JP6579053B2 - Control device for vehicle power transmission device - Google Patents

Description

  The present invention relates to a flex lock during deceleration that controls the engagement pressure of the lockup clutch so that the lockup clutch slips without fully engaging the lockup clutch during deceleration traveling when the accelerator pedal is not depressed. In a control device for a vehicle power transmission device that includes a deceleration flex control execution unit that executes up-control, a technique that suitably suppresses vibration caused by depression of the accelerator pedal during execution of the deceleration flex lockup control It is about.

  In a vehicle power transmission device including an engine and a fluid transmission device capable of directly connecting an input member and an output member by engagement of a lockup clutch, a lock having a lockup off region, a flex lockup region, and a complete lockup region Using the up region diagram, it is determined whether the vehicle state represented by the vehicle speed and the throttle valve opening is the lockup off region, the flex lockup region, or the complete lockup region, A control device for a vehicle power transmission device that includes a lockup clutch control unit that controls an engagement pressure of the lockup clutch so that the operation state of the lockup clutch is brought into an operation state corresponding to the determined region is known. It has been. For example, the control device for a vehicle power transmission device described in Patent Document 1 is the same. In Patent Document 1 described above, the clutch engagement force is reduced when the release state of the accelerator pedal is detected while the lockup clutch is operating, and the clutch engagement force is restored after a predetermined time has elapsed when the accelerator pedal is depressed again. Describes that when the accelerator pedal is depressed again, the clutch engagement force of the lockup clutch is reduced for a predetermined time to make the lockup mechanism slip, and the acceleration shock caused by the accelerator pedal being depressed again is absorbed by the lockup mechanism slipping. It has been done.

Japanese Unexamined Patent Publication No. 7-317895

  By the way, in the above-mentioned patent document 1, the acceleration shock generated by the depression of the accelerator pedal is absorbed by sliding the lockup mechanism (the lockup clutch is brought into the slip state). For example, the engine control is performed when the accelerator pedal is depressed. When performing complete lockup control in cooperation with vibration suppression control that suppresses torsional vibration of the vehicle power transmission device (drive system), for example, due to a delay in shifting the lockup clutch from the slip state to the complete lockup state It is difficult to control the engagement pressure of the lockup clutch, and vibration suppression control is performed in a state where the lockup clutch is not completely engaged, and unintended vibration may occur due to the vibration suppression control.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to control a vehicle power transmission device that suppresses unintended vibrations caused by vibration suppression control when the accelerator pedal is depressed. To provide an apparatus.

The gist of the first invention is that: (a) a vehicle power transmission device including a fluid transmission device capable of directly connecting an input member and an output member by engagement of a lock-up clutch; (b) a vehicle speed shaft and a throttle valve; lockup off region in the two-dimensional coordinates of the opening axis, flex lock-up region, the full lockup region possess the throttle valve opening is on the positive side, the vehicle speed shaft the throttle valve opening indicates zero along, the lock-up off region, the flex lock-up region, using a two-dimensional lockup region diagram having on the order of the full lockup area, the vehicle condition represented by the vehicle speed and the throttle valve opening, It is determined whether the lock-up area, the flex lock-up area, or the complete lock-up area, and the determined area. (C) the lockup clutch control unit controls the engagement pressure of the lockup clutch so that the operation state of the lockup clutch becomes the operation state corresponding to When the state is in the full lockup region, and a complete lock-up control in which the lock-up clutch for controlling engagement pressure of the lock-up clutch to completely engage, the vehicle state is in the flex lock-up region When the acceleration flex lock-up control in which the lock-up clutch at a predetermined differential rotational speed to control the engagement pressure of the lock-up clutch to slip, and the is decelerating traveling accelerator pedal is not depressed the such that the lock-up clutch at a predetermined differential speed is a slip lockup A deceleration flex lock-up control for controlling the engagement pressure of Pukuratchi, a control device for a vehicular power transmitting device for the execution, (d) depression of said accelerator pedal during running of the deceleration flex lock-up control When there is an operation and the vehicle state is in the complete lockup region, the complete lockup control is performed in cooperation with vibration suppression control that suppresses torsional vibration of the vehicle power transmission device by engine torque control. And (e) it is determined that the vehicle state is the flex lockup region when the accelerator pedal is depressed while the deceleration-time flex lockup control is being executed, and then the vehicle state is the full lock If it is determined that the region is the up region, the vibration suppression control is prohibited.

  According to the first aspect of the present invention, it is determined that the vehicle state is the flex lockup region when the accelerator pedal is depressed while the deceleration-time flex lockup control is being executed, and subsequently the vehicle state is the full lock If it is determined that the region is the up region, the vibration suppression control is prohibited. For this reason, it is determined that the vehicle state is once in the flex lockup region when the accelerator pedal is depressed while the deceleration flex lockup control is being executed, and subsequently the vehicle state is in the complete lockup region. If it is assumed that a delay in shifting to the complete lockup state is likely to occur, the vibration suppression control is prohibited, so that the lockup clutch is not fully engaged. It is preferably suppressed that the vibration suppression control is performed in a state where there is no unintentional vibration, and occurrence of unintended vibration due to the vibration suppression control when the accelerator pedal is depressed is suppressed.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is a figure explaining the control function for various control in a vehicle. FIG. 2 is a skeleton diagram illustrating an example of a torque converter and an automatic transmission provided in the vehicle of FIG. 1. It is sectional drawing of the torque converter of FIG. 3 is an engagement operation table for explaining a relationship between a shift operation of the automatic transmission of FIG. 2 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 3 is a circuit diagram illustrating an example of a main part of a hydraulic control circuit related to a linear solenoid valve or the like that controls the operation of a lockup clutch provided in the torque converter of FIG. FIG. 3 is a lockup area diagram showing an example of a case where prohibition of cooperative control for coordinating vibration suppression control and complete lockup control and a case where prohibition is not prohibited in the cooperative control prohibition determination unit provided in the electronic control device of FIG. 1. is there. 2 is a flowchart for explaining an example of a control operation of cooperative control between vibration damping control and complete lockup control when a tip-in operation is performed during execution of deceleration flex lockup control in the electronic control device of FIG. 1. . It is a time chart at the time of performing the control action shown in the flowchart of FIG.

  Preferably, when it is determined that the vehicle is in the complete lockup region when the accelerator pedal is depressed, and after that it is determined that the vehicle is in the complete lockup region, the complete lockup is performed in cooperation with the vibration suppression control. Since the up control is executed, the torsional vibration of the vehicle power transmission device can be suitably suppressed when the accelerator pedal is depressed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for various controls in the vehicle 10. In FIG. 1, a vehicle 10 includes an engine 12, drive wheels 14, a vehicle power transmission device 16 (hereinafter referred to as a power transmission device 16) provided in a power transmission path between the engine 12 and the drive wheels 14. It has. The power transmission device 16 includes a torque converter (fluid transmission device) 20 and an automatic transmission 22 disposed in a case 18 (see FIG. 2) as a non-rotating member attached to the vehicle body, and output rotation of the automatic transmission 22. A transmission output gear 24, which is a member, includes a differential gear device (differential gear) 26 connected to a ring gear 26a, a pair of axles 28 connected to the differential gear device 26, and the like. In the power transmission device 16, the power output from the engine 12 is transmitted to the drive wheels 14 via the torque converter 20, the automatic transmission 22, the differential gear device 26, the axle 28 and the like in order.

  The engine 12 is a power source of the vehicle 10 and is, for example, an internal combustion engine such as a gasoline engine or a diesel engine.

  FIG. 2 is a skeleton diagram illustrating an example of the torque converter 20 and the automatic transmission 22. The torque converter 20, the automatic transmission 22, and the like are configured substantially symmetrically with respect to the axis RC of the transmission input shaft 30 that is an input rotation member of the automatic transmission 22, and in FIG. The lower half of RC is omitted.

As shown in FIGS. 2 and 3, the torque converter 20 includes a front cover 34 and a rear cover 35 welded to each other, and a plurality of pump blades 20 f fixed to the inside of the rear cover 35. A pump impeller (input member) 20p, which is connected to the shaft 12a so as to be able to transmit power and is arranged so as to rotate about the axis RC, and the rear cover 35, is connected to the transmission input shaft 30 so as to be able to transmit power. And a turbine impeller (output member) 20t. The torque converter 20 includes a lockup clutch 32 between that can be connected directly to the pump impeller 20p and the turbine impeller 20t by the lock-up engagement pressure P _SLU is supplied to the control oil chamber 20d to be described later . In this manner, the torque converter 20 functions as a vehicle fluid transmission device with a lock-up clutch 32 provided in a power transmission path between the engine 12 and the automatic transmission 22. The power transmission device 16 is provided with a mechanical oil pump 33 connected to the pump impeller 20p so as to be able to transmit power. The oil pump 33 is rotationally driven by the engine 12 to control the shift of the automatic transmission 22, engage the lockup clutch 32, and supply lubricating oil to each part of the power transmission path of the power transmission device 16. Generate hydraulic pressure to discharge (discharge).

  The lock-up clutch 32 is a hydraulic multi-plate friction clutch (wet multi-plate clutch). As shown in FIG. 3, the lock-up clutch 32 has a front cover 34 integrally connected to the pump impeller 20p. The first annular member 36 fixed by welding to the outer peripheral spline teeth 36a formed on the outer periphery of the first annular member 36 are engaged with each other so as not to rotate relative to the axis RC and to move in the direction of the axis RC. A plurality of (three in this embodiment) annular first friction plates 38 and a damper device 40 provided in the torque converter 20 are connected to the transmission input shaft 30 and the turbine impeller 20t so as to be able to transmit power. The second annular member 42 and the inner peripheral spline teeth 42a formed on the inner periphery of the second annular member 42 are engaged with each other so as not to rotate relative to the axis RC and to move in the direction of the axis RC. A plurality of (two in this embodiment) annular second friction plates 44 disposed between the plurality of first friction plates 38 and the inner peripheral portion 34a of the front cover 34 are fixed to the transmission input shaft. An annular pressing member (piston) 48 that is supported by a hub member 46 that supports the end portion of the front cover 34 on the front cover 34 so as to be rotatable about the axis RC and that is movable in the direction of the axis RC. An annular fixing member 50 that is supported by the hub member 46 at a fixed position and is disposed on the opposite side of the pressing member 48 from the front cover 34 side so as to face the pressing member 48; A return spring 52 that urges the fixing member 50 in the RC direction, that is, urges the pressing member 48 away from the first friction plate 38 and the second friction plate 44 in the axial center RC direction. .

As shown in FIG. 3, the torque converter 20 is provided in the front cover 34 and the rear cover 35, and is supplied from the hydraulic oil supply port 20a and the hydraulic oil supply port 20a to which the hydraulic oil output from the oil pump 33 is supplied. A main oil chamber (torque converter oil chamber) 20c having a hydraulic oil outlet port 20b through which the hydraulic fluid flows out is formed. Further, the lock-up clutch 32 and the first friction material 38 and the second friction material 44 of the lock-up clutch 32 for pressing the lock-up clutch 32 are pressed into the main oil chamber 20c of the torque converter 20. a control oil chamber 20d, for example lock-up engagement pressure P _SLU for biasing the pressing member 48 to the front cover 34 side is supplied, i.e. the front cover 34 side pressing member 48 for disengaging the lock-up clutch 32 For example, a front-side oil chamber 20e to which a second line oil pressure Psec, which will be described later for urging to the opposite side, is supplied, and the front-side oil chamber 20e communicates with the hydraulic oil from the front-side oil chamber 20e. A rear-side oil chamber 20g through which the hydraulic oil flows out from the hydraulic oil outlet port 20b is provided. The control oil chamber 20d is an oil-tight space formed between the pressing member 48 and the fixing member 50, and the front-side oil chamber 20e is formed between the pressing member 48 and the front cover 34. The rear oil chamber 20g is a space in the main oil chamber 20c excluding the control oil chamber 20d and the front oil chamber 20e.

In the torque converter 20, as shown in FIG. 3, for example, the hydraulic pressure supplied to the control oil chamber 20d, that is, the lock-up on-pressure P _LUPON (kPa) is relatively large (the hydraulic pressure in the front-side oil chamber 20e, that is, the torque converter in-pressure). When P _TCin (kPa) is relatively small), the pressing member 48 is urged and moved to the front cover 34 side as indicated by the alternate long and _short dash line, so that the pressing member 48 causes the first friction plate 38 and the second friction plate 38 to move. The pump impeller 20p connected to the first annular member 36 by pressing the plate 44 and the turbine impeller 20t connected to the second annular member 42 rotate integrally. That is, in the torque converter 20, when the lockup clutch 32 is engaged, the pump impeller 20p and the turbine impeller 20t are directly connected. Further, for example, when the lock-up on pressure P _LupON (kPa) in the control oil chamber 20d is relatively small (the torque converter in pressure P _TCin (kPa) in the front oil chamber 20e is relatively large), the pressing member 48 is When moved to a position away from the first friction plate 38 as indicated by a solid line, the pump impeller 20p connected to the first annular member 36 and the turbine impeller 20t connected to the second annular member 42 are relatively Rotate. That is, in the torque converter 20, when the lockup clutch 32 is released, the pump impeller 20p and the turbine impeller 20t are released.

The lockup clutch 32 includes a lockup on pressure P _LUPON (kPa) in the control oil chamber 20d, a torque converter in pressure P _TCin (kPa) in the front oil chamber 20e, and a torque output from the hydraulic oil outflow port 20b. Based on the differential pressure from the average value ((P _TCin + P _TCout ) / 2) of the converter out pressure P _TCout (kPa), that is, the lockup differential pressure ΔP (= P _LupON − (P _TCin + P _TCout ) / 2) Torque is controlled. Note that the above-described _{equation of} lockup differential pressure (engagement pressure) ΔP = P _LUPON− (P _TCin + P _TCout ) / 2 is an empirical formula determined in advance through experiments or the like. In the above formula, the torque converter in pressure P _TCin and the torque converter out pressure P _TCout are the engine speed Ne (rpm), the turbine speed Nt (rpm), and their differential speed (engine speed-turbine speed). It varies depending on ΔN (rpm), second line oil pressure Psec (kPa), ATF oil temperature Toil (° C.), engine torque Te (Nm), and the like. The torque converter out pressure P _TCout is changed by changing the centrifugal oil pressure in the rear oil chamber 20g of the torque converter 20 by changing the engine speed Ne, the turbine speed Nt, the ATF oil temperature Toil, and the like. To do.

  The lockup clutch 32 is controlled by the electronic control device (control device) 56 via the hydraulic control circuit (hydraulic circuit) 54 so that, for example, the lockup differential pressure ΔP is negative. A so-called lock-up released state (lock-up off) in which the lock-up clutch 32 is released, and a so-called lock-up slip state in which the lock-up differential pressure ΔP is set to zero or more and the lock-up clutch 32 is half-engaged with slip. (Slip state) and a so-called lock-up state (lock-up on) in which the lock-up differential pressure ΔP is set to the maximum value and the lock-up clutch 32 is completely engaged is switched to an operating state. In the torque converter 20, even if the lockup clutch 32 is in the lockup state, the lockup slip state, and the lockup release state, the front side oil chamber 20e and the rear side oil chamber 20g are in the same chamber, that is, the front side oil chamber 20e. And the rear side oil chamber 20g are always in communication with each other, and the lockup clutch 32 is always cooled by the hydraulic oil from the hydraulic oil supply port 20a toward the rear side oil chamber 20g.

  The automatic transmission 22 constitutes a part of a power transmission path from the engine 12 to the drive wheel 14 and includes a plurality of hydraulic friction engagement devices (first clutch C1 to fourth clutch C4, first brake B1, second brake). A planet that functions as a stepped automatic transmission in which a plurality of gear stages (gear stages) having different gear ratios (gear ratios) are formed by selectively engaging or releasing the brake B2) and the one-way clutch F1. This is a gear type multi-stage transmission. For example, it is a stepped transmission that performs a so-called clutch-to-clutch shift often used in vehicles. The automatic transmission 22 includes a double pinion type first planetary gear unit 58, a single pinion type second planetary gear unit 60 and a double pinion type third planetary gear unit 62 configured in Ravigneaux type on a coaxial line. (On the shaft center RC), the rotation of the transmission input shaft 30 is shifted and output from the transmission output gear 24.

  The first planetary gear unit 58 includes a first sun gear S1 that is an external gear, a first ring gear R1 that is an internal gear disposed concentrically with the first sun gear S1, a first sun gear S1, and a first ring gear R1. And a first carrier CA1 that supports the first pinion gear P1 so as to be able to rotate and revolve.

  The second planetary gear device 60 includes a second sun gear S2 that is an external gear, a second ring gear R2 that is an internal gear arranged concentrically with the second sun gear S2, a second sun gear S2, and a second ring gear R2. And a second carrier CA2 that supports the second pinion gear P2 so as to be capable of rotating and revolving.

  The third planetary gear unit 62 includes a third sun gear S3 that is an external gear, a third ring gear R3 that is an internal gear disposed concentrically with the third sun gear S3, and the third sun gear S3 and the third ring gear. It has a third pinion gear P3 made up of a pair of gears that meshes with R3, and a third carrier CA3 that supports the third pinion gear P3 so that it can rotate and revolve.

  By controlling the engagement and disengagement of these hydraulic friction engagement devices, as shown in the engagement operation table of FIG. 4, the forward 8 stages and the reverse 1 are made according to the accelerator operation of the driver, the vehicle speed V, and the like. Each gear stage is formed. In FIG. 4, “1st” to “8th” means the first shift speed to the eighth shift speed as the forward gear, and “Rev” means the reverse speed as the reverse gear. The gear ratio γ (= transmission input shaft rotational speed Nin / transmission output gear rotational speed Nout) of the automatic transmission 22 corresponding to the stage is determined by the first planetary gear unit 58, the second planetary gear unit 60, and the third planetary unit. Each gear ratio of the gear device 62 (= the number of teeth of the sun gear / the number of teeth of the ring gear) is appropriately determined.

As shown in FIG. 5, the hydraulic control circuit 54 includes a first line regulated by a lock-up control valve 64 and a relief-type first line pressure regulating valve 67 using the hydraulic pressure generated from the oil pump 33 as a source pressure. A linear solenoid valve _SLU that regulates the hydraulic pressure PL to the lock-up engagement pressure P _SLU and a modulator valve 66 that regulates the modulator hydraulic pressure P _MOD to a constant value using the first line hydraulic pressure PL as a source pressure are provided. The hydraulic control circuit 54 includes linear solenoid valves SL1 to SL6 (see FIG. 1) that control the operation of each hydraulic actuator (not shown) of the hydraulic friction engagement device. In FIG. 5, the first line pressure PL is used as the original pressure of the linear solenoid valve SLU. However, the modulator hydraulic pressure P _MOD may be used instead of the first line pressure PL.

As shown in FIG. 5, the lock-up control valve 64 is a type of two-position switching valve that is switched from the OFF position to the ON position when the lock-up engagement pressure _PSLU exceeds a predetermined value. The first oil passage L1 is closed, the second oil passage L2 is connected to the third oil passage L3, the first oil passage L1 is connected to the discharge oil passage EX, and the fourth oil passage L4 is connected to the cooler 68. And, the fifth oil passage L5 is connected to the sixth oil passage L6. The first oil passage L1 is an oil passage through which the torque converter out pressure P _TCout output from the hydraulic oil outflow port 20b of the torque converter 20 is guided. The second oil passage L2 is an oil passage through which a lockup engagement pressure PSLU adjusted by the linear solenoid valve _SLU is guided. The third oil passage L3 is an oil passage through which a lock-up ON pressure P _LUPON supplied to the control oil chamber 20d of the torque converter 20 is guided. The fourth oil passage L4 is an oil passage through which the second line oil pressure Psec adjusted by the second line pressure adjusting valve 69 is guided using the oil pressure relieved from the first line pressure adjusting valve 67 as a base pressure. The fifth oil passage L5 is an oil passage through which the modulator hydraulic pressure P _MOD adjusted to a constant value by the modulator valve 66 is guided. The sixth oil passage L6 is an oil passage through which the torque converter in-pressure _PTCin supplied to the front oil chamber 20e of the torque converter 20 is guided.

As shown in FIG. 5, the lock-up control valve 64 connects the first oil passage L1 to the third oil passage L3, closes the second oil passage L2, and closes the first oil passage L1 in the OFF position. The cooler 68 is connected, the fourth oil passage L4 is connected to the sixth oil passage L6, and the fifth oil passage L5 is closed. Lock-up control valve 64 comprises a spring 64a for biasing the spool to the OFF position side, an oil chamber 64b that accepts a lock-up engagement pressure P _SLU for biasing the spool to the ON position side ing. In the lockup control valve 64, when the lockup engagement pressure _PSLU is smaller than a predetermined value set relatively small, the spool valve element is held at the OFF position by the biasing force of the spring 64a. In the lockup control valve 64, when the lockup engagement pressure _PSLU is larger than the predetermined value, the spool valve element is held at the ON position against the urging force of the spring 64a. In the lockup control valve 64 of FIG. 5, the solid line indicates the flow path when the spool valve element is in the ON position, and the broken line indicates the flow path when the spool valve element is in the OFF position.

The hydraulic pressure supplied from the lockup control valve 64 to the control oil chamber 20d and the front oil chamber 20e in the torque converter 20 is switched by the hydraulic control circuit 54 configured as described above, whereby the lockup clutch 32 operates. The state is switched. First, the case where the lockup clutch 32 is in the slip state or the lockup on will be described. In the lockup control valve 64, when the lockup engagement pressure _{PSLU that} is larger than the predetermined value by the command signal output from the electronic control device 56 is supplied, the lockup control valve 64 is switched to the ON position, The lockup engagement pressure P _SLU is supplied to the control oil chamber 20 d of the torque converter 20, and the modulator hydraulic pressure P _MOD supplied to the lockup control valve 64 is supplied to the front oil chamber 20 e of the torque converter 20. That is, the lock-up engagement pressure _{P SLU} is supplied to the control oil chamber 20d as a lock-up on pressure _{P LupON,} modulator pressure _{P MOD} is supplied to the front side oil chamber 20e as a torque converter in pressure _{P TCIN.} When the lockup control valve 64 is switched to the ON position, the _{relationship among the} lockup on pressure P _LupON , the torque converter in pressure P _TCin, and the torque converter out pressure P _TCout is _{expressed as follows. LUPON} > torque converter in pressure P _TCin > torque converter out pressure P _TCout . As a result, the lockup ON pressure (engagement pressure) P _LupON of the control oil chamber 20d of the torque converter 20 is regulated by the linear solenoid valve SLU, so that the lockup differential pressure (P _LupON − (P _TCin + P _TCout )). / 2) ΔP is adjusted, and the operating state of the lock-up clutch 32 is switched in the range from the slip state to the lock-up on (complete engagement).

Next, a case where the lockup clutch 32 is locked off will be described. In the lock-up control valve 64, when the lock-up engagement pressure _PSLU is smaller than the predetermined value, the lock-up control valve 64 is switched to the OFF position by the biasing force of the spring 64a, and the hydraulic oil outflow port of the torque converter 20 The torque converter out pressure P _TCout output from 20b is supplied to the control oil chamber 20d of the torque converter 20, and the second line oil pressure Psec is supplied to the front oil chamber 20e of the torque converter 20. That is, the torque converter out pressure _PTCout is supplied to the control oil chamber 20d as the lockup on pressure _PLupON , and the second line oil pressure Psec is supplied to the front side oil chamber 20e as the torque converter in pressure _PTCin . When the lock-up control valve 64 is switched to the OFF position, the relationship _among the magnitudes of the lock-up on pressure P _LupON , the torque converter in pressure P _TCin, and the torque converter out pressure P _TCout depends on the torque converter in pressure. P _TCin > torque converter out pressure P _TCout > lockup on pressure P _LupON As a result, the operating state of the lockup clutch 32 is switched to lockup off.

Returning to FIG. 1, the vehicle 10 includes, for example, lock-up clutch control for controlling the lock-up engagement pressure P _SLU of the lock-up clutch 32, that is, the lock-up differential pressure ΔP, and hydraulic friction engagement at the time of shifting of the automatic transmission 22. An electronic control unit 56 is provided that performs shift control and the like for controlling the engagement pressure of the device via a hydraulic control circuit 54. FIG. 1 is a diagram showing an input / output system of the electronic control unit 56, and is a functional block for explaining a main part of a control function by the electronic control unit 56. The electronic control unit 56 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Each control of the vehicle 10 is executed by performing signal processing.

Various input signals detected by various sensors provided in the vehicle 10 are supplied to the electronic control unit 56. For example, a signal indicating the throttle valve opening θth (%) detected by the throttle valve opening sensor 70, a signal indicating the vehicle speed V (km / h) detected by the vehicle speed sensor 72, and an engine rotation sensor 74 are detected. A signal representing the engine speed Ne (rpm) of the engine 12, a signal representing the turbine speed Nt (rpm) of the turbine impeller 20 t of the torque converter 20 detected by the turbine speed sensor 76, and detected by the accelerator operation amount sensor 78. A signal indicating the accelerator opening Acc (%), which is the operation amount of the accelerator pedal, is input to the electronic control unit 56. Further, the electronic control unit 56 receives an engine output control command signal Se for output control of the engine 12, a shift command pressure Sat for hydraulic control related to a shift of the automatic transmission 22, and an operating state of the lockup clutch 32. The lockup command pressure Slu and the like for the switching control are respectively output. The shift command pressure Sat is a command signal for driving the linear solenoid valves SL1 to SL6 that regulate the hydraulic pressure supplied to the hydraulic actuators (not shown) of the hydraulic friction engagement device. Are output to the linear solenoid valves SL1 to SL6. Further, the lock-up command pressure Slu is a command signal for driving the linear solenoid valve SLU for pressurizing regulating the lockup engagement pressure P _SLU, is output to the linear solenoid valve SLU of the hydraulic control circuit 54.

  The electronic control unit 56 shown in FIG. 1 includes an engine output control unit 80, a shift control unit 82, a lock-up clutch control unit 84, a tip-in determination unit 86, and a vibration suppression control execution permission as main parts of the control function. A determination unit 88, a cooperative control prohibition determination unit 90, and the like are included. The engine output control unit 80 includes a fuel cut control unit 80a, a return control unit 80b, a backlash control unit 80c, a vibration suppression control unit 80d, and the like. The lockup clutch control unit 84 includes a complete lockup control unit 84a, a lockup release control unit 84b, a flex control unit 84c, a deceleration flex control execution determination unit 84d, and the like.

  The engine output control unit 80 shown in FIG. 1 sets the actual accelerator opening Acc and the vehicle speed V to a relationship (for example, a driving force map) that has been obtained experimentally or design in advance and stored (ie, a predetermined driving force map). The required driving force Fdem is calculated by applying. The engine output control unit 80 considers transmission loss, auxiliary load, gear ratio γ of the automatic transmission 22 and the like, and outputs an engine output control command for controlling the output of the engine 12 so that the required driving force Fdem can be obtained. The signal Se is output to a throttle actuator, a fuel injection device, an ignition device, etc. (not shown).

  The fuel cut control unit 80a is supplied from the fuel injection device when the engine rotation speed Ne becomes higher than a predetermined rotation speed (fuel cut rotation speed) while the vehicle is running with the accelerator pedal OFF and the accelerator pedal is not depressed. The fuel cut control is executed to output the engine output control command signal Se for stopping the fuel supply to the fuel injection device.

  The speed change control unit 82 uses the vehicle speed V and the throttle valve opening degree θth (accelerator opening degree Acc, required driving force Fdem, etc. also agree) as variables to determine the actual vehicle speed V and the actual vehicle speed V in a predetermined relationship (shift map, shift diagram). The shift determination is performed by applying the throttle valve opening θth, and the hydraulic friction involved in the shift of the automatic transmission 22 is obtained so that the predetermined forward gear determined according to the engagement operation table shown in FIG. 4 is obtained, for example. A shift command pressure Sat for engaging and / or releasing the engagement device is output to the hydraulic pressure control circuit 54 as an instruction signal. The linear solenoid valves SL1 to SL6 provided in the hydraulic control circuit 54 are driven (actuated) so that the shift of the automatic transmission 22 is executed according to the shift command pressure Sat, and the hydraulic frictional mechanism involved in the shift is performed. The hydraulic actuator of the combined device is activated.

The lock-up clutch control unