JP3354361B2 - Control device for vehicle transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] 1. Field of the Invention [0002] The present invention relates to a control device for a vehicle transmission, and more particularly, to a control device for a lock-up clutch of a torque converter.

[0002]

2. Description of the Related Art Conventionally, a shift characteristic (shift map) determined in advance based on a vehicle speed, an engine speed, and an engine load such as a throttle opening is compared with actually measured values of these parameters to automatically determine an optimum value. 2. Description of the Related Art There is known an automatic transmission that selects and switches a gear position.

[0003] This type of automatic transmission has a fluid torque converter between an internal combustion engine, which is a driving force source, and a transmission mechanism, and utilizes the torque increasing characteristic during acceleration such as starting or overtaking, and during cruise. A lock-up clutch is provided to directly or semi-engage the input and output of the fluid torque converter. The ON (operation) / OFF (non-operation) region of the lock-up clutch is determined in advance according to running conditions such as the vehicle speed, the engine load (throttle opening), and the gear ratio, and the lock-up clutch is controlled based on the region to transmit the fluid. This prevents the efficiency from dropping.

In addition, when the lock-up clutch is turned on / off,
The off characteristics are very difficult to set from the viewpoint of drivability, because in the acceleration region where the accelerator pedal is depressed, so-called surging may occur, for example, in the acceleration region where the accelerator pedal is depressed. Usually off the lock-up clutch,
More specifically, it is a weak lock-up region that applies only a weak engagement force determined from the characteristics of the hydraulic circuit. An example of such a prior art is disclosed in JP-A-63-180,757.
The technology described in Japanese Unexamined Patent Application Publication No. 2000-205,045 can be cited.

[0005]

In recent years, it has been required to further improve the fuel efficiency, and in that sense, it has been desired to expand the on (operating) region of the lock-up clutch. However, the prior art described above does not sufficiently respond to this point. On the other hand, expanding the ON (operation) region indiscriminately leads to a decrease in drivability in terms of surging as described above.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicular transmission in which the above-mentioned disadvantages are solved and the on-operation (operating) region of the lock-up clutch is enlarged while avoiding the occurrence of surging, thereby improving fuel efficiency. It is to provide a control device.

Further, a second object of the present invention is to improve the fuel efficiency by expanding the ON (operating) region of the lock-up clutch, and to improve the direct feeling in the acceleration region or the vehicle acceleration response to depression of the accelerator pedal. It is an object of the present invention to provide a control device for a vehicle transmission that improves drivability.

[0008]

In order to solve the above first and second objects, the present invention is configured as follows. In the first embodiment, a coupling for transmitting the driving force of a driving force source (internal combustion engine E) to a transmission mechanism (automatic transmission T) having a plurality of speed ratios. Control for a vehicular transmission including means (lock-up clutch L) and engagement force control means (ECU, hydraulic control circuit O, solenoids 3, 4, S18, S28) for controlling disengagement of the coupling means. In the apparatus, the engagement force control means includes a storage means (ECU) for storing a basic duty value BDUTY, which is determined in advance according to a predetermined characteristic (throttle opening θTH) and determines the engagement force of the coupling means, and Detecting means (E) for detecting the running state (throttle opening θTH, vehicle speed V, torque converter slip ratio ETR)
CU, throttle opening sensor S1, vehicle speed sensor S2, input shaft rotation speed sensor S3, crank angle sensor S6),
The running state of the vehicle (throttle opening θTH, vehicle speed V)
The coupling means is in a predetermined engagement state
(Complete lockup or lockup strength or goal
The basic duty value is determined so as to obtain the slip ratio.
A first control area (areas A, B, and C in FIG. 4)
The basic control so that the engagement force is lower than that of the first control area.
The second control area for determining the duty value (the area shown in FIG. 4)
D) which of the at least two control areas
Area is determined based on the detection result of the detection means.
Determining means (ECU, S16) for deciding , and said determining
Means is determined to be in the second control area.
Can, have <br/> row ambiguity reasoning based on the detection result of said detecting means, for correcting the basic duty value correction coefficient LFK
And a correction means (ECU, S) for correcting the basic duty value based on the calculated correction coefficient.
28, S100 to S128) .
When in the control region, the corrected duty value FB
The coupling means is controlled based on DY.

According to a second aspect of the present invention, the joint hand
Determining the basic duty value so as to release the step
In addition to setting the third control area (the area f in FIG. 4), the engagement force control means changes the third control area from the second control area to the third control area.
When shifting to the control region , the corrected duty value is gradually decreased (ECU, S200 to S210)
It was configured as follows.

According to a third aspect of the present invention, the engagement force control means controls the vehicle to travel from the third control area to the second control area.
When going to your region, gradually increasing the basic duty value toward the corrected duty value (EC
U, S300 to S314).

A fluid coupling (fluid torque converter 12) for transmitting the driving force of the driving force source (internal combustion engine E) to a transmission mechanism (automatic transmission T) having a plurality of speed ratios. A connection clutch (lock-up clutch L) for connecting an input side and an output side of the fluid coupling; and engagement force control means (ECU, hydraulic control circuit O, solenoid 3) for controlling disengagement of the connection clutch. , 4, S1
8, S28), the engagement force control means determines the engagement force of the connection clutch predetermined according to a predetermined characteristic (throttle opening θTH). Storage means (ECU) for storing the value BDUTY, and the running state of the vehicle (throttle opening θTH, vehicle speed V, torque converter slip ratio E)
TR) detecting means (ECU, throttle opening sensor S1, vehicle speed sensor S2, input shaft rotation speed sensor S)
3. Crank angle sensor S6) and the running state of the vehicle
(Throttle opening θTH, vehicle speed V)
In addition, when the coupling clutch is in a predetermined engagement state (complete lock-
Or lock-up strength or target slip rate) and
First control for determining the basic duty value so that
Area (areas a, b, c in FIG. 4) and the first control area
The basic duty value is set so that the engagement force is lower than
At least the second control area to be determined (area d in FIG. 4)
Which of the two control areas is in which control area,
Judging means for judging based on the detection result of the detecting means
(ECU, S16), and the second
When it is determined that the control region of the have row sensing results ambiguous reasoning based on the sensing means, and calculates a correction coefficient LFK for correcting the basic duty value, based on the calculated correction factor (ECU, S28, S100 to S100)
128) and engagement force adjustment condition determining means (ECU, S10, S12, S16, S12, S13) for determining whether an engagement force adjustment condition for adjusting the engagement force by the correction means is satisfied.
S20 to S28), and the second control area
If the engagement force adjustment condition is met if there, the correction of
Controls the coupling clutch based on the duty value FBDY, if the engagement force adjusting conditions In the second control region is not established, as configured for controlling the coupling clutch on the basis of the basic duty value did.

