JP3098667B2 - Clutch slip control device and method of manufacturing the same - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch slip control device and a method of manufacturing the same, and more particularly, to output a clutch operation amount command value so that a target slip speed and an actual slip speed match. The present invention relates to a clutch slip control device that adjusts a slip state according to the output manipulated variable command value and a method of manufacturing the same.

[0002]

2. Description of the Related Art There have been known various types of clutch slip control devices of this type, for example, for controlling slippage of a lock-up clutch of a torque converter. In these slip control devices, when the input and output of the torque converter are directly connected, the vibration of the engine is directly transmitted to the transmission side in a low engine rotation range to degrade the riding comfort, while the input and output are wide in a wide range of rotation speed. Releasing the combination of the two solves the contradictory problem that the fuel consumption reduction effect is not effectively utilized.

Conventionally, such a slip control device has been continuously improved with an emphasis on how to achieve both high responsiveness and control stability. For example, an operation amount command value at the current time is set to a target slip rotational speed and an actual slip speed. A control deviation amount, which is a difference from the slip rotation speed, a differential amount and an integral amount of the deviation amount, or a differential amount of the deviation and a second-order differential amount thereof are calculated. 586
issue). Alternatively, a method has been proposed in which these quantities are developed into time-series quantities to calculate the increment of the manipulated variable (Japanese Patent Laid-Open Publication No. Sho.
No. 4-30966). If these controls are sufficiently adjusted, they perform the specified operations to stably maintain and control the slip amount to the target value and realize high follow-up to the target value without deteriorating stability. can do.

[0004]

However, these control devices have a problem that sufficient control cannot be realized with respect to changes in the characteristics of the system for controlling the slip state of the clutch. If the difference between the lock-up clutch and the hydraulic control system that controls the amount of slip is large,
Or the friction characteristics of the lock-up clutch due to the deterioration of the friction material and hydraulic oil from the initial state where the control system was designed,
That is, when the μ-v characteristic of the clutch changes to impair the stability of the slip speed, the slip amount cannot be controlled to the target value in a stable and high-speed manner.
This point will be briefly described with reference to the drawings.

Changes in the characteristics of the slip control system are illustrated by the gain and phase of the transfer function from the manipulated variable command value to the slip speed. FIG. 26 is a graph showing a variation between characteristics of the characteristics at the time of design. The characteristics of the clutch vary between solids, particularly in a high frequency range, due to the instability of the friction material and the way in which the friction material is pressed. Further, as shown in FIG. 27 , when the friction material wears out or the hydraulic oil deteriorates with time and thermally, the characteristics of the gain and phase characteristics in the middle and high frequency range are lower than those at the time of design. The degradation of these respective parts, friction characteristics, as shown in FIG. 28, there has a peak of resonance in the high frequency range. In this case, the friction material may exhibit a behavior called stick slip, and may cause self-excited oscillation of several tens of hertz. In such a case, the stability of the control of the slip rotation speed is completely impaired.

This is because the conventional control device is adjusted on the assumption that there is no significant change in the control characteristics of the clutch, that is, the control device is adjusted so as to satisfy the control stability and the tracking ability under the predetermined control characteristics. . Naturally, in the control device using the deviation between the target slip rotational speed and the actual rotational speed, the derivative thereof (deviation amount), and the second derivative, the control constant to be multiplied by these amounts is changed according to the change in the characteristics of the control system. Although a switching method is conceivable, the configuration of the control system is unnecessarily complicated, and the stability of the switching algorithm is not always guaranteed, and is not a practical solution.

[0007] Such a problem of characteristic change always exists in a real device, and therefore, in a control device actually used,
In many cases, the stability of the control is prioritized so that the response of the control system is moderate. As a result, in a situation where a steady operating state continues for a long time, the target slip rotation speed is stably maintained, but the torque fluctuation of the engine on the input side is cut off, or the transient operation in which the target slip rotation speed fluctuates. The torque transmission efficiency could not be increased following the state.

[0008] The clutch slip control device of the present invention comprises:
It is an object of the present invention to solve such a problem and to realize high followability in slip control without losing stability even when a characteristic change occurs. Another object of the present invention is to easily design and manufacture such a clutch slip control device. For this reason, the present invention has the following configuration.

[0009]

As shown in FIG. 1, which is a block diagram illustrating the configuration of the present invention, a slip control apparatus for a clutch according to the present invention detects a slip rotational speed Nsl of an actual clutch CL. Rotation speed detection means M1
The clutch operation amount command value u is set so that the actual slip rotation speed Nsl matches the target slip rotation speed N *.
A slip control device for determining (k) and adjusting a slip state according to the manipulated variable command value u (k), wherein the input and output of the manipulated variable command value u (k) and the actual slip rotation speed Nsl are performed. Using a higher-order function that approximates the change in frequency characteristics,
A storage means M2 for storing a constant set to satisfy the responsiveness and stability of the system for feedback-controlling the slip state, and a plurality of discrete times from the current time using the constant stored in the storage means. The manipulated variable command value history means M3 for obtaining the first parameter A reflecting the manipulated variable command values u (k-1)... U (kn) up to (n) times before
And discretely using the constant stored in the storage means,
The deviation e (k) between the target slip rotation speed N * and the actual slip rotation speed Nsl up to a plurality of times (m times) before the current time.
)... The following manipulated variable command value u (k) based on the control variable deviation history means M4 for obtaining the second parameter B reflecting e (km) and the first and second parameters A and B. )
And an operation command value calculating means M5 for determining

In addition, as shown in FIG. 2, the method of manufacturing the first slip control device of the present invention operates the clutch CL so that the actual slip rotation speed Nsl matches the target slip rotation speed N *. A method for manufacturing a slip control device that outputs a command value u (k) and adjusts a slip state according to the output manipulated variable command value u (k), wherein an input / output of a system for adjusting the slip state is provided. Frequency characteristic change
The measurement is performed for each factor causing the change in the input / output frequency characteristic, and the overall characteristic of the change in the input / output frequency characteristic due to the plurality of factors is approximately grasped as a first-order weighting function W2 of a higher order (step 1), and the slip state as a stable condition with respect to the system the previous <br/> SL output frequency characteristic change in feedback control of the transmission of the first weighting function W2 from the target slip rotational speed N * to the actual slip speed Nsl Function and the target slip rotation speed N *
And a second weighting function W1 provided for ensuring responsiveness is evaluated (step 2), and a control amount of the feedback system is determined based on the evaluation. The point is to determine a constant for this (step 3).

