber provided via a piston that presses the lock-up clutch,
Start determining means for determining whether or not a predetermined lockup condition for connecting the lockup clutch of the torque converter is satisfied;
Predetermined to switch the clutch from a shift source clutch used for driving force transmission to drive wheels of the two clutches of the clutch device to a shift destination clutch connected at a higher speed than the shift source clutch. Switching determining means for determining whether or not the speed change condition is satisfied,
When it is determined by the start determining means that a predetermined lockup condition is satisfied, the transmission source clutch is set in a slip state, and the transmission source clutch allowable torque that can be transmitted by the transmission source clutch matches the turbine torque. First clutch control means for controlling
A lock that starts controlling the hydraulic pressure of hydraulic fluid in the first hydraulic chamber and the second hydraulic chamber so that the lock-up clutch is engaged when the transmission-source clutch allowable torque matches the torque of the turbine. An up clutch control means;
When the switching determination means determines that the shift condition is satisfied, the shift source clutch is controlled to be in a disconnected state in parallel with the hydraulic pressure control by the lockup clutch control means, and the shift destination clutch In a slip state, the shift destination clutch allowable torque that can be transmitted by the shift destination clutch is equal to or less than the driver request torque that is assumed to be requested by the driver to the drive source, and the adjustment of the hydraulic pressure is started. Second clutch control means for controlling so as to be equal to or greater than the torque of the turbine;
After the lock-up clutch is completely engaged, the shift destination clutch allowable torque is temporarily increased, and then the shift destination clutch allowable torque is changed to the driver request torque to obtain the rotational speed of the turbine. Synchronization control means for controlling to synchronize the rotational speed of the input shaft of the speed change mechanism connected to the speed change destination clutch;
A transmission control apparatus comprising: The second clutch control means disengages the shift source clutch until the lockup clutch is completely engaged, adjusts the shift destination clutch allowable torque to be equal to or less than the driver request torque and the hydraulic pressure. The transmission control device according to claim 1, wherein the transmission torque is equal to or greater than the torque of the turbine at the start.

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