According to a fifth aspect of the present invention, the connecting connector
Determine the basic duty value so as to release the latch
A third control area (area f in FIG. 4) is set, and
The engagement force control unit is configured to control the second control area from the second control area .
When going to the third control region, wherein the gradually reducing the corrected Deyute <br/> I value (from ECU, S200 S21
0).

[0013] In the claim 6 wherein said engagement force control means when a transition from the third control region in the second control region, gradually the duty value toward the corrected duty value (ECU, from S300 to S
314).

According to a seventh aspect of the present invention, the condition for adjusting the engaging force is such that the vehicle travels on a flat road (ECU, S20) .

According to the present invention, the condition for adjusting the engagement force is determined when the auxiliary device using the driving force is not operated (ECU, ECU,
S26) .

According to a ninth aspect of the present invention, the engagement force adjustment condition is configured to be set when the speed ratio is small (ECU, S22) .

In a tenth aspect, the basic due
The correction of the tee value is performed when the engagement force adjustment condition is satisfied and the vehicle is in a specific vehicle running state (ECU, S2
4) .

According to the eleventh aspect, when the specific running state shifts from the first control area to the second control area (ECU, S16 , indicated by an arrow a in FIG. 4).
(Shown ).

[0019]

[Action] In claim 1, wherein the engaging force control means detects predetermined storage means for storing the basic duty value that determines the engagement force of the joint hand unit, the traveling state of the vehicle in accordance with a predetermined characteristic Detecting means for detecting the running state of the vehicle
The joint means is set in a predetermined engagement state
A first method for determining the basic duty value so that
The control region has a lower engaging force than the first control region.
Control section for determining the basic duty value as described above.
Which of the at least two control areas
Is determined based on the detection result of the detection means.
Determining means, and the second means
When it is determined that the control region, have rows ambiguity reasoning based on the detection result of said detecting means, said basic Dew
To calculate a correction coefficient for correcting the tee value, wherein the correction means for correcting the basic duty value based on the correction coefficient the calculated, to be in the second control region
Since the coupling means is controlled based on the corrected duty value , the on-state (operating) region of the coupling means, more specifically, the lock-up clutch is expanded while avoiding the occurrence of surging. It is possible to improve fuel efficiency, and rather improve drivability in terms of direct feeling in an acceleration region or a vehicle acceleration response to depression of an accelerator pedal.

In addition, since the duty value is obtained by correcting the basic value, it is easy to reflect the result of the fuzzy inference on the duty value. When the duty value is determined based on the control law, the adjustment of the duty value is easy, and the configuration is simplified.

In the above description, "joint means" more specifically means a lock-up clutch of the torque converter as described above .

According to a second aspect of the present invention, the joint hand
Determining the basic duty value so as to release the step
3 and the engagement force control means is configured to gradually decrease the corrected duty value when shifting from the second control region to the third control region . The engagement force of the coupling means, more specifically, the engagement force of the lock-up clutch is gradually reduced, so that the engagement can be smoothly released without generating a shock.

According to a third aspect of the present invention, the engagement force control means controls the vehicle to travel from the third control area to the second control area.
When shifting to the control region , the basic duty value is gradually increased toward the corrected duty value , so that the engagement force of the coupling means, more specifically, the lock-up clutch suddenly increases. No shocks occur. Also, when there is a response delay in the member driving the coupling means, more specifically, in the hydraulic circuit of the lock-up clutch, the duty value is gradually increased, so that the engine speed does not increase, The shock does not occur due to a sudden increase in the engagement force.

[0024] In the fourth aspect, wherein the engaging force control means, a predetermined in accordance with a predetermined characteristic, and storage means for storing a basic duty value that determines the engagement force of the consolidated clutch, the driving state of the vehicle Detecting means for detecting a vehicle, and the vehicle
The coupling clutch preset for the traveling state of
Is set to the predetermined engagement state.
A first control region to be determined and a first control region
The basic duty value is determined so as to have a low engagement force.
Out of at least two control areas of the second control area,
Which of the control areas is detected by the detection means
Determination means for determining based on
Wherein when it is determined that the second control area, have rows ambiguity reasoning based on the detection result of said detecting means, said group
While calculating a correction coefficient for correcting the duty value ,
The basic duty is calculated based on the calculated correction coefficient.
Includes a correcting means for correcting the values, and the engaging force adjustment condition determining means for engagement force adjustment condition it is determined whether the established adjusting the engaging force by the correction means, the second
When the engagement force adjustment condition is satisfied in the control region ,
Controlling the connection clutch based on the corrected duty value, and, when the engagement force adjustment condition is not satisfied in the second control region, the basic duty
Since the coupling clutch is controlled based on the value , it is possible to improve the fuel efficiency by expanding the on (operation) region of the coupling clutch, more specifically, the lock-up clutch while avoiding the occurrence of surging. Drivability can be rather improved in terms of direct feeling in the acceleration region or vehicle acceleration response to depression of the accelerator pedal.

Further, since the duty value is obtained by correcting the basic value, it is easy to reflect the result of the fuzzy inference on the duty value. When the duty value is determined based on the control law, the adjustment of the duty value is easy, and the configuration is simplified.

In the above description, "fluid coupling" more specifically refers to a torque converter, and "connection clutch" refers to its lock-up clutch as described above .

According to a fifth aspect of the present invention, the connecting connector
Determine the basic duty value so as to release the latch
A third control area (area f in FIG. 4) is set, and
The engagement force control unit is configured to control the second control area from the second control area .
When the control area is shifted to the control area 3, the corrected duty
Since it is configured as gradually decreasing the I value, coupling clutch, and more specifically a is gradually decreased the engagement force of the lock-up clutch, without generating a shock, it is possible to smoothly release .

[0028] In the claim 6 wherein said engagement force control means when a transition from the third control region in the second control region, toward the corrected duty value Du
Since the clutch value is configured to be gradually increased, the engagement force of the connection clutch, more specifically, the lock-up clutch does not suddenly increase, and therefore, no shock occurs. Further, even when there is a response delay in the member that drives the connection clutch, more specifically, in the hydraulic circuit of the lock-up clutch, the duty value is gradually increased, so that the engine speed does not increase, and The shock does not occur due to a sudden increase in the engagement force.

According to the present invention, the condition for adjusting the engaging force is such that the vehicle is traveling on a flat road.
In other words, the drive wheels are driven from the gradient and the clutch,
More specifically, when the slip-up state of the lock-up clutch is affected, the control by fuzzy inference is not performed.
It is possible to improve fuel efficiency while effectively avoiding the occurrence of surging.