Further, in the manufacturing method of the second slip control device according to the present invention, in the step 2 of the first manufacturing method, the actual slip speed Nsl is calculated based on the higher-order weighting function and the target slip rotation speed N *. Up to the transfer function up to
An amount taking into account a transfer function from the target slip rotation speed N * to the control deviation and a second weighting function W1 provided for ensuring responsiveness, and a slip control system capable of changing the slip speed are added. A transfer function from a torque disturbance, which is a fluctuation in torque, to a slip rotation speed Nsl, an amount in consideration of the first weighting function W2, a control deviation from the second weighting function W1, and the target slip rotation speed N * It is different in that it evaluates the quantity in consideration of the transfer function up to.

[0012]

In the clutch slip control device according to the present invention, the storage means M2 stores a constant set so as to satisfy the responsiveness and stability of the system for feedback controlling the slip state. I have. This constant is
It is set using a higher-order function that approximates a change in input / output frequency characteristics between the manipulated variable command value u (k) and the actual slip rotation speed Nsl. Manipulated variable command value history means M3
Is calculated by using the constants, the operation amount command values u (k−1).
First parameter A reflecting (kn) is obtained. On the other hand, the clutch CL is detected by the slip rotation speed detecting means M1.
The actual slip rotation speed Nsl of the target slip rotation speed Nsl and the actual slip rotation speed Nsl up to a plurality of times (m times) from the present time are discretely detected by the control amount deviation history means M4. Deviation e (k) ... e (k-
The second parameter B reflecting m) is obtained using the constant stored in the storage means M2. The first, thus obtained
Based on the second parameters A and B, the operation command value calculation means M5 obtains the next operation amount command value u (k). The clutch slip control device of the present invention uses the manipulated variable command value u (k) obtained in this way to determine the actual slip rotation speed Nsl.
Is controlled to match the target slip rotation speed N *.

That is, the clutch slip control device of the present invention uses a higher-order function that approximates a change in the input / output frequency characteristic between the manipulated variable command value u (k) and the actual slip rotation speed Nsl. Both parameters A and B are calculated using constants determined so as to satisfy the responsiveness and stability of the system for feedback controlling the state.

Here, the manipulated variable command value history means M3 and the control quantity deviation history means M4 may be means for obtaining each parameter as fifth or higher order history information, or in view of the analysis of the characteristic change of the actual control system. Is preferred. In addition, both means M
3, the number of times (n or m) M4 discretely goes back is
Theoretically, it is usual to treat them as the same number, but different numbers may be used.

In the first method of manufacturing a slip control device according to the present invention, in step S1, an input / output of a system for adjusting a slip state is performed.
The frequency characteristic change, measured every factors result in the output frequency characteristic change, approximately grasp the overall characteristics of the input and output frequency characteristics change due to factors plurality of the higher-order weighting function W2, in process S2 The condition that the system for feedback control of the slip state satisfies the requirement of the responsiveness and stability to the change of the input / output frequency characteristic is that the actual slip speed is calculated from the first weighting function W2 and the target slip rotation speed N *. An amount considering a transfer function up to Nsl and an amount considering a transfer function from the target slip rotation speed N * to the control deviation and a second weighting function W1 provided for ensuring responsiveness are evaluated. . And
Based on this evaluation, in step S3, a constant for determining the control amount of the feedback system is determined.

Further, in the manufacturing method of the second slip control device according to the present invention, in the above-mentioned step S2, the slip rotation speed Nsl is obtained from the torque disturbance which is the fluctuation of the torque applied to the slip control system which can further change the slip speed. , The amount taking into account the first weighting function W2, the second weighting function W1, and the amount taking into account the transfer function from the target slip rotation speed N * to the control deviation are evaluated. I do.

The slip control device thus manufactured is
By outputting the manipulated variable command value u (k), the slip state is adjusted so that the actual slip rotation speed Nsl matches the target slip rotation speed N *. The slip state is also adjusted so that the actual slip rotation speed Nsl matches the target slip rotation speed N * even with respect to torque disturbance that fluctuates the slip speed.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to further clarify the structure and operation of the present invention described above, preferred embodiments of the present invention will be described below. FIG. 3 is a diagram showing a vehicle power transmission device to which a clutch slip control device according to one embodiment of the present invention is applied. In the figure, the power of an engine 10 is a stepped automatic transmission 1 composed of a torque converter 12 with a lock-up clutch, three sets of planetary gear units, and the like.
4, and further transmitted to drive wheels via a differential gear device (not shown).

The torque converter 12 is fixed to a pump impeller 18 connected to a crankshaft 16 of the engine 10 and an input shaft 20 of the automatic transmission 14. The torque converter 12 includes a turbine wheel 22 that rotates by receiving oil from a pump wheel 18, a stator wheel 28 fixed to a housing 26 that is a non-rotating member via a one-way clutch 24, and a damper 30. And a lock-up clutch 32 connected to the input shaft 20 via the input shaft 20. The lock-up clutch 32 directly connects the input / output members of the torque converter 12, that is, the crankshaft 16 and the input shaft 20. When the oil pressure in the engagement-side oil chamber 35 of the torque converter 12 is higher than the release-side oil chamber 33, the lock-up clutch 32 is engaged, and the rotation of the crankshaft 16 is transmitted to the input shaft 20 as it is. . On the other hand, when the oil pressure in the release-side oil chamber 33 in the torque converter 12 is higher than the engagement-side oil chamber 35, the lock-up clutch 32 is disengaged, and the torque converter 12 performs its original function. That is, the torque is converted at an amplification factor corresponding to the input / output rotation speed ratio, and the rotation of the crankshaft 16 is transmitted to the input shaft 20.

The automatic transmission 14 includes the input shaft 20 and the output shaft 34, and one of a plurality of forward gears and a reverse gear is selected by a combination of operations of a plurality of hydraulic friction engagement devices. It is configured as a stepped planetary gear device that is in a state of mechanical engagement. This automatic transmission 14
Shift control hydraulic control circuit 44 for controlling the gear stage of the vehicle
And an engagement control hydraulic control circuit 46 for controlling the engagement of the lock-up clutch 32. The shift control hydraulic control circuit 44 includes a solenoid no. 1 and solenoid no. 2, a first solenoid valve 48 and a second solenoid valve 50, each of which is driven to be turned on and off by the second solenoid valve 50, and a clutch and a brake are selectively operated by a combination of the operations of the first solenoid valve 48 and the second solenoid valve 50. Thus, any one of the first to fourth speeds is achieved.

