JP2929901B2 - Slip control device for vehicle lock-up clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a slip control device for a lock-up clutch for a vehicle, and more particularly to a technique for performing good slip control irrespective of fluctuations in engine output due to a change in atmospheric pressure or the like. Things.

[0002]

2. Description of the Related Art In an automatic vehicle having an automatic transmission, the engine output is transmitted to the automatic transmission via a fluid transmission device such as a torque converter. For example, Japanese Patent Application Laid-Open No. 62-297567 discloses a method in which a lock-up clutch is provided in parallel with a hydraulic power transmission device to perform slip control.
And Japanese Patent Laid-Open No. 2-80857. Such slip control is generally performed such that a lock-up clutch is slip-engaged with an engagement force determined based on a predetermined control parameter such as a throttle valve opening and a turbine rotation speed of a torque converter, for example, a target slip state is obtained. From the data map set in advance, the control amount of the slip control, specifically, the excitation current duty ratio of the linear solenoid valve that controls the clutch engagement hydraulic pressure, is determined according to the value of the actual control parameter. The slip-up control of the lock-up clutch is performed according to the following.

[0003]

Incidentally, since the clutch engagement force based on the data map and the like is set based on the engine output on a flat ground, the values of the predetermined control parameters such as the throttle valve opening are the same. Even at high altitudes where the engine output drops, the lock-up clutch may be completely engaged because the engagement force of the lock-up clutch is too large. In the device described in Japanese Patent Application Laid-Open No. 62-297567, it is proposed to release the lock-up clutch when the outside air pressure is equal to or lower than a predetermined value. However, the fuel efficiency improving effect by the slip control cannot be obtained. . In an engine in which the lean burn control, the variable intake control, the EGR, the variable valve timing control, the variable cylinder control, and the like are performed, the engine output changes depending on the control state, so that an appropriate slip state cannot be obtained as described above. Sometimes.

On the other hand, in order to always perform appropriate slip control irrespective of individual differences of the engine and aging of the engine output, control is performed so that the actual slip state of the lock-up clutch becomes the target slip state. It is conceivable to update the control amount of the data map in accordance with the parameter. However, as described above, the data map is updated when the engine output fluctuates due to a change in the outside air pressure or a change in the control state of each part of the engine. Then, when returning to a standard engine output state such as a flat ground, it may take time until an appropriate slip state is achieved.

The present invention has been made in view of the above circumstances. It is an object of the present invention to perform an appropriate slip control even when the engine output fluctuates due to a change in external pressure other than the control parameters. Is to be done.

[0006]

In order to achieve the above object, the present invention provides, as shown in the claim correspondence diagram of FIG. 1 (a), (a) an engine output provided in parallel with a hydraulic power transmission device. And (b) a predetermined eye
Slip the lock-up clutch with the target slip amount.
In order to achieve this, a feedforward calculated based on predetermined control parameters in a predetermined engine output state
In the slip lockup clutch control apparatus for a vehicle and a slip control means for slip-engaged with the lock-up clutch engagement force corresponding to the over-de control value, the predetermined actual engine output state (c) an output fluctuation detecting means for detecting whether or not varies from another machine <br/> institutions output state, depending on the variation of the (d) engine output state detected by the output variation detection means, the predetermined target slit
Change hands to change the feed forward control value of the slip engagement by said slip control means without changing the flop amount
A step is provided.

[0007]