In the eighth aspect, the condition for adjusting the engaging force is such that the auxiliary machine using the driving force is not operated. In other words, when the driving force fluctuates, the inference is vague. , The fuel efficiency can be improved while avoiding the occurrence of surging more effectively.

According to a ninth aspect of the present invention, the engagement force adjustment condition is configured so that the speed ratio is small. In other words, when the vehicle travels at a high speed with a high safety margin, the control by fuzzy inference is performed. Therefore, it is possible to improve the fuel efficiency while effectively avoiding the occurrence of surging.

In the tenth aspect, the basic due
The correction of the tee value is configured to be performed when the engagement force adjustment condition is satisfied and when the vehicle is in a specific vehicle traveling state. Since the control is not performed, it is possible to improve fuel efficiency while effectively avoiding the occurrence of surging.

According to the eleventh aspect of the present invention, since the specific running state is a time when the vehicle shifts from the first control area to the second control area , the occurrence of surging is more effectively achieved. In addition to the above, it is possible to improve the fuel efficiency while avoiding the problem, and to smoothly perform the control without causing a shock due to a sudden increase in the engine rotation or a sudden increase in the engagement force even when shifting to a state in which the correction unit performs the correction. Can be.

[0034]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram generally showing a control device for a vehicle transmission according to the present invention.

In FIG. 1, the crankshaft 10 of the internal combustion engine E (the above-mentioned driving force source) is connected via a torque converter (the above-mentioned fluid torque converter) 12 of an automatic transmission T (the above-mentioned transmission mechanism) for a vehicle. To the main shaft MS (transmission input shaft). The illustrated automatic transmission T is of a parallel shaft type, and includes a main shaft MS, a counter shaft CS provided in parallel with the main shaft MS, and a secondary shaft SS. A gear is supported on each shaft.

Specifically, on the main shaft MS,
Main first speed gear 14, main third speed gear 16, main fourth speed gear 18, and main reverse gear 20 are supported, and counter first speed gear 22, which meshes with main first speed gear 14, is mounted on counter shaft CS. A counter third gear 24 meshing with the main third gear 16, a counter fourth gear 26 meshing with the main fourth gear 18, and a counter reverse gear 30 meshed with the main reverse gear 20 via a reverse idle gear 28 are supported. Is done. On the other hand, on the secondary shaft SS, the first secondary 2
The speed gear 32 and the second secondary second speed gear 34 are supported.

In the above description, when the main first speed gear 14 rotatably supported on the main shaft MS is connected to the main shaft MS by the first speed hydraulic clutch C1,
The first gear is established. The first-speed hydraulic clutch C1 is
Since the engaged state is maintained even when the first to fourth speeds are established, the first-speed counter gear 22 is connected to the one-way clutch CO
Supported via W. Note that a first-speed hold clutch CLH is provided so that the internal combustion engine E can be driven from the drive wheel W side when the first and second ranges are selected in the ranges described below, in other words, to function as an engine brake.

When the second secondary second speed gear 34 rotatably supported on the secondary shaft SS is connected to the secondary shaft SS by the second speed hydraulic clutch C2, the main third speed gear 16, the counter third speed gear 24,
Through the first secondary second speed gear 32, the second speed is established. A counter third speed gear 24 rotatably supported on a counter shaft CS is connected to a third speed hydraulic clutch C3.
And the third gear is established.

Further, in a state where the counter fourth speed gear 26 rotatably supported on the counter shaft CS is connected to the counter shaft CS by the selector gear SG, the main fourth speed gear rotatably supported on the main shaft MS is provided. When the gear 18 is coupled to the main shaft MS by the fourth speed-reverse hydraulic clutch C4R, the fourth speed is established.

The counter reverse gear 30 rotatably supported on the counter shaft CS is connected to the selector gear S
G, the main reverse gear 20 rotatably supported on the main shaft MS while being coupled to the countershaft CS is connected to the fourth speed-reverse hydraulic clutch C4.
When coupled on the main shaft MS at R, the reverse gear is established.

The rotation of the counter shaft CS is
Differential D is transmitted through final drive gear 36 and final driven gear 38 meshing therewith.
, And then to the drive wheels W via the drive shaft 40.

Here, the intake passage of the internal combustion engine E (not shown)
A throttle opening sensor S1 for detecting the opening θTH is provided in the vicinity of a throttle valve (not shown) disposed at the position. In the vicinity of the final driven gear 38,
A vehicle speed sensor S2 for detecting the vehicle speed V from the rotation speed of the final driven gear 38 is provided. In the vicinity of the main shaft MS, there is provided an input shaft rotation speed sensor S3 for detecting the input shaft rotation speed NM of the transmission through its rotation, and in the vicinity of the counter shaft CS, through its rotation, the output shaft rotation of the transmission. An output shaft rotation speed sensor S4 for detecting the number NC is provided.

In the vicinity of a shift lever (not shown) mounted on the floor of the driver's seat, P, R, N, D4, D
A range sensor S5 for detecting the range selected by the driver among the seven ranges of 3, 2, and 1 is provided. Further, a crank angle sensor S6 for detecting the engine speed (speed) Ne from the rotation thereof is provided near the crankshaft 10 of the internal combustion engine E, and the engine cooling is provided at an appropriate position on a cylinder block (not shown). A water temperature sensor S7 for detecting the water temperature Tw is provided. Outputs of these sensors S1 and the like are sent to an ECU (electronic control unit).

The ECU includes a CPU 50, a ROM 52, and a RAM.
The microcomputer comprises a microcomputer 54, an input circuit 56 and an output circuit 58. The output of the sensor S1 and the like is input to the microcomputer via the input circuit 56. In the microcomputer, the CPU 50 performs shift control including lock-up clutch control, and sends a command value to the hydraulic control circuit O through the output circuit 58.

The hydraulic control circuit O includes a shift solenoid SL
1 and SL2, a solenoid SL3 for ON / OFF control of the lock-up clutch and a solenoid SL4 for controlling the capacity (engaging force), and a linear solenoid SL5 for controlling the hydraulic clutch. The above CPU
More specifically, 50 determines a shift position (gear position) based on the sensor detection value, and energizes and de-energizes the shift solenoids SL1 and SL2 of the hydraulic control circuit O through the output circuit 58 to operate a shift valve (not shown). Switching and releasing / engaging the hydraulic clutch at the predetermined gear position. CPU 50
Controls the lock-up clutch on (engagement or operation) / off (disengagement or non-operation) as described below,
During that time, the engagement force is controlled to a predetermined engagement force.

The torque converter 12 includes a pump 12a, a turbine 12b, a stator 12c, and a lock-up clutch L (the above-described coupling means or connection clutch). As is well known, the lock-up clutch L includes a lock-up piston, a damper spring, and the like. The CPU 50 is turned on (shown later by a solid line in FIG. 2) through the amount of hydraulic pressure supplied to the left and right chambers of the lock-up clutch. And an off state and a semi-engaged state therebetween.

When the lock-up clutch is on, the output of the internal combustion engine E (the driving force described above) is transmitted to the internal combustion engine E, the drive plate, the torque converter cover, the lock-up clutch L, and the main shaft MS, and the lock-up clutch is turned off. In this state, the power is transmitted to the internal combustion engine E, the drive plate, the torque converter cover, the pump 12a, the turbine 12b, and the main shaft MS.

FIG. 2 is a block diagram functionally showing hydraulic control for controlling the operation of the lock-up clutch L. In the figure, the lock-up shift valve receives the modulator pressure from the modulator valve via the solenoid SL3, interrupts the line pressure supplied via the manual valve, and turns on (operates) the lock-up clutch /
Two-position control is performed to the off (released) state. The L / C control valve receives the modulator pressure through the solenoid SL4, adjusts the hydraulic pressure supplied to the right chamber of the lock-up clutch, and controls the engagement force of the lock-up clutch L.

The L / C timing valve receives the throttle pressure and the modulator pressure (via the solenoid SL4) via the aforementioned linear solenoid SL5, and controls the torque converter 12 to a completely locked-up state.
In FIG. 2, a solid line indicates a completely locked-up state, and an imaginary line indicates a released state.

FIG. 3 is a flow chart showing the operation of the control device for a vehicle transmission according to the present invention. Before starting the description of FIG. 3, the lock-up clutch of the device according to the present invention will be described with reference to FIG. The operation characteristics (hereinafter referred to as “LC map”) will be described. In FIG. 4, the characteristics are set with respect to the throttle opening θTH and the vehicle speed V.

In the figure, reference numerals 1, 2, and 3 denote lines on which the solenoids SL3 and SL4 are switched from on to off. On the right side of the drawing from the line 3, both the solenoid SL3 for controlling the lock-up clutch in two positions for engaging and disengaging and the solenoid SL4 for controlling the engagement force of the lock-up clutch in accordance with the target slip ratio of the torque converter therebetween are on. Is done. In the engagement force control, a duty value (operation amount) given to the solenoid SL4 according to a target slip ratio (amount) of the torque converter.
Is required.

More specifically, on the right side of the drawing, the area A is a complete lock-up area, and the solenoid SL4 has a duty value of 1
00%, and the lock-up clutch is directly connected. Area A is a strong lock-up area and solenoid SL
The duty value of 4 is calculated from the value in the adjacent area to the value of 1 in the area.
This is a region in which a predetermined value is added toward 00%, the engagement force is gradually increased, and the slip ratio is reduced. The region c includes a region where the rotation fluctuation is small and the traveling state is relatively stable,
In this region, feedback control is performed using a PI control law based on the deviation between the target slip rate and the actual slip rate in order to learn a duty value for obtaining the target slip rate.

The region D is composed of a hatched portion α and a region β other than the hatched portion. In the prior art, the solenoid SL4 is turned off in the region β other than the hatched portion to perform weak lockup control, and the lockup clutch is provided in the hatched portion α. Was turned off. In contrast, in the present application, the solenoid S
The engagement force is duty-controlled while L4 remains on. More specifically, FIG.
As shown by the arrow a, when the vehicle speed V decreases or the throttle opening θTH increases, the region SL moves beyond the line 3 to the region β other than the hatched portion of the region D, and the solenoid SL3 is still turned on. However, since the SL4 is turned off, only the minimum capacity determined by the characteristics of the hydraulic circuit is applied to the lock-up clutch, and only the weak engagement force is applied to the lock-up clutch. In the prior art, at the point when the vehicle crosses the line 2, the SL3 is also turned off, and the lock-up clutch is not operated.

That is, in this area d, there is a possibility that surging may occur due to a slight change in the throttle opening. Therefore, in the prior art, it was not possible to give an engaging force exceeding a value determined on hardware. As described later, by determining the duty value through fuzzy inference, the engagement force can be increased.

The region e is a deceleration lock-up region. Since the torque fluctuation from the internal combustion engine E does not matter in this region, the target slip ratio (=
NM / Ne × 100%. (Described later) (102 to 103)
%) Is a region in which the duty value is feedback-controlled using the PI control law so that the engine brake is effectively obtained. In the area f, the lock-up clutch is released in both the conventional art and the present invention.

Hereinafter, the operation of the apparatus according to the present application will be described with reference to the flowchart of FIG. Note that this operation is based on the assumption that a transition has been made from the right side of the line 3 to the area d as indicated by an arrow a in FIG. The illustrated program is looped at appropriate time intervals, for example, every 20 ms.

First, in S10, it is determined whether or not the operating condition of a normal lock-up clutch (indicated by LC in the figure) is satisfied. Specifically, this is performed by determining whether or not the engine cooling water temperature Tw, the engine speed Ne, the vehicle speed V, and the throttle opening θTH are within predetermined ranges and no failure has occurred.

When the result in S10 is NO, the program is immediately terminated. When the result is YES, the program proceeds to S12,
It is determined whether or not the selected range is the D range. If the determination is negative, the process proceeds to step S14 to control the corresponding range. If the determination is affirmative, the process proceeds to step S16 and the lock-up clutch is operating (on state). In other words, it is determined whether the state is in the transition state from the direction indicated by arrow a in FIG. 4 and is not the transition state from the direction indicated by arrow b in FIG.

This is because even if the control of the engagement force is immediately started immediately after the lock-up clutch is released, the torque converter will not reach the target even if the lock-up clutch is disengaged due to structural (hardware) variations including the hydraulic circuit of the lock-up clutch. This is because the slip rate does not become high. Conversely, while the lock-up clutch is operating, in other words, the solenoids SL3, SL4
Are both turned on, the control followability is good.

That is, in FIG. 4, the engagement force of the lock-up clutch or the slip ratio of the torque converter generally decreases from right to left, but the direction in which the engagement force or the slip ratio decreases is This is because control can be performed with good tracking. Accordingly, when the result in S16 is negative, the program proceeds to S18, in which the normal lock-up clutch control in the D range is performed. More specifically, in FIG. 4, as in the prior art, SL4 is turned off to perform weak lockup control determined from hardware.

On the other hand, when the result in S16 is affirmative, the program proceeds to S20, in which it is determined whether or not the currently traveling road surface is a flat road.
This is because the drive wheel W may be driven by a gradient on an uphill or downhill road, and the slip ratio of the torque converter or the engagement force of the lock-up clutch is affected by the gradient, and the possibility of occurrence of surging increases. It is.

The determination as to whether or not the vehicle is on a flat road may be made by providing an inclination sensor at an appropriate position of the vehicle, or as proposed by the present applicant in Japanese Patent Application Laid-Open No. 6-109,122. An index corresponding to the running resistance is obtained from the running acceleration of the vehicle, and it is determined whether or not an LC map for a flat road is selected in a technology for selecting a plurality of types of maps prepared for a flat road, an uphill road, and the like. You may go by doing.

When the result in S20 is negative, the program proceeds to S18, in which the same control as in the prior art is performed. When the result is affirmative, the program proceeds to S22, in which the currently established gear (gear ratio) becomes 4%.
Determine if it is fast. This is the high speed stage in the D range,
This is because the smaller the gear ratio, the more safety margin for surging. When the result in S22 is negative, the program proceeds to S18, in which the same control as in the prior art is performed.
It is determined whether the speed is 0 km / h or less.
To determine whether the auxiliary machine is operating. Here, the accessory means a device driven by the output (driving force) of the internal combustion engine E, for example, an air conditioner.

When the result in S26 is affirmative, the program proceeds to S18, in which the same control as in the prior art is performed. When the result is negative, the program proceeds to S28, in which lock-up clutch control is performed using fuzzy inference (fuzzy inference). This is because when the accessory is operating at a speed lower than the permitted vehicle speed, the operation of the accessory greatly affects the engine output or the input side rotation speed of the torque converter 12, and the slip control of the lock-up clutch is properly performed. Is difficult. Therefore, when it is determined in S24 that the current vehicle speed exceeds the permitted vehicle speed, the engine output or the torque converter 12
Since it is considered that there is little possibility that the input-side rotation speed fluctuates and the influence on the slip control is small, the process skips S26 and proceeds to S28. Note that S10, S12, S
16, S20, S22, S24, and S26 correspond to the above-described engagement force adjustment conditions.

FIG. 5 is a subroutine flowchart showing lock-up clutch control using fuzzy inference, and FIGS. 6 to 10 are explanatory diagrams of fuzzy production rules used in the fuzzy inference.

As shown in FIGS. 6 to 10, the number of rules used in the fuzzy inference is ten, and the parameters of the antecedent are the vehicle speed V, the throttle opening θTH, and the slip ratio ETR of the torque converter. Vehicle speed V is 0-255km /
h, the throttle opening θTH is fully closed to fully open, the slip ratio ETR of the torque converter is in the range of 18 to 120%, and a membership function is set as shown in the figure.

The slip ratio ETR of the torque converter
Is originally determined by turbine shaft input rotation speed / pump shaft input rotation speed. In the case of this embodiment, ETR = (main shaft rotation speed NM / engine speed N
e) × 100% (The upper limit was set to 120% because the engine braking state was taken into account).

The parameter of the consequent part is a correction coefficient (hereinafter referred to as "LFK") for correcting the basic duty value, and a membership function is set between 0 and 1.0 as shown. Here, the basic duty value (FIG. 5)
BDUTY) is a value which is set as a table (the characteristics of which are shown in FIG. 11) and defines the upper limit of the output duty value to the solenoid SL4 according to the engine load (throttle opening θTH). That is, fuzzy inference is performed using the vehicle speed V or the like to obtain a correction coefficient LFK, and the correction coefficient LFK is multiplied by a basic duty value BDUTY to correct the correction coefficient LFK. ) Is determined.

As shown in FIG. 11, the basic duty value is set so as to decrease as the engine load (throttle opening θTH) increases. Needless to say, since the possibility of occurrence of surging increases as the throttle opening increases, the duty value is reduced to reduce the engagement force of the lock-up clutch.

In the rules shown in FIGS. 6 to 10, rules 1, 2, 3, 4, 5, 6, 7, 8, 9, 10
Are paired with respect to the slip ratio ETR (of the torque converter), and are set such that the membership functions of the slip ratios ETR complement each other. However, in order to prevent hunting, the membership function of the correction coefficient LFK in the consequent part is provided with hysteresis.

Here, rules 1 and 2 are low vehicle speed and large slip ratio (slip), rules 3 and 4 are slightly low vehicle speed and slightly large slip ratio, rules 5 and 6 are medium vehicle speed and medium slip ratio, rule 7 , 8 is slightly higher vehicle speed and slightly lower slip rate,
Rules 9 and 10 plan a running state of high vehicle speed and low slip rate. Note that the membership function of the throttle opening θTH sets the basic duty value for it, so it is set to 1.0 in all throttle opening ranges in the ten rules, and is not used in fuzzy inference in practice. I made it. However, it goes without saying that it can be set arbitrarily as needed.

The fuzzy inference will be described with reference to the flow chart of FIG. 5. First, in steps S100 and S102, the operation tables LHIGH and LAREA (described later) are initialized to zero, and the flow advances to S104 to reset the value of the counter LNRULE (rule number counter) to zero. Initialize to

Next, proceeding to S106, the value of the rule number counter LNRULE is incremented, and proceeding to S108, the counter value is set to n (initial value 1). Then, proceeding to S110, the antecedent of the rule n (in this case, rule 1) is obtained. Calculate the value,
The process proceeds to S112 to calculate the value of the consequent part, proceeds to S114, compares the value of the rule number counter with 10, and loops from S106 to S112 until it is determined that it has reached 10,
Similar processing is performed for all rules.

Now, the inference shown in the drawing will be described with reference to FIG. 12. This inference is based on the minimum value of the three membership functions in the antecedent part, the value of the slip ratio ETR in the case shown, and the consequent. This means that the grade (height Yn 'on the y-axis; LHIGH corresponds to the above) of the membership function of the section is obtained, and then the area LAREA is obtained as shown in the figure. In the operations up to S114, the height LHIGH and the area LAREA of the consequent part on the y-axis for each rule are obtained and accumulated. Then, in the operation after S116, the accumulated value LAREA is divided by LHIGH to obtain the position of the center of gravity, thereby obtaining an inferred value (correction coefficient LFK).

That is, the process proceeds to S116, where the height LH on the y-axis is set.
It is determined whether or not IGH is 0. If the determination is affirmative, the process proceeds to S118 to avoid dividing by zero, and the correction coefficient LFK is set to zero. If negative in S116 to calculate the gravity center position as described above proceeds to S120, thus the value of the domain obtained by the correction coefficient, or the correction coefficient LFK obtained proceeds to S122 that not overflow It is determined whether or not the determination is affirmative. If the determination is affirmative, the process proceeds to S124, and the obtained correction coefficient LFK is rewritten to the upper limit value 1.0.