The engagement control hydraulic control circuit 46 includes a linear solenoid valve 52, a switching valve 54, and a slip control valve 56. The linear solenoid valve 52 uses a constant modulator pressure Pmodu generated in the shift control hydraulic control circuit 44 as a source pressure. It operates linearly in response to the current flowing through 3. That is, the linear solenoid valve 52 continuously generates an output pressure Plin having a magnitude corresponding to the magnitude of the drive current Iso1 from the electronic control unit (ECT) 42. This output pressure Plin is supplied to the switching valve 54 and the slip control valve 56. The switching valve 54 is provided between the lock-up clutch 32 and the release position at which the lock-up clutch 32 is released.
And an engagement side position for setting the engagement state. Further, the slip control valve 56 operates using the regulator pressure Pcl generated by the clutch pressure regulating valve (not shown) in the shift control hydraulic control circuit 44 in accordance with the throttle valve opening as the original pressure.

The switching valve 54 includes a spring 58 for urging a spool valve element (not shown) toward a release side position,
First port 60 to which the regulator pressure Pcl is supplied
A second port 62 to which the output pressure of the slip control valve 56 is supplied, and a third port 64 connected to the release-side oil chamber 33.
And a fourth port 66 connected to the engagement side oil chamber 35 and a fifth port 68 connected to the drain. When the output pressure Plin of the linear solenoid valve 52 supplied to the switching valve 54 falls below a predetermined value, the spool valve element is moved to the release side position according to the urging force of the spring 58 (the state shown in FIG. 3). The second port 62 is closed, and the first port 60 communicates with the third port 64 and the fourth port 66 communicates with the fifth port 68. Therefore, when the output pressure Plin of the linear solenoid valve 52 acting on the spool valve element of the switching valve 54 falls below a predetermined value, the spool valve element of the switching valve 54 moves to the release position according to the urging force of the spring 58. , The hydraulic pressure Poff in the release-side oil chamber 33 is set to the regulator pressure Pcl, and at the same time, the hydraulic pressure Pon in the engagement-side oil chamber 35 is set to the atmospheric pressure, and the lock-up clutch 32 is released.
Therefore, at this time, the torque converter 12 performs the original operation of the torque converter for converting and transmitting the torque.

On the other hand, when the output pressure Plin of the linear solenoid valve 52 applied to the spool valve of the switching valve 54 exceeds a predetermined value, the spool valve of the switching valve 54 responds to the urging force of the spring 58. The position is switched to the engagement side position to close the fifth port 68 and communicate between the first port 60 and the fourth port 66 and between the second port 62 and the third port 64, respectively. Therefore, at the same time as the hydraulic pressure Pon in the engagement-side oil chamber 35 is set to the regulator pressure Pcl, the hydraulic pressure Poff in the release-side oil chamber 33 is pressure-controlled by the slip control valve 56, and the lock-up clutch 3
2 is slip controlled or engaged.

The slip control valve 56 has a spring 70 for urging a spool valve (not shown) to increase the output pressure. A hydraulic pressure Pon in the engagement side oil chamber 35 is applied to the spool valve element to generate a thrust toward the output pressure increasing side, and is released to generate a thrust toward the output pressure decreasing side. The oil pressure Poff in the side oil chamber 33 and the output pressure Plin of the linear solenoid valve 52 are applied. Therefore, the differential pressure ΔP (= Pon−Poff) corresponding to the slip amount is supplied to the linear solenoid valve 52 by the slip control valve 56 as shown in Expression 1.
Of the output pressure Plin. Here, in Equation 1, F is the urging force of the spring 70,
A1 is the pressure receiving area of the hydraulic pressure Pon at the spool valve, A2
(Where A1 = A2) is the pressure receiving area of the hydraulic pressure Poff, and A3 is the pressure receiving area of the output pressure Plin.

[0025]

(Equation 1)

Accordingly, in the engagement control hydraulic control circuit 46 configured as described above, the oil pressure Pon in the engagement-side oil chamber 35 and the oil pressure Poff in the release-side oil chamber 33 are set to the values shown in FIG.
As shown in the figure, the output pressure Plin of the linear solenoid valve 52
, The linear solenoid valve 52
The switching control of the switching valve 54 and the slip control of the lock-up clutch 32 after the switching valve 54 is switched to the engaged position can be respectively performed by the output pressure Plin.

Next, the configuration and the design of the electronic control unit 42 for controlling the slip control will be described in detail. The electronic control unit 42 includes a well-known CPU 82 and a ROM 8
4, a so-called microcomputer comprising a RAM 86, an interface circuit (not shown), and the like. In the present embodiment, the interface circuit of the electronic control unit 42 includes a throttle sensor 88 provided in an intake pipe of the engine 10 for detecting a throttle valve opening, an engine rotation speed sensor 90 for detecting a rotation speed of the engine 10, The input shaft rotation sensor 92 for detecting the rotation speed of the input shaft 20 of the automatic transmission 14, the output shaft rotation sensor 94 for detecting the rotation speed of the output shaft 34 of the automatic transmission 14, the operation position of the shift lever 96, ie, L, An operation position sensor 98 for detecting any of the S, D, N, R, and P ranges is connected. The electronic control unit 42 receives the throttle valve opening θth, the engine rotation speed Ne (pump impeller rotation speed NP), the input shaft rotation speed Nin (turbine impeller rotation speed Nt) from these sensors via an interface circuit, The output shaft rotation speed Nout and the operation position Ps of the shift lever 96 are input.

The CPU 82 of the electronic control unit 42 has a RAM
While using the ROM 86 as a work area,
The input signal is processed according to the program stored in the automatic transmission 14 to control the shift of the automatic transmission 14 and the lock-up clutch 3
The first solenoid valve 48, the second solenoid valve 50, and the linear solenoid valve 52 are appropriately controlled in order to execute the second engagement control. In the shift control, a shift diagram corresponding to an actual shift speed is selected from a plurality of types of shift diagrams stored in the ROM 84 in advance, and the traveling state of the vehicle, for example, the throttle valve opening θth and The transmission gear is determined based on the vehicle speed SPD calculated from the output shaft rotation speed Nout, and the first solenoid valve 48 is set so that the transmission gear is obtained.
The second solenoid valve 50 is driven. Thus, the automatic transmission 14
The operation of the clutch and brake is controlled, and any one of the four forward speeds is engaged, whereby a desired shift is realized.

The processing shown in FIG. 5 is executed inside the electronic control unit 42. FIG. 5 is a flowchart showing a slip control processing routine executed by the electronic control unit 42. When the electronic control unit 42 determines from the driving situation of the vehicle that the vehicle is in the area where the slip control is to be performed, the electronic control unit 42 repeatedly executes the slip control processing routine at intervals of about several milliseconds. Whether the condition for performing the slip control is determined based on the output shaft rotation speed Nout and the throttle valve opening degree θth. An example of this condition is shown in FIG.
Shown in

If it is determined that the vehicle is in the slip control region shown in FIG. 6, in the embodiment, the slip control processing routine shown in FIG. 5 is started, and first, the engine speed Ne and the input shaft speed are input via the interface circuit. Nin and a process of inputting the throttle valve opening θth (step S1)
00). Subsequently, a process is performed to determine a target slip rotation speed NSLP * from the input input shaft rotation speed Nin and the throttle valve opening θth (step S110). The target slip rotation speed NSLP * can be obtained by storing the relationship between the three as a three-dimensional map in advance and referring to this map.

FIG. 7 is a map for determining the target slip rotation speed NSLP * from the input shaft rotation speed Nin and the throttle valve opening θth. In this example, the target slip rotation speed NSLP * is determined by the throttle valve opening θth and the input shaft rotation speed N
From in, it becomes 50 rpm or 100 rpm. After the target slip rotation speed NSLP * is determined in this way (step S110), a process for determining the actual slip rotation speed NSLP of the torque converter 12 is performed (step S12).
0). The actual slip rotation speed NSLP can be obtained as a deviation between the engine rotation speed Ne and the input shaft rotation speed Nin. Thereafter, a process of obtaining a difference between the target slip rotation speed NSLP * and the actual slip rotation speed NSLP as the control deviation amount e is performed (step S130).

In the above description, the number of times this processing routine is repeatedly executed (the number of the processing) is not particularly described. However, the actual processing is executed at intervals of several milliseconds. This is a discrete process that can distinguish the number of processes. The electronic control unit 42 calculates the control deviation amount e and the operation amount command value u corresponding to the actual drive current of the linear solenoid valve 52 by using the values in the processes from the currently activated process to the i-th previous process, It is stored in the RAM 86. Therefore, in step S140, an operation amount command value u corresponding to the drive current of the linear solenoid valve 52 is calculated according to the following equation.

[0033]

(Equation 2)

That is, as shown in the equation (2), the sum of the next manipulated variable command value u (k) multiplied by the coefficient ai from the manipulated variable command value u (ki) from the previous n times to the previous time. And the sum of the control deviation e (ki) multiplied by the coefficient bi from the nth time to the current time is obtained. Note that the coefficient a
The method for determining i and bi will be described later. The manipulated variable command value u (k) obtained in this way is output to the linear solenoid valve 52 via the interface circuit in step S150, and the process exits to "NEXT" to terminate this processing routine.

The processing described above is designed based on H∞ control. With H∞ control, the so-called optimal regulator attaches importance to the trade-off between the amount of operation and the transient response performance, and occurs in actual control systems such as response and stability, and response and noise resistance. It is a method developed to overcome this limitation because it cannot directly address the various trade-offs. The H∞ control introduces the concept of shaping in the frequency domain into a control system design method, and enables a specific design using the H∞ norm, which is the maximum value of the frequency response gain, as an evaluation function. is there. A typical problem of the H∞ control is called a “mixing sensitivity problem”, and the control system of the present embodiment is also designed according to this concept.

The coefficient a used in step S140 of FIG.
A design method leading to the determination of i and bi will be described.
In the following, it is assumed that the design is performed in a single input / output system in accordance with the present embodiment, and the framework will be described first, and then the design procedure will be described. A system for controlling the slip rotation speed is considered as a closed loop system shown in FIG. Here, the symbol NSLP * is a target slip rotation speed, e is a deviation between the target slip rotation speed NSLP * and the actual slip rotation speed NSLP, C (s) is a transfer function of a control system (hereinafter, referred to as a controller), G0 (s) is a transfer function of the control object. It is assumed that a change in characteristics occurs in this control system as shown in FIG. The change in the characteristic is caused by various factors such as the deterioration of the friction material as shown in FIGS. 25 to 27, but the change in the transfer function due to the change in the characteristic is expressed as a multiplicative change from the characteristic at the time of design. (See the following equation (3)). In the following equation, I indicates a unit matrix.

[0037]

(Equation 3)

The stability when such a characteristic change △ occurs is generally indicated by the small gain theorem based on the Nyquist stability theorem. The small gain theorem means that the transfer function C (s) of the controller and the transfer function G0 of the control object in the control system (FIG. 8) before the characteristic change occurs.
If (s) is a stable transfer function, it gives the condition that the whole closed-loop system is stable. If the transfer function of the open-loop system is L (s) = G0 (s) C (s) The condition is expressed by the following equation (4).

[0039]

(Equation 4)

Here, the above equation (4 and 8 is a definition of H∞ norm in a single input / output system and means the maximum value of the gain of the transfer function L (S). In this case, the Nyquist diagram An example is shown in Fig. 10. If the trajectory of the vector L (jω) is inside the unit circle, the closed loop system becomes stable.
Here, if the system is extended when the characteristic change 生 じ occurs, the system shown in FIG. 9 can be equivalently converted as shown in FIG. In this case, from the small gain theorem, to stabilize the system, it suffices to satisfy the following expression (5).

[0041]

(Equation 5)

There are various factors in the characteristic change, and the characteristic change of the entire system takes a complicated form in the frequency domain as exemplified in FIG. In FIG. 12, △ (s) is obtained by superimposing characteristic changes due to a plurality of factors (classes). Therefore, the characteristic change in control is approximated by a higher-order function close to the actual characteristic change △ (s). In this embodiment, an eighth-order function r (s) is used. In the approximation, if it is assumed that r (s) always exceeds the actual characteristic change △ (s),

[0043]

(Equation 6)

| R (s) | gives the range of characteristic change allowed in this control system. This equation (6) is rewritten as the following equation (7a).
Equation (7c) is obtained by using the relationship of b).

[0045]

(Equation 7)

If the right side of equation (7c) is less than or equal to 1, that is, equation (8) holds, equation (5) holds, and the system after the characteristic change shown in FIG. 9 satisfies equation (6). It becomes stable against all characteristic changes.

[0047]

(Equation 8)

Using the open-loop transfer function L (s) = G0 (s) C (s), this conditional expression (8) gives {r (I + L) ^-1 L} <1. Substituting T = (I + L) ^-1 L gives the following equation (9).

[0049]

(Equation 9)

Here, T is called a complementary sensitivity function, and represents a transfer function from a target value of the slip speed to an actual slip speed. When the class r (s) approximating the characteristic change becomes large in a specific frequency range and the stability is impaired, the stability of the control system can be maintained by lowering the complementary function T in the frequency range where the fluctuation becomes large. .

Next, it is considered to improve the responsiveness while maintaining the stability against the characteristic change. In the system shown in FIG. 8, the response characteristic of the control system can be considered as the speed of following the control deviation amount e when the target slip rotation speed NSLP * changes. Quantity e
It can be expressed as a transfer characteristic up to. On the other hand, the constant value for the disturbance d directly added to the slip speed is the disturbance d
From the output y (here, the actual slip rotation speed NSLP
)). These two characteristics are both expressed by the following equation (10), and are called a sensitivity function S.

[0052]

(Equation 10)

If the value of the sensitivity function S is small, the fluctuation of the control deviation e with respect to the target value and the fluctuation of the output y with respect to disturbance are small, and it can be said that the control system has excellent response characteristics. From the above characteristics, it is desirable to reduce both the complementary sensitivity function T and the sensitivity function S to realize a stable and good response characteristic to a change in the characteristic of the system. However, the following equation (11) holds between the complementary sensitivity function T and the sensitivity function S.

[0054]

[Equation 11]

That is, if one of the complementary sensitivity function T and the sensitivity function S is reduced, the other must be increased. In general, it is considered that the sensitivity function S should be small in the low frequency region, and the complementary function T should be small in the high frequency region. This is because if the stability condition due to the characteristic change is overestimated, that is, if the complementarity function T (s) is lowered unnecessarily to the low-frequency region, the sensitivity function S (s) that defines the responsiveness extends to the high-frequency region. It means that it cannot be lowered. Conversely, if the characteristic change is underestimated, the response at the design point can be improved by lowering the sensitivity function S (s) to the high-frequency region, but the stability is impaired due to the characteristic change.

Therefore, as shown in FIG.
By approximating by a higher-order function, as shown in Expression (9), the complementary sensitivity function T (s) is reduced in a necessary frequency region, and the sensitivity function S (s) is complemented by Expression (11). It is necessary to reduce the size within a range that satisfies the condition of the property. Note that FIG. 3 also shows a case where r (s) is approximated by a generally used quadratic function. However, in the approximation using a quadratic function, 高周波 in a high frequency region is covered. It is necessary to rise from the frequency domain, and as compared with approximation by a higher-order function (eighth-order in the embodiment), a clear influence is exerted on the complementary sensitivity function T (s) as shown in FIG.
In FIG. 13, T (s) is a case where r (s) is approximated by a higher-order function, and T ′ (s) is a case where it is approximated by a quadratic function. As shown in the figure, when a higher-order function is used, T (s) is lower than the required high-frequency region, and the sensitivity function can be reduced by a difference from T '(s). It has become. Therefore, it can be seen that the response can be improved by approximating with a higher-order function.

Further, a PI which is usually used as a prior art
The D control has a gradual frequency characteristic, and it can be said that the characteristic change is equivalently approximated by a low-order function shown in FIG. Therefore, the sensitivity function S (s) cannot be reduced in the high frequency region due to the condition of complementarity of Expression (11). As a result, the responsiveness of the control cannot be increased, and the predetermined purpose of the slip control cannot be achieved.

In contrast, in the slip control device according to the embodiment of the present invention, the stability due to the characteristic change described above is obtained under the condition of complementarity between the complementary sensitivity function T (s) and the sensitivity function S (s). By taking an approach of improving responsiveness while maintaining, and achieving a controller with high-order frequency characteristics to achieve this at least based on time series data of the operation amount and control deviation, the predetermined purpose of slip control Has been realized.

Based on the general conditions described above, the controller C (s) is designed in accordance with the characteristics of the lock-up clutch 32 of the torque converter 12 to be controlled in this embodiment. This point will be specifically described.

FIGS. 14 and 15 show an example of examining the characteristics of the control object. FIG. 14 shows a frequency characteristic from the operation amount (solenoid current) of the lock-up clutch 32 to the slip rotation speed NSLP when the vehicle speed is 45 Km / h.
The Bode diagram showing the relationship with the gain, and FIG. 15 is also the diagram showing the relationship with the phase. As the operating condition of the lock-up clutch 32, a case where the load is changed to a high load at the same vehicle speed is described. As shown in the figure, the control target of this embodiment is different from the characteristic (solid line) of the model at the time of design.
The characteristic change indicated by the broken line is shown. It can be seen that both the gain and the phase fluctuate considerably. FIG. 16 shows a time response when the command value is changed stepwise without performing feedback control on the control target. It can be seen that when the characteristic fluctuations shown in FIGS. 14 and 15 occur, the rising characteristic becomes sharp with respect to the load change.

As shown in FIGS. 26 to 28, as a whole image of the characteristic change of the control system in this embodiment, a large characteristic change is expected in the high frequency region, and the class r (s) of the characteristic change is As shown in FIG. 12, it is necessary to express this as a higher-order function.

Therefore, in the present embodiment, the characteristic variation is approximated by an eighth-order function, and the sensitivity function T is reduced in a high-frequency region where the characteristic variation is large by using the evaluation function of the equation (12).
The sensitivity function S is designed to be small within a range that satisfies the complementarity condition shown in 1). In the following description, the class r (s) of the characteristic change will be referred to as a weighting function W2. If the weighting functions W1 and W2 are used, the constraint condition of the complementary sensitivity function T, which is a stable condition at the time of characteristic change, is {W2 (s) T (s)} <1. The constraint condition in S is {W1 (s) S (s)} <1 using the weighting function W1 (s). FIGS. 18 and 19 show design examples of these weighting functions W1 and W2. As shown in FIG. 18, the weighting functions W1 and W2 have a complementary relationship. Since the following equation (12a) holds from the nature of the norm, if the equation (12b) holds, the above-described constraint condition also holds.

[0063]

(Equation 12)

Then, the transfer function from the external input w to the control amount z when the feedback control is performed is given by the following equation (1).
With 3), a controller C (s) that satisfies the requirements of control performance and robustness can be designed.

[0065]

(Equation 13)

The weighting functions W1, W2 discussed above
FIG. 17 shows a block diagram of this control system in consideration of the above. Here, w indicates an external input such as a slip rotation speed target value NSLP * or disturbance, and z (z1,
z2) is the physical quantity to be controlled (the quantity obtained by multiplying the control deviation by the weighting function W1 in the frequency domain, and the quantity obtained by multiplying the slip rotation speed by the weighting function W2 in the frequency domain), y
Is an observation output, and is a slip rotation speed NSLP detected by the sensor, and u is an operation amount (duty ratio that determines a current of the linear solenoid valve 52). G0 (s)
Is the control target, P (s) is the expanded plant, K
(S) shows a controller. If this control system is described as a state equation using a state variable x, the following equation (14) is obtained.
Becomes

[0067]

[Equation 14]

When this is expressed as a transfer function,
The following equation (15) is obtained.

[0069]

(Equation 15)

Here, the transfer function matrix of P (s) is given by the following equation (16) as an expanded plant including the weighting functions W1 and W2 in the plant G0 (s).

[0071]

(Equation 16)

The above description can be summarized as follows.
, When feedback control of u (s) = K (s) .y (s) is performed, the stability of the closed-loop system is guaranteed for the transfer function Tzw from the external input w to the control amount z, and ‖ Finding the controller K (s) that satisfies Tzw‖∞ <1 is a control problem of H∞.

Next, a specific design procedure will be described with reference to FIG. FIG. 20 shows a procedure for actually designing a clutch slip control device based on the above theoretical support.

As shown in the figure, as a first step of the design, an operation of grasping the characteristics of the controlled object as a mathematical model is performed (steps S200 to S210). Ideally, the mathematical model is derived based on the physical (mechanical) consideration of the controlled object, but in the friction clutch and the like described in the present embodiment, the dynamics of the friction engagement portion (dynamic behavior) ) Was difficult to physically describe, so an experimental identification method was used. Depending on the type of clutch to be controlled, or by introducing an appropriate state quantity,
It is also possible to grasp the dynamics of the clutch as a mathematical model from physical considerations.

In the present embodiment, first, an identification test was performed (step S200). In this identification test, a signal corresponding to the manipulated variable command value is generated by a random signal generator, and a drive current Isol corresponding to the linear solenoid valve 52 is caused to flow based on the signal. The slip rotation speed NSLP is obtained from the input shaft rotation speed Nin, and is stored in a data storage device (not shown). This test is carried out under the main operating conditions in a real vehicle as well as under various classes of running conditions that give rise to characteristic changes.

Using the large number of data thus stored, model parameters ami and bmi in which the slip amount NSLP as an output amount can be described by the following equation (17) using the least squares method (step S210).

[0077]

[Equation 17]

In this equation (17), u is the manipulated variable command value, y is the slip rotation speed NSLP, k is a parameter representing the current time, n is an order, ami and bmi are model parameters, and Kd is The dead time until the change in the manipulated variable command value u appears on the output y is shown.

Next, a design model, which is the center of the design, is determined from a large number of models obtained by the system identification (step S220), and a process of obtaining a characteristic change △ from the design model is performed (step S230). The design model itself is usually selected from the central operating condition, but if the operating condition for reducing the characteristic change deviates from the central operating condition, the operating condition for reducing the characteristic change is changed to the design model G0. May be selected as Further, if the characteristic point change G0 at the design point is determined, various characteristic changes can be obtained from the characteristic change fluctuation model G based on the definition of the equation (3). The characteristic change △ shown in FIG. 12 is obtained by superimposing a plurality of characteristic changes. FIGS. 14 to 16 show the response of the model obtained under the above-described process under a predetermined condition.

Next, based on the characteristic change △ obtained in step S230, a process of setting weighting functions W1 and W2 as keys of the H∞ controller is performed (step S230).
240). Here, what is particularly important is the setting of the weighting function W2 corresponding to the complementary sensitivity function. Weighting function W
2 is approximated by an eighth-order function as shown in FIG. 19 so as to include characteristic changes due to load, turbine rotation speed, and the like (in the drawing, curves approximating envelopes of various characteristic changes). Things. On the other hand, the weighting function W1 is
As shown in FIG. 18, a relatively simple function may be used. The weighting function W1 is usually modified several times in the design cycle so as to satisfy the design specifications.

After setting the weighting functions W 1 and W 2, the following equation (16) is used to determine the controller to be actually used.
Is created (step S250), and a process for obtaining a controller is performed according to a predetermined solution (step S260). Although a specific solution for finding a controller is omitted, a DGKF method proposed by Doyle, Glover and the like is general. The solution is
J. Doyle, K .; Glover et.al "State Sp
ace solutions to standard H2 and H∞ control probl
ems ”IEEE Trans. Automat. Contr., AC-34, no.8, p
See p.831-847.

After obtaining the controller in this way, it is determined whether or not the controller satisfies the above equation (12b) (step S270). In general, in the initial stage of the design, the condition of the weighting function W1 for defining the sensitivity function S (s) is set loosely to obtain the controller once, and the equation (12)
The setting of the weighting function W1 is gradually changed so as to reduce the sensitivity function while observing the condition of b). This processing is repeated, and the design is completed when it is determined that the sensitivity function can be set until the equation (12b) is barely satisfied.

When a controller having sufficient performance is obtained, the controller is converted into a discrete system, and a controller to be actually used is obtained (step S280). Steps S210 to S28 of the processing described above
The processing of 0 can be performed using "MATLAB" which is a CAD of the control system.

The control characteristics of the thus designed H∞ controller are shown by solid lines in FIG. For comparison, the broken line shows the characteristics of the printer PID controller optimally adjusted to the characteristics at the time of design.

FIG. 22 to FIG. 24 show the follow-up characteristics when the target slip rotation speed NSLP * is changed in steps. FIG. 22 shows the change of the slip rotation speed NSLP at the time of design, and FIG. 23 shows the performance (the observed actual slip rotation speed NSLP) at a representative change point.
The H∞ controller follows smoothly, whereas the PID controller has an oscillating characteristic. Further, FIG. 24 shows how the response of the control system changes when the steady-state gain changes by a factor of 2.5 at the change point due to the deterioration of the friction material of the lock-up clutch 32 or the working oil. As shown, in the H∞ controller,
Although a certain level of vibration is observed, sufficient stability is ensured, whereas the PID control is divergent.

According to the slip control device of the present embodiment described above, sufficient follow-up (response) to the characteristic change of the control system due to the deterioration of the friction material of the lock-up clutch 32 and the working oil, etc. ) And stability can be ensured. Further, according to the method of manufacturing the slip control device of the present embodiment, such control performance
Since it can be achieved without repeating alignment and cut-and-error in an actual machine, design man-hours and adjustment man-hours can be shortened, and development labor can be significantly reduced.

In the embodiment described above, the operation amount u (k)
Was calculated each time based on the input / output data (step S140 in FIG. 5), but as shown in FIG. 25, it may be calculated sequentially using increments. In the flowchart shown in FIG. 25, steps S300 to S3
The processing of 30 is the same as the processing shown in FIG. In this embodiment, after calculating the control deviation amount e, the difference Δe of the deviation amount e is calculated (step S340). That is, the deviation Δe between the current control deviation e (k) and the previous control deviation e (k−1) is calculated.

Then, instead of directly obtaining the manipulated variable command value (the drive current of the linear solenoid valve 52), a process of calculating the increase Δu (k) is performed (step S25).
0). That is, the calculation of the following equation (18) is performed to determine the increase amount Δu of the manipulated variable command value u (k).

[0089]

(Equation 18)

Thereafter, processing for obtaining the current manipulated variable command value u (k) is performed by adding the increment Δu to the previous manipulated variable command value u (k−1) (step S360). The value u (k) is output (step S370).

According to the above-described embodiment, the same effect as that of the first embodiment is obtained, and further, the increment of the manipulated variable command value u (k) is calculated. Thus, there is an effect that the memory for calculation can be reduced.

Next, a third embodiment of the present invention will be described. The third embodiment is different from the above-mentioned two embodiments in that the purpose of the control is to improve the stability against the change in the characteristic of the responsiveness control target with respect to the target slip speed as the control target value. Another object is to suppress the fluctuation of the slip rotation speed due to a disturbance applied to the control target. In order to suppress the fluctuation of the slip rotation speed due to the rapid opening and closing of the throttle valve, the third embodiment is designed by adding the frequency characteristic from the torque disturbance to the control output (slip rotation speed) to the control target.

FIG. 29 shows the configuration of the control system in this case.
This figure shows the first and second embodiments described above (mixing sensitivity problem).
17 corresponding to FIG. 17 which is a configuration diagram by W1.
, W2 are weighting functions as in the first and second embodiments, while γ1 and γ2 are scalar weights. Here, the sensitivity function S defining the response can be represented as a transfer function from the torque disturbance d1 to the control amount z1 to be evaluated, and the compensation function T defining the stability is the control amount z2 to be evaluated from the torque disturbance d2. Is the transfer function. Also,
The transfer function from the torque disturbance to the output is calculated based on the assumption that the torque disturbance is applied to the input side of the controlled object G for convenience.
It can be expressed by transmission from 1 to the control amount z2 to be evaluated. The transfer function from the torque disturbances d1 and d2 to the control amounts z1 and z2 to be evaluated is given by the following equation (19).

[0094]

[Equation 19]

The following equation (20) is introduced as an evaluation index for obtaining a controller, which corresponds to equation (12b) of the first embodiment.

[0096]

(Equation 20)

In equation (19), items to be considered include γ1 W1 S, γ1 γ2 KS, W1 W2 GS, γ2
W2 T, when solving equation (19), γ1
Since γ2 KS is required, a term of γ1 γ2 KS is included. By adopting the above configuration, the fluctuation of the slip rotation speed with respect to the torque disturbance d1 can be positively considered, and the ability to suppress the torque disturbance can be improved. In the configuration shown in FIG. 29, the torque disturbance enters the input side for convenience, but there is no problem even if this is accurately modeled and reflected in the design.

The embodiments of the present invention have been described above.
The slip control device of the present invention is not limited to such an embodiment at all.
The present invention has a configuration in which the operation of 0 is performed in the same manner, a configuration in which the characteristic variation is approximated by a function of the third to seventh order or a function of the ninth or higher order, a configuration in which a dedicated multiplier for performing the operation in step S140 is provided, Of course, the present invention can be implemented in various modes without departing from the gist of the present invention.

[0099]

As described above, in the clutch slip control device of the present invention, sufficient follow-up (response) and stability can be ensured with respect to changes in the characteristics of the clutch that performs slip control. It has an excellent effect. Therefore, if this is applied to the slip control of the clutch that transmits the rotation of the internal combustion engine to the automatic transmission, it is possible to cut off the torque fluctuation from the internal combustion engine and increase the transmission efficiency of the torque. This can be achieved even in a state in which the characteristics have changed due to the operating state or even aging. As a result, an effect of improving fuel efficiency can be obtained. The balance between such high responsiveness and stability is achieved by reducing the responsiveness of the control system in order to cope with characteristic changes while maintaining the stability of the conventional slip control device, and to achieve steady operating conditions. Only under long-lasting conditions, the slip condition is outstanding compared to just achieving the target condition.

Further, according to the first and second methods of manufacturing the slip control device of the present invention, such control performance can be achieved without repeating adjustment and cut-and-error. Man-hours can be reduced, and development effort can be significantly reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a basic configuration of a clutch slip control device according to the present invention.

FIG. 2 is a process diagram illustrating a basic configuration of a method of manufacturing a clutch slip control device according to the present invention.

FIG. 3 is a schematic configuration diagram of a vehicle power transmission device incorporating a lock-up clutch slip control device according to an embodiment of the present invention.

FIG. 4 shows the drive current of the linear solenoid valve 52 and the hydraulic pressure Pcl.
6 is a graph illustrating a relationship with the graph.

FIG. 5 is a flowchart illustrating a slip control processing routine according to the embodiment.

FIG. 6 is an explanatory diagram for determining a slip control region from an output shaft rotation speed Nout and a throttle valve θth in the embodiment.

FIG. 7 is a graph that similarly sets a target slip rotation speed NSLP * in a slip control region.

FIG. 8 is a block diagram showing a control system before a characteristic change by a transfer function.

FIG. 9 is a block diagram showing a control system after a characteristic change by a transfer function.

FIG. 10 is a Nyquist diagram of a control system.

FIG. 11 is a block diagram showing a model obtained by performing equivalent conversion of the control system shown in FIG. 9;

FIG. 12 is a graph showing how characteristics change in the frequency domain using class r (s).

FIG. 13 is a graph showing the setting of the complementary sensitivity function T (s) in the frequency domain.

FIG. 14 is a graph showing characteristics of a lock-up clutch 32 as an example in terms of a gain relationship with respect to a frequency domain.

FIG. 15 is a graph showing characteristics of a lock-up clutch 32 as an example in the relationship of a phase with respect to a frequency domain.

FIG. 16 is a graph showing an example of control in the lock-up clutch 32 according to the embodiment using a model at the time of design and a model after characteristic variation.

FIG. 17 is a block diagram showing an enlarged model of a control system.

FIG. 18 is a graph showing an example of setting of a weighting function W ^-1 .

FIG. 19 is a graph showing an example of a characteristic change of a control system due to a difference in load and a weighting function W- ² set corresponding thereto.

FIG. 20 is a process chart showing a specific procedure for designing the slip control device of the present embodiment.

FIG. 21 is a graph showing control characteristics of the control device of the present embodiment in comparison with a conventional PID controller.

FIG. 22 is a graph showing how the slip rotation speed NSLP changes at the time of design.

FIG. 23 shows a control characteristic of the actual slip rotation speed NSLP with respect to a change in the target slip rotation speed NSLP * according to the conventional PSP.
It is a graph shown in comparison with control by an ID controller.

FIG. 24 is a graph showing an example of control when the characteristic of the control system fluctuates by a factor of 2.5 in gain, in comparison with control by a conventional PID controller.

FIG. 25 is a flowchart illustrating a slip control processing routine according to the second embodiment.

FIG. 26 is a graph illustrating an example of a characteristic change of a system that performs slip control in a lock-up clutch.

FIG. 27 is a graph showing how the characteristics change during degradation.

FIG. 28 is a graph showing another example of the characteristic change at the time of deterioration.

FIG. 29 is a configuration diagram of a control system in a third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Torque converter with lock-up clutch 14 ... Stepped automatic transmission 16 ... Crankshaft 18 ... Pump impeller 20 ... Input shaft 22 ... Turbine impeller 24 ... One-way clutch 26 ... Housing 28 ... Stator impeller Reference Signs List 30 damper 32 lock-up clutch 33 release oil chamber 34 output shaft 35 engagement oil chamber 42 electronic control unit 44 shift control hydraulic control circuit 46 ... engagement control hydraulic control circuit 48 ... 1 solenoid valve 50 ... second solenoid valve 52 ... linear solenoid valve 54 ... switching valve 56 ... slip control valve 58 ... spring 60 ... first port 62 ... second port 64 ... third port 66 ... fourth port 70 ... spring 82 ... CPU 84 ROM 86 RAM 88 Throttle sensor 90 Engine speed sensor 92 Input shaft rotation sensor 94: output shaft rotation sensor 96: shift lever 98: operation position sensor M1: slip rotation speed detection means M2: storage means M3: operation amount command value history means M4: control amount deviation history means M5: operation command value calculation means

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Keihan Fukumura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Shinya Nakamura 1 Toyota Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masataka Osawa 41 at Chukoku-Yokomichi, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside Toyota Central Research Laboratory Co., Ltd. Inside the Toyota Central Research Laboratory (72) Inventor Masatoshi Yamada 41-41, Yokomichi, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside the Toyota Central Research Laboratory Co., Ltd. (56) References 2-195072 (JP, A) JP-A-5-263918 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (4)

(57) [Claims] 1. A slip rotation speed detecting means for detecting an actual slip rotation speed of a clutch, wherein an operation amount command value of a clutch is determined so that the actual slip rotation speed coincides with a target slip rotation speed N *. A slip control device that adjusts a slip state according to an operation amount command value, wherein the slip control is performed using a higher-order function that approximates a change in input / output frequency characteristics between the operation amount command value and an actual slip rotation speed. A storage means for storing a constant set to satisfy the responsiveness and stability of the system for feedback control of the state, and discretely using the constant stored in the storage means from the present time to a plurality of times before using the constant stored in the storage means The first reflecting the manipulated variable command value
Using a constant stored in the storage means, discretely, the deviation amount between the target slip rotation speed from the current time and a plurality of times before and the actual slip rotation speed is calculated. A clutch slip control device comprising: a control amount deviation history unit for obtaining a reflected second parameter; and an operation command value calculating unit for obtaining a next operation amount command value based on the first and second parameters. 2. The clutch slip control device according to claim 1, wherein the manipulated variable command value history means and the control quantity deviation history means are means for obtaining a parameter as history information of at least fifth order. 3. A slip control device that outputs a clutch operation amount command value so that a target slip rotation speed and an actual slip rotation speed match, and adjusts a slip state according to the output operation amount command value. overall characteristics of a manufacturing method, the input-output frequency characteristic changes of the system for adjusting the slip state, measured every factors result in the output frequency characteristic change, input-output frequency characteristic change due to factors plurality of Is approximately grasped as a first-order weighting function of a higher order, and a system for feedback-controlling a slip state is provided by the input / output
As a condition that is stable against frequency characteristic change, an amount considering the first weighting function and a transfer function from the target slip rotation speed to the actual slip speed,
And evaluating a transfer function from the target slip rotation speed to the control deviation and an amount in consideration of a second weighting function provided for ensuring responsiveness.Based on the evaluation, the control amount of the feedback system is evaluated. A method of manufacturing a slip control device for determining a constant to be obtained. 4. A slip control device that outputs a clutch operation amount command value so that a target slip rotation speed and an actual slip rotation speed coincide with each other, and adjusts a slip state according to the output operation amount command value. overall characteristics of a manufacturing method, the input-output frequency characteristic changes of the system for adjusting the slip state, measured every factors result in the output frequency characteristic change, input-output frequency characteristic change due to factors plurality of Is approximately grasped as a first-order weighting function of a higher order, and a system for feedback-controlling a slip state is provided by the input / output
As conditions that are stable against frequency characteristic changes, an amount considering the first weighting function and a transfer function from the target slip rotation speed to the actual slip speed, a transmission from the target slip rotation speed to a control deviation The amount taking into account the function and the second weighting function provided for ensuring the responsiveness, and the transmission from the torque disturbance, which is the fluctuation of the torque applied to the slip control system that can change the slip speed, to the slip rotation speed A function and the first
, A second weighting function provided to ensure responsiveness, and a transfer function from the target slip rotation speed to the control deviation are evaluated, and based on the evaluation, And a method of manufacturing a slip control device for determining a constant for obtaining a control amount of the feedback system.