In such a slip control device, whether or not the actual engine output state has fluctuated from a predetermined engine output state is detected by output fluctuation detecting means, and according to the fluctuation of the engine output state, Set the target slip amount
Leave the slip engagement by the slip control means unchanged.
The forward control value is changed by the changing means.
For example, when the engagement force of the lock-up clutch is determined based on the engine output on level ground, an atmospheric pressure sensor or the like detects whether or not the engine is in a predetermined engine output state, that is, whether or not the vehicle is on level ground. In the case of a high altitude where the atmospheric pressure is low, the feedforward control value of the slip control is changed by a predetermined data map or an arithmetic expression based on the decrease of the engine output due to the decrease in the atmospheric pressure, or a fixed correction value , and the lock is performed. That is, the engagement force of the up clutch is reduced. When engine control such as lean burn control is performed, the feed-forward of the lock-up clutch
Whether or not the control state transition control value has been determined, detected by such a physical quantity which changes in control power and the engine control of the engine control, if not predetermined control condition, the engine output by the engine control when the The lock-up clutch is activated by a predetermined data map or arithmetic expression according to the increase or decrease.
What is necessary is just to increase or decrease the feedforward control value . If the engine output actually transmitted to the lock-up clutch changes even if the output of the engine itself is the same, such as the operating state of the air conditioner, it is assumed that the engine output state has changed, and Feed forward based on status etc.
It is possible to change the de control value.

[0008]

As described above, according to the present invention , since the feedforward control value is changed in accordance with the change in the engine output state, the predetermined target value is obtained regardless of the change in the engine output state.
The lock-up clutch can be slip-engaged by the slip amount .

Preferably , the predetermined engine output state
The state is an engine output state at a predetermined atmospheric pressure.

Preferably, the slip control means is
The feedforward control value is set in the data map.
While the actual slip of the lock-up clutch
Control parameter so that the amount becomes the target slip amount.
Feed forward of the data map corresponding to the data
Learning means for updating the control value; and the output fluctuation detecting means.
Therefore, if a change in the engine output state is detected,
Learning to prohibit updating of the data map by learning means
Limiting means. In such a slip control device, the feed-forward control of the data map corresponding to the control parameter is performed by the learning means so that the actual slip amount of the lock-up clutch becomes the target slip amount.
The value is updated and the updated feed forward control
Since the slip control is performed by the slip control means in accordance with the value, the appropriate slip control is always performed regardless of the individual difference of the engine or the temporal change of the engine output. Further , when the fluctuation of the engine output state is detected by the output fluctuation detecting means, the updating of the data map by the learning means is prohibited by the learning restricting means. The data map is updated due to a change in the engine output due to a change in the control state of each part of the engine or the like, and erroneous slip control is not performed when the engine returns to a predetermined engine output state such as a flat ground. Follow
The data map is updated,
Slip is always appropriate regardless of changes in engine and engine output over time
While the control is being performed, the
Data map is not updated
Erroneous slip control is performed when returning to the
Never be.

[0011]

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings. 2, the output of an engine 10, which is an internal combustion engine, is transmitted from a torque converter 12 as a hydraulic power transmission and an automatic transmission 14 to drive wheels via a differential gear device (not shown). The torque converter 12 includes a pump impeller 18 connected to a crankshaft 16 of the internal combustion engine 10, a turbine impeller 22 connected to an input shaft 20 of the automatic transmission 14, and a non-rotating A stator wheel 28 fixed to a housing 26 as a member, and a lock-up clutch 32 connected to the input shaft 20 via a damper are provided. The lock-up clutch 32 is disengaged when the oil pressure in the disengagement-side oil chamber 36 is higher than that in the engagement-side oil chamber 34 in the torque converter 12, and the lockup clutch 32 amplifies according to the input / output rotation speed ratio of the torque converter 12. While the torque is transmitted at a rate,
When the oil pressure in the engagement-side oil chamber 34 is higher than that in the release-side oil chamber 36, the engagement state is established, and the engine output is transmitted from the crankshaft 16 to the input shaft 20 via the lockup clutch 32.

The automatic transmission 14 is provided with a 3 coaxially arranged transmission.
Sets of single pinion type planetary gear sets 40, 42, 44
And the output shaft 46 connected to the carrier of the planetary gear unit 42 and the ring gear of the planetary gear unit 44. Some of the components of the planetary gear sets 40, 42, 44 are integrally connected to one another, while the other is selectively connected to each other by three clutches C ₀ , C ₁ , C ₂ , or The four brakes B ₀ , B ₁ , B ₂ , B ₃ are selectively connected to the housing 26. The three one-way clutches F ₀ , F ₁ , F ₂ are adapted to be engaged with each other or with the housing 26 depending on the rotation direction. Since the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis,
In FIG. 2, the lower side is omitted.

The clutches C ₀ -C ₂ and the brake B
_{0 to} B ₃ (hereinafter, unless otherwise specified, the clutch C,
The brake B) is a hydraulic friction engagement device that is controlled to be engaged by a hydraulic actuator such as a multi-plate clutch or a band brake so that hydraulic oil is supplied from a hydraulic control circuit 50 to the hydraulic actuator. Has become. The hydraulic control circuit 50 is provided with a number of switching valves and the like, and the excitation and non-excitation of the solenoids S1 and S2 are respectively switched according to signals from the control unit 52, whereby the hydraulic circuit is switched and the clutch C and the brake B are switched. Is selectively controlled, one of the four forward speeds is established as shown in FIG. Shift position "D",
"2" and "L" are operating ranges of the shift lever in the driver's seat. In the "D" range, shift control is performed in four steps from 1st to O / D, and in the "2" range, 1st to 3rd.
The shift control is performed in three stages up to 1 s in the “L” range.
The shift control is performed in two stages of t and 2nd. Further, by switching the manual shift valve in accordance with the operation of the shift lever, the brakes B ₁ and B ₃ are respectively engaged in the 2nd range and the 2nd range of the “L” range, and in the 1st range of the “L” range. The engine brake is working.

The hydraulic control circuit 50 also includes a lock-up control circuit shown in FIGS. The lock-up relay valve 54 shown in FIG. 4 is turned on as shown in the right half of the figure when the lock-up control oil pressure Psl that is equal to or higher than the predetermined pressure is applied to the oil chamber 56, and changes according to the output torque of the engine 10. From the input port 58 to port 6
The release side oil chamber 36 is connected to the port 68 of the lock-up control valve 66 through the ports 62 and 64 while the engagement side oil chamber 34 is acted on through the port 0. The lock-up control valve 66 includes an oil chamber 70 in which the engagement oil pressure Pon in the engagement-side oil chamber 34 acts, an oil chamber 72 in which the release oil pressure Poff in the release-side oil chamber 36 acts, and the lock-up control oil pressure. Oil chamber 7 in which Psl is operated
And a spring 77 for urging the spool valve 76 toward the oil chambers 72 and 74. The spool valve 76 is moved in accordance with the oil pressure of the spring 77 and the port 68 is connected to the drain port 78 or the secondary port. The release hydraulic pressure Pof is communicated with the pressurizing port 80 on which the hydraulic pressure PL2 is acting.
f is regulated, the engagement hydraulic pressure Pon and the release hydraulic pressure P
The pressure difference ΔP from off is adjusted according to the lock-up control oil pressure Psl. That is, when the lock-up control oil pressure Psl is sufficiently high, the release oil pressure Poff is set to a low pressure, the differential pressure ΔP increases, and the lock-up clutch 32 is fully engaged, but the lock-up control oil pressure Psl is low. As a result, the release hydraulic pressure Poff becomes high accordingly, and the differential pressure Δ
As P becomes smaller, the lock-up clutch 32 is slip-engaged with an engagement force corresponding to the differential pressure ΔP. When the lock-up control oil pressure Psl further decreases, the lock-up relay valve 54 is turned off, and the input port 58
And the port 62 communicate with each other to cause the secondary hydraulic pressure PL2 to act on the release-side oil chamber 36, while the port 60 communicates with the discharge port 82, and the hydraulic oil in the engagement-side oil chamber 34 is transferred to an oil cooler or the like. Discharged, lock-up clutch 3
2 is released.

The lock-up control oil pressure Psl is regulated by a linear solenoid valve 84 shown in FIG. The linear solenoid valve 84 has a constant modulator oil pressure P
m, an input port 86 to which the hydraulic oil of m is supplied, an output port 88 for outputting the lock-up control oil pressure Psl, a drain port 90, a feedback oil chamber 92 to which the lock-up control oil pressure Psl is applied, and a spool valve 94 to the solenoid SL side. A spring 96 for urging the spool valve element 94 toward the spring 96.
L is supplied to the control unit 5.
2, the spool valve element 94 is moved, and the output port 88 is connected to the input port 86 or the drain port 90, so that the lock-up control hydraulic pressure Psl that changes according to the duty ratio SLU of the excitation current Is output. In this embodiment, the lock-up control oil pressure Psl increases as the duty ratio SLU increases, and the differential pressure ΔP and the lock-up clutch 32
Is increased. The output port 88 is connected to the input port 102 of the solenoid relay valve 100, said B ₂ hydraulic engaging the brake B ₂ is allowed to act on the oil chamber 104, with the spool 106 is spring 108 When it is moved to the ON position shown in the left half of the figure against the force, the hydraulic oil adjusted to the lock-up control oil pressure Psl is sent from the output port 110 to the lock-up relay valve 54 and the lock-up control valve 66. Supplied. B ₂ oil pressure is OFF, that is, 2nd, 3rd, or O / D
In gears other than the gears, the spool valve 106 is moved to the OFF position shown in the right half of the figure according to the biasing force of the spring 108, and the output port 110 is connected to the drain port 112 to engage the lock-up clutch 32. Joint control becomes impossible. The above linear solenoid valve 84
The solenoid SL is supplied with an exciting current when a predetermined engagement condition is satisfied only at the 2nd, 3rd, or O / D shift stage of the D range and the 2nd or 3rd shift stage of the 2 range. 32 is engaged or slip-controlled.

Returning to FIG. 2, the control unit 52 includes a CPU, a RAM, a ROM, an input / output interface circuit, etc., and performs signal processing in accordance with a program pre-stored in the ROM while utilizing a temporary storage function of the RAM. To change the gear position of the automatic transmission 14 by switching between excitation and non-excitation of the solenoids S1 and S2, and to control the duty of the excitation current supplied to the solenoid SL to engage or slip the lock-up clutch 32. Control. The control unit 52 is supplied with the rotation speed signals SNt and SNo representing the rotation speed Nt of the input shaft 20, that is, the turbine wheel 22, and the rotation speed No of the output shaft 46 from the pair of rotation speed sensors 120 and 122, and neutral. From the start switch 124, a shift range signal SR indicating a shift range such as “D”, “2”, “L”, etc. is supplied. Further, a rotation speed signal SNE representing the engine rotation speed NE is supplied from a rotation speed sensor 126 provided in the engine 10,
A throttle valve signal Sθ representing the throttle valve opening θ is supplied from a throttle sensor 128 provided on the throttle valve for adjusting the intake air amount of the engine 10, and an atmospheric pressure signal representing the atmospheric pressure Pa from the atmospheric pressure sensor 130. SP
a is supplied.

Next, the slip control of the lock-up clutch 32 performed by the control unit 52 will be specifically described with reference to the flowchart of FIG. This slip control is a duty control of the exciting current supplied to the solenoid SL so as to adjust the lock-up control oil pressure Psl so that the lock-up clutch 32 enters a predetermined slip state.
At the time of d or the O / D shift speed, it is repeatedly executed with a predetermined cycle time.

In step S1 of FIG. 6, the running state of the vehicle, for example, the throttle valve opening θ and the output shaft rotation speed N
It is determined whether or not o is in the slip control area. If o is in the slip control area, steps S2 and subsequent steps are executed. The slip control area is determined, for example, as shown in FIG.
And the like. In step S2, a standard control value FWDS of the duty ratio SLU for obtaining the target slip state is calculated based on predetermined control parameters, for example, the throttle valve opening θ and the turbine rotation speed Nt. The standard control value FWDS is calculated by adding the initial value FWDM and the learning value KG.
M and the learning value KG are stored in a RAM or the like as a data map using the throttle valve opening θ and the turbine rotation speed Nt as parameters, as shown in FIG. 8, and are calculated by map interpolation. The data map of the initial value FWDM is based on the engine output on level ground, that is, the standard engine output state when traveling on level ground where the atmospheric pressure is approximately 1.0, so that the engagement force for achieving the predetermined target slip state is obtained in advance. The initial value FWDM is determined by an experiment or the like, and the solenoid SL is used as the duty ratio SLU.
The duty ratio of the exciting current is controlled, so that the lock-up clutch 32 basically enters the target slip state on flat ground. The data map of the learning value KG is for correcting the initial value FWDM so as to be in the target slip state irrespective of the individual difference of the engine 10 or the aging of the engine output, and is sequentially updated in step S9. The target slip state may be a constant slip state in which a rotation speed difference Nslip (= NE−Nt) between the engine rotation speed NE and the turbine rotation speed Nt has a constant value such as 50 rpm, for example. Different target slip states may be determined according to the values of θ and the turbine rotation speed Nt. The standard engine output state is determined by a predetermined machine.
This is the output state. In addition, the target slip state
The target slip amount.

In the next step S3, the initial value FWD
Similarly to M, a high ground control value FWDH of the duty ratio SLU of the exciting current for exciting the solenoid SL is calculated based on the throttle valve opening θ and the turbine rotation speed Nt.
The high altitude control value FWDH is determined based on the engine output when the atmospheric pressure is a predetermined value α smaller than 1.0 such that the engagement force for the target slip state is obtained so that the throttle valve opening θ and the turbine rotation speed Nt are obtained. Is determined in advance by experiments or the like using as a parameter, and is calculated by map interpolation from a data map stored in storage means such as a RAM. That is, at high altitude where the atmospheric pressure is the predetermined value α, the high altitude control value FWDH is changed to the duty ratio SL.
When the excitation current of the solenoid SL is duty-controlled as U, the lockup clutch 32 basically enters the target slip state. At a high altitude where the atmospheric pressure is low, the torque of the engine 10 is lower than that at a flat ground. If the same, the highland control value FWD
H is smaller than the initial value FWDM.

In the next step S4, the atmospheric pressure signal S
Based on the current atmospheric pressure Pa represented by Pa, a feedforward control value FWD is calculated from the highland control value FWDH and the standard control value FWDS by linear interpolation according to the following equation (1). FIG. 9 shows the control values FWDH, F
FIG. 4 is a diagram showing a relationship between WDS, FWD and atmospheric pressure. In step S5, the current rotational speed difference Nslip (= N
E−Nt) and a deviation ΔN (= Nslip−Nslip) between a target rotation speed difference Nslip ^T predetermined as a target slip state.
Based on ^T ), a feedback correction value FB for reducing the deviation ΔN is calculated according to a feedback control formula such as a PID operation. Then, in step S6, the duty ratio SLU is obtained by adding the feedback correction value FB to the feedforward control value FWD, and the excitation current of the solenoid SL is duty-controlled by the duty ratio SLU, whereby the lockup control oil pressure Psl is reduced. Regulate pressure. By adjusting the lock-up control oil pressure Psl in this manner, the lock-up clutch 32 is slip-controlled so as to always be in the target slip state irrespective of the torque fluctuation of the engine 10 due to the change in the atmospheric pressure Pa. The duty ratio SLU corresponds to a control amount of the slip control.

(Equation 1)

In step S7, the atmospheric pressure Pa becomes approximately 1.0.
It is determined whether Pa ≒ 1.0 or not, and step S1
The following is repeated, but if Pa ≒ 1.0, step S
8 to determine whether a predetermined learning condition is satisfied. The learning conditions include, for example, the engine speed N
E, throttle valve opening θ, turbine rotation speed Nt, vehicle speed V, that is, output shaft rotation speed No, rotation speed difference Nslip, duty ratio SLU, etc., are substantially constant only for a predetermined time or cycle. Are determined,
If the learning condition is satisfied, the learning value KG is updated in step S9. In step S9, the learning value KG is obtained by subtracting the initial value FWDM from the duty ratio SLU at that time, and the current throttle valve opening θ and the turbine rotation speed Nt in the learning value KG data map.
Rewrite the data in the portion corresponding to. Thus, regardless of the individual difference of the engine 10 or its change with time, the standard control value FWDS
As a result, the target slip state can be promptly obtained.

Here, in the slip control of this embodiment, a standard control value FWDS based on the engine output on a flat ground is obtained, and a high altitude control value FWDH based on the engine output on a high altitude where the atmospheric pressure is low is obtained. Based on the atmospheric pressure Pa detected by the atmospheric pressure sensor 130, the standard control value FWDS and the high altitude control value F
Calculate the feedforward control value FWD from WDH,
Since the duty ratio SLU is determined based on the feedforward control value FWD, the lock-up clutch 32 can be slip-engaged in the target slip state regardless of a change in engine output due to a change in atmospheric pressure. Even when the highland control value FWDH is not considered, the output control of the engine 10 due to the pressure change or the like can be coped with by the feedback control of the duty ratio SLU.
May be temporarily completely engaged.

In this embodiment, the actual rotational speed difference Nsl
The duty ratio SLU is feedback-controlled so that ip becomes the target rotation speed difference Nslip ^T, and the data map of the learning value KG is sequentially rewritten based on the duty ratio SLU.
The appropriate slip control is always performed promptly regardless of the individual difference of 0 or the change with time. In addition, the learning value KG is updated only when the atmospheric pressure Pa is approximately 1.0, and is not updated when the output of the engine 10 fluctuates due to a change in the atmospheric pressure. Will not be heard.

In this embodiment, the control unit 52
6 constitutes a slip control means together with the linear solenoid valve 84 and the like. Also, the part that executes steps S3 and S4 corresponds to the changing means, and
The implement portion is equivalent to learning limiting means, step S9
Portion of the execution corresponds to the learning means. Further, the atmospheric pressure P
The atmospheric pressure sensor 130 that detects a corresponds to an output fluctuation detecting unit.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in the above embodiment, the standard control value FWDS is changed or the learning value KG is prohibited from being updated according to the atmospheric pressure Pa. However, lean burn control, variable intake control, EGR, Variable valve timing control,
In an engine in which variable cylinder control or the like is performed, it is also possible to detect a control output of the engine control or a physical quantity that changes by the engine control to change the standard control value FWDS or prohibit the update of the learning value KG. it can. Even when the engine output transmitted to the lock-up clutch 32 such as an air conditioner changes, the standard control value FWDS can be changed or the learning value KG can be prohibited from being updated according to the operating state. The standard control value FWDS can be changed based on two or more control states, operating states, and the like.

In the above embodiment, the highland control value FWDH
Is stored as a data map, and the feedforward control value FWD is obtained by linear interpolation with the standard control value FWDS. However, the standard control is performed by a correction coefficient obtained from a data map or an arithmetic expression according to the atmospheric pressure Pa. such as correcting the value FWDS, aspects of the change means may be changed as necessary. The engagement force may be changed in two stages depending on whether the vehicle is at high altitude or not. It is also possible to change the engagement force by switching the hydraulic circuit between a high pressure side and a low pressure side by using a switching valve or the like.

In the above embodiment, the throttle valve opening θ
The standard control value FWDS and the highland control value FWDH have been determined from a data map using the turbine rotation speed Nt as a parameter. However, instead of the throttle valve opening θ, the engine output such as the intake air amount or intake back pressure is used. Other corresponding parameters can be used, and correction can be made based on the changing speed of the accelerator operation amount, the changing speed of the vehicle speed V, or the like. It is also possible to obtain the standard control value FWDS by fuzzy inference or the like, or to perform correction based on altitude, that is, atmospheric pressure Pa.

In the above embodiment, the atmospheric pressure sensor 130 is used.
The atmospheric pressure Pa is detected by using a predetermined data map based on the engine speed NE and the throttle valve opening θ at the time of idling. Can also be determined. In this manner, when determining whether or not the engine is in the standard engine output state, it is possible to cope with output fluctuations caused by engine control such as the lean burn control.

In the above embodiment, the learning value KG is stored separately from the initial value FWDM, but the initial value FWDM itself may be updated.

In the above embodiment, the duty ratio SLU is feedback-controlled in accordance with the deviation ΔN. However, the duty ratio SLU is controlled in accordance with the sign of the deviation ΔN.
The method of correcting the duty ratio SLU is determined as appropriate, such as increasing or decreasing the value by a constant value.

The hydraulic circuits and valves shown in FIGS. 4 and 5 for slip control of the lock-up clutch 32 are merely examples, and various circuit configurations capable of controlling the differential pressure ΔP can be employed. The configuration of the lock-up clutch 32 itself can be appropriately changed as needed.

In the above embodiment, the torque converter 1
Although 2 was used, other hydraulic transmissions such as fluid couplings could be used.

In the above-described embodiment, the automatic transmission 14 having four forward speeds is provided. However, this automatic transmission 14 is merely an example, and the number and configuration of the shift speeds can be appropriately changed. It is also possible to employ a transmission.

In implementing the present invention , the learning value KG
And the feedback control of the duty ratio SLU are not necessarily required .

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims of the present invention.

FIG. 2 is a diagram illustrating an example of a vehicle power transmission device having a slip control device according to an embodiment of the present invention.

FIG. 3 is a diagram for explaining an engagement operation of a clutch and a brake for establishing each shift speed of the automatic transmission of FIG. 2;

4 is a circuit diagram showing a hydraulic circuit for performing slip control of the lock-up clutch shown in FIG. 2 together with FIG. 5;

5 is a circuit diagram showing a hydraulic circuit for performing slip control of the lock-up clutch of FIG. 2 together with FIG. 4;

FIG. 6 is a flowchart illustrating an operation when the lock-up clutch is slip-controlled in the embodiment of FIG. 2;

FIG. 7 is a diagram illustrating an example of a slip control region in which slip control is performed according to FIG.

8 is a diagram illustrating a data map when calculating an initial value FWDM and a learning value KG in step S2 of FIG. 6;

FIG. 9 is a diagram illustrating a calculation method for obtaining a feedforward control value FWD in step S4 of FIG. 6;

[Explanation of symbols]

10: Engine (engine) 12: Torque converter (fluid type transmission) 32: Lock-up clutch 52: Control unit 84: Linear solenoid valve 130: Atmospheric pressure sensor (output fluctuation detecting means) Steps S1 to S9: Slip control means Step S3, S4: change means step S7: learning limiting means step S9: learning means

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Tohru Matsubara 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-5-263917 (JP, A) JP-A-4-203561 (JP, A) JP-A-1-193445 (JP, A) JP-A-2-154856 (JP, A) JP-A-2-57438 (JP, A) JP-A-3-29762 (JP, U) ( 58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 61/14

Claims (3)

(57) [Claims] 1. A lock-up clutch, which is provided in parallel with a hydraulic power transmission and transmits engine output , and wherein the lock-up clutch is slipped with a predetermined target slip amount.
To a predetermined engine output state
Fi obtained based on Oite predetermined control parameters
The lock in the slip lockup clutch control apparatus for a vehicle having an up slip control means for the clutch to slip-engaged, the actual engine output state is the predetermined engine output state engagement force corresponding to the over-forward control value Output fluctuation detecting means for detecting whether or not there has been a fluctuation in the slip control without changing the predetermined target slip amount in accordance with the fluctuation of the engine output state detected by the output fluctuation detecting means. the fees slip engagement by means
And a changing means for changing a forward control value . 2. The system according to claim 1, wherein the predetermined engine output state is a large engine output state.
2. The engine according to claim 1, wherein the pressure is an engine output state at a predetermined value.
Control device for vehicle-mounted lock-up clutch. 3. A feed forward of said slip control means.
The lock control value is set in the data map while the actual slip amount of the lock-up clutch is
Corresponding to the control parameters so that the target slip amount
To update the feed forward control value of the data map.
The fluctuation of the engine output state is detected by the new learning means and the output fluctuation detecting means.
If the data map is issued by the learning means,
Characterized in that it has a learning limiting means for inhibiting updating of the flop
The vehicle lock-up clutch according to claim 1 or 2,
Latch slip control device.