On the other hand, when the result in S122 is NO, S12
6 and a table showing the characteristics shown in FIG. 11 is searched from the detected throttle opening θTH to obtain the basic duty value B.
DUTY is obtained, and the process proceeds to S128 to add the correction coefficient LFK obtained by fuzzy inference to the searched basic duty value BDUTY.
To obtain the output duty value FBDY. Then, this value is converted to the solenoid SL4 by another routine (not shown).
Output to

The above is the description of the solenoid SL in FIG.
From the engaged state of the lock-up clutch in which both 3 and 4 are on, line 2
This is the control in the area d when it exceeds. At this time, in the prior art, the solenoid SL
4 is turned off, and weak lock-up control is considered in the region β other than the hatched portion of the region d.

However, in the present application, as described above, the solenoid SL4 is kept on until the line SL1 is exceeded, and the engagement force is applied in the area d (including the hatched area α and the other area β as described above). To improve fuel efficiency. Further, the degree of increase in the engaging force, in other words, the degree of increase in the duty value is determined through fuzzy inference, so that it is possible to increase the engaging force while avoiding surging, thereby improving fuel efficiency. In addition, drivability can be improved in terms of direct feeling in the acceleration region or vehicle acceleration response to the accelerator pedal.

The above is the control in the case of shifting from the direction indicated by arrow a in FIG. 4. Next, the control of shifting from the direction indicated by arrow c in FIG. 4 will be described. This is the control at the time of shifting from the area d to the area f, that is, the control at the time of shifting from the engagement force control using fuzzy inference to the lock-up clutch non-operation control.

One of the reasons that such a state occurs is that the vehicle speed V
This is due to a decrease in the engine load or an increase in the engine load (depression of the accelerator pedal). The second is that the LC map used in the technique proposed by the present applicant in Japanese Patent Application Laid-Open No. This is the case where the switch is made to another one. That is, the engagement force increase control based on fuzzy inference is performed only when the flat road LC map is used. For example, when the vehicle shifts to an uphill road or a downhill road while traveling in the area D of the flat road map. , The LC map is switched to the normal LC map in the D range. At this time, the hatched portion α in the area D is the area where the lock-up clutch is not operated in the normal LC map. From the engagement force control using the control to the lock-up clutch non-operation control. In any of the above cases, when shifting to the range F while maintaining the fourth gear without any shift, the output duty value is gradually reduced to prevent a shock due to a sudden release.

Hereinafter, this will be described with reference to the flow chart of FIG. The illustrated program is also started at predetermined time intervals such as 20 ms as in the case of FIG.

First, in S200, it is determined whether or not it is in the lock-up clutch release area, that is, in the area, and if the result is negative, the program is immediately terminated.
Proceeding to 202, it is determined whether or not it was in the previous fuzzy control area, that is, the area d. If the result is negative, the program is immediately terminated.
To determine whether or not a shift has occurred. This is because if a shift has occurred, the lock-up clutch must be quickly released in order to prevent the accompanying shock.

When the result in S204 is negative, the program proceeds to S206, in which it is determined whether or not the output duty value FBDY is zero. When the result is affirmative, the program is immediately terminated because the reduction control is unnecessary. Then, the duty value subtraction amount Δd is calculated. Where the subtraction amount Δd
The larger the slip ratio ETR of the torque converter or the change rate of the engine load (specifically, the difference value ΔθTH between the previous detection value and the current detection value of the throttle opening θTH),
Use a large value. This is because when the slip ratio or the like is large, the lock-up clutch is quickly released to prevent a shock. Next, the routine proceeds to S210, where the calculated subtraction amount Δd is subtracted from the output duty value FBDY, as shown in FIG.
TY. The output duty value is output to the solenoid SL4 in another routine (not shown). This process is repeated until the output duty value FBDY becomes zero at S206.

By performing the control described with reference to the flow chart of FIG. 13, the shock is prevented even when the lock-up clutch is released after the engagement force more than weak lock-up is applied in region D. The transition can be made smoothly while doing so.

Next, another associated control will be described. This is the case where the engagement force is increased by fuzzy inference by shifting from area F to area D in FIG. still,
As described above, when the vehicle immediately transitions from the area F to the area D, the engagement force increase control based on fuzzy inference is not performed from the point of followability. This is a case where immediately after returning to the area d.

The operation will be described below with reference to the flowchart of FIG. This program is also started at time intervals such as 20 ms.

First, in S300, it is determined whether or not it is a fuzzy control area, that is, an area. If not, the program is immediately terminated. If affirmative, the procedure proceeds to S302 to perform fuzzy inference of area C. It is determined whether or not the elapsed time T from when the lock-up clutch has been activated has exceeded the predetermined time T1. To explain this, even if the output duty value is obtained by fuzzy inference from the response delay of the hydraulic circuit or the like of the lock-up clutch and is instructed to the solenoid SL4, the lock-up clutch does not immediately follow the expected engagement state.

That is, the feedback control of the engagement force based on the target slip ratio may not be performed accurately. For example, even if a command is issued to increase the engagement force, the operation of the hydraulic circuit cannot actually follow, and the engagement force remains low, which may cause the engine speed to rise. If the feedback control is performed in this state, the lockup clutch is operated to further increase the engagement force, so that the lock-up clutch is suddenly engaged and a shock may occur. For this reason,
FIG. 16 shows a state in which the lock-up clutch shifts from the non-operating (released) state to the operating (engaged) state (excluding region D).
As shown in (3), it is determined whether or not the elapsed time since the area C has continued for a predetermined time T1 or more.

When the result in S302 is affirmative, the program proceeds to S304, in which it is determined whether or not the slip ratio ETR is equal to or less than the upper limit value ETRH (eg, 110%) and equal to or greater than the lower limit value ETRL (eg, 80%). This is because even when the predetermined time T1 has elapsed, the slip ratio ETR of the torque converter
There is because when not within a predetermined range (80 to 110%) poor conformability, there is a possibility that control becomes inaccurate results and racing of the engine rotational. When the result in S304 is affirmative, the predetermined time T1 has elapsed and it can be determined that the followability is good. Therefore, the process proceeds to S306, where the output duty value FBDY obtained by fuzzy inference is replaced with the output duty value DUTY.
And

On the other hand, if it is determined in S302 that the predetermined time T1 has not elapsed, the process proceeds to S308, where a timer (down counter) T2 is set and started.
It is determined whether the second time T2 has elapsed since the process has proceeded to 0, that is, whether the timer value has reached zero. Since this timer has just been set in the previous step, the determination here is naturally denied, and the process proceeds to S312, where the output duty value DU is set.
TY is set to 0%.

Here, the output duty value is not the duty value obtained immediately before going over line 3 in FIG.
The line 3 was entered when the fuzzy inference area was entered.
If the duty value obtained immediately before the output exceeds the value, the duty value is actually reduced to a value lower than the duty value and obtained by fuzzy inference. When the throttle opening suddenly changes in a relatively low vehicle speed area where surging is particularly problematic,
When the duty value obtained immediately before the line 3 is exceeded, surging is highly likely to occur.

Therefore, the duty value is set to 0%, and then the duty value is gradually increased to a value obtained by fuzzy inference. The duty value may not be set to 0% in consideration of the response of the control, but may be set to a low duty value smaller than the duty value obtained immediately before the line 3 is crossed.

In FIG. 15, when it is determined in step S304 that the slip ratio ETR is not within the predetermined range, the process proceeds to step S310, and when the result is negative, the same processing is performed. When it is determined in step S310 that the time T2 has elapsed, the process proceeds to step S314 to gradually increase the duty value from 0% (or a low duty value) to the output duty value FBDY obtained by fuzzy inference.

That is, as shown in FIG. 17, when the vehicle crosses the line 3 before the first time T1 elapses from the non-operation (release) state of the lock-up clutch, or when the slip ratio is not within the predetermined range. 0% due to poor tracking
(Or a low duty value) for a second time T2,
After that, the output duty value FBDY by fuzzy inference
Until it gradually rises. Thereby, accurate feedback control can be performed.

Since this embodiment is constructed as described above, the solenoid SL is operated until it goes over the line 1 in FIG.
Since the engagement force equal to or greater than the weak lock-up performed by the related art is applied in the area d without turning off the fuel cell 4, the fuel efficiency can be improved as compared with the related art.

Further, since the degree of increase in the engaging force, in other words, the degree of increase in the duty value is determined through fuzzy inference, surging and the like can be avoided even when the fuel consumption is improved by increasing the engaging force. And does not degrade drivability. Conversely, by increasing the engagement force, it is possible to improve the direct feeling in the acceleration region or the vehicle acceleration response to the accelerator pedal, and rather to improve the drivability.

When the operation shifts from the fuzzy inference area D to the lock-up clutch release area F, or immediately after the transition from the lock-up clutch release area F to the fuzzy inference area D via the area C, the duty value is gradually increased. Since the engagement force is gradually increased or decreased by increasing or decreasing, the lock-up clutch is not suddenly disengaged, so that a smooth transition can be performed without generating a shock.

When the operation shifts from the lock-up clutch release area F to the fuzzy inference area D through the area C or the like, the fuzzy inference is obtained only when the predetermined time T1 has elapsed and the slip ratio is within a predetermined range. The duty value is used, and if not, the second time T
Since 0% (or a low duty value) is held until 2 elapses, and then gradually increased to a fuzzy inference duty value, no inconvenience such as a rise in engine speed occurs. In addition, accurate feedback control can be performed, and there is no inconvenience such as a sudden increase in engagement force and the occurrence of a shock.

In the above description, the slip ratio is used for the slip state of the torque converter, but the slip amount may be used.

[0101]

According to the first aspect of the present invention, it is possible to improve the fuel efficiency by expanding the ON (operating) region of the coupling means, more specifically, the lock-up clutch while avoiding the occurrence of surging. Drivability can be rather improved in terms of direct feeling in the region or vehicle acceleration response to depression of the accelerator pedal.

According to the second aspect, the engagement force of the coupling means, more specifically, the engagement force of the lock-up clutch is gradually reduced, so that the release can be performed smoothly without generating a shock. .

According to the third aspect, the engagement force of the coupling means, more specifically, the engagement force of the lock-up clutch does not suddenly increase, and therefore, no shock is generated. Moreover, members for driving the coupling means, even when more specifically there is a response delay in the hydraulic circuit of the lock-up clutch, du
Since the duty value is gradually increased, the engine speed does not increase, and the engagement force does not suddenly increase to generate a shock.

According to the fourth aspect of the present invention, it is possible to improve the fuel efficiency by expanding the on (operating) region of the connection clutch, more specifically, the lock-up clutch while avoiding the occurrence of surging. Drivability can be rather improved in terms of direct feeling in the region or vehicle acceleration response to depression of the accelerator pedal. Furthermore, the basic value is corrected to obtain the manipulated variable.
Therefore, it is easy to reflect the ambiguous inference result in the operation amount.
And if no vague inference is made,
The manipulated variable is determined based on a control rule other than fuzzy inference
In some cases, it is easy to adjust the operation amount and the configuration is simple.
You.

According to the fifth aspect, the engagement force of the coupling clutch, more specifically, the lock-up clutch is gradually reduced, so that no shock is generated.
It can be released smoothly.

According to the sixth aspect, the engagement force of the coupling clutch, more specifically, the lock-up clutch does not suddenly increase, and therefore, no shock is generated. Further, even when there is a response delay in the member that drives the connection clutch, more specifically, in the hydraulic circuit of the lock-up clutch, the duty value is gradually increased, so that the engine speed does not increase, and The shock does not occur due to a sudden increase in the engagement force.

According to the seventh aspect, the fuel consumption can be improved while surging is effectively prevented from occurring.

According to the eighth aspect, the fuel consumption can be improved while the occurrence of surging is more effectively avoided.

According to the ninth aspect, it is possible to improve fuel economy while more effectively avoiding the occurrence of surging.

According to the tenth aspect, fuel consumption can be improved while surging is more effectively avoided.

According to the eleventh aspect, it is possible to improve the fuel efficiency while further effectively avoiding the occurrence of surging, and to increase the engine speed even when shifting to the state in which the correction is performed by the correction means. Control can be performed smoothly without causing a shock due to a sudden increase in engagement force.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall control device for a vehicle transmission according to the present invention.

FIG. 2 is a block diagram functionally explaining the operation of the lock-up clutch shown in FIG. 1;

FIG. 3 is a main flowchart showing the operation of the control device for a vehicle transmission according to the present invention.

FIG. 4 is an explanatory characteristic diagram of an on / off control region of the lock-up clutch of FIG. 2;

FIG. 5 is a subroutine flowchart showing a fuzzy inference operation in the flowchart of FIG. 3;

FIG. 6 is an explanatory diagram showing rules 1 and 2 of fuzzy production rules used in the inference of the flow chart of FIG. 5;

FIG. 7 is an explanatory diagram showing rules 3 and 4 of fuzzy production rules used in the inference of the flow chart of FIG. 5;

FIG. 8 is an explanatory diagram showing rules 5 and 6 of the fuzzy production rules used in the inference of the flow chart of FIG. 5;

FIG. 9 is an explanatory view showing rules 7 and 8 of the fuzzy production rules used in the inference of the flow chart of FIG. 5;

FIG. 10 is an explanatory diagram showing rules 9 and 10 of the fuzzy production rules used in the inference of the flow chart of FIG. 5;

FIG. 11 is an explanatory diagram showing a table characteristic of a basic duty value used in the flowchart of FIG. 5;

12 is an explanatory diagram illustrating fuzzy inference of the flow chart of FIG. 5;

FIG. 13 is a flowchart showing another operation of the control device for a vehicle transmission according to the present invention.

FIG. 14 is a timing chart illustrating the operation of the flow chart of FIG. 13;

FIG. 15 is a flowchart showing still another operation of the control device for a vehicle transmission according to the present invention.

FIG. 16 is a timing chart for explaining the operation of the flow chart of FIG. 15;

FIG. 17 illustrates the operation of the flow chart of FIG.
It is another timing chart.

[Explanation of symbols]

E Internal combustion engine T Automatic transmission O Hydraulic control circuit 12 Torque converter (fluid coupling) L Lock-up clutch (coupling means or coupling clutch) SL3 Solenoid for ON / OFF control of lock-up clutch SL4 Solenoid for capacity control of lock-up clutch S1 Throttle opening sensor S2 Vehicle speed sensor S3 Input shaft speed sensor S4 Output shaft speed sensor S6 Crank angle sensor

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-6-207656 (JP, A) JP-A-5-71639 (JP, A) JP-A-4-60 (JP, A) JP-A-3-3 103665 (JP, A) JP-A-3-84261 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/24 F16H 63/40-63/48

Claims (11)

(57) [Claims] 1. A method according to claim 1, Coupling means for transmitting the driving force of the driving force source to a transmission mechanism having a plurality of transmission ratios; b. An engagement force control means for controlling the disengagement of the coupling means, wherein the engagement force control means comprises: c. Storage means for storing a basic duty value which is determined in advance according to a predetermined characteristic and determines an engagement force of the coupling means; d. Detecting means for detecting a running state of the vehicle; e . The vehicle is set in advance for the traveling state,
The basic Dew as coupling means on purpose becomes a predetermined engagement-like
A first control area for determining the tee value, and the first control area.
The basic duty value so that the engagement force is lower than the
At least two control areas of the second control region that determine the
Which of the control areas the
Determining means for determining based on the detection result; and f . If it is in the second control area by the determination means,
When it is determined, the have rows Oh <br/> Imai reasoning based on the detection result of the detecting means, calculates a correction coefficient for correcting the basic duty value, based on the correction coefficient the calculated the A control unit for correcting a basic duty value, wherein the control unit controls the coupling unit based on the corrected duty value when the vehicle is in the second control region. . 2. The apparatus according to claim 1, further comprising :
A third control area for determining the basic duty value
Rutotomoni, the engagement force control means when the second control region <br/> has shifted to the third control area, is the correction
The control device for a vehicle transmission according to claim 1, wherein the duty value is gradually reduced. 3. The vehicle according to claim 2, wherein said engaging force control means controls said vehicle traveling when said vehicle is running.
The third when the control region has shifted to the second control region, according to claim 1, wherein the gradually increasing the basic du <br/> Ti value toward the corrected duty value
3. The control device for a vehicle transmission according to item 2 or 3. 4. A method according to claim 1, wherein A fluid coupling for transmitting the driving force of the driving force source to a transmission mechanism having a plurality of transmission ratios; b. A coupling clutch for coupling an input side and an output side of the fluid coupling; and c. A control device for a vehicle transmission, comprising: engagement force control means for controlling disengagement of the coupling clutch; and d. Storage means for storing a basic duty value which is determined in advance according to a predetermined characteristic and determines the engagement force of the connection clutch; e. Detecting means for detecting the running state of the vehicle; f . The vehicle is set in advance for the traveling state,
The basic data is set so that the coupling clutch is in a predetermined engagement state.
A first control area for determining the Yuti value, before Symbol first braking
The basic duty so that the engaging force is lower than the control area.
At least two control of the second control region to determine the I value
Which of the regions is present,
Determining means for determining based on the detection result; g . If it is in the second control area by the determination means,
When it is determined, the have rows Oh <br/> Imai reasoning based on the detection result of the detecting means, calculates a correction coefficient for correcting the basic duty value, based on the correction coefficient the calculated the Correction means for correcting the basic duty value; and h . An engagement force adjustment condition determining unit that determines whether an engagement force adjustment condition for adjusting the engagement force by the correction unit is satisfied, and the engagement force adjustment condition is satisfied in the second control region. In this case, the connection clutch is controlled based on the corrected duty value, and the second control is performed.
If the engagement force adjustment condition is not satisfied in the control region ,
A control device for a vehicle transmission, wherein the control unit controls the connection clutch based on the basic duty value. 5. The vehicle according to claim 5, further comprising : releasing the connection clutch.
The third set of control regions that determine the basic duty value
And the engagement force control means controls the second control.
When a transition to the third control region from the region, the correction
And control device for a vehicular transmission according to claim 4, wherein, wherein the gradually reducing the duty value. 6. The control device according to claim 3, wherein the engagement force control unit controls the third control.
When shifting from the area to the second control area ,
And control device for a vehicle transmission of claim 4, wherein or 5 wherein, wherein the gradually increasing the duty value toward the duty value. Wherein said engaging force adjusting conditions, a control device for a vehicle transmission according to claim 4 wherein the 6 wherein, characterized in that it is time to travel on a flat road. 8. The system according to claim 4, wherein the condition for adjusting the engagement force is when an auxiliary device using the driving force is not operated.
Item 8. The control device for a vehicle transmission according to any one of items 7 to 7. Wherein said engaging force adjusting conditions, a control device for a vehicle transmission according to claim 4, wherein, wherein the 8 wherein said is when the transmission gear ratio is small. 10. The vehicle according to claim 4, wherein the correction of the basic duty value is performed when the engagement force adjustment condition is satisfied and when the vehicle is in a specific traveling state.
10. The control device for a vehicle transmission according to any one of claims 1 to 9. 11. The method according to claim 1, wherein the specific driving state is the first control mode.
A control device for a vehicle transmission according to claim 10 wherein, wherein the the control region is when the transition to the second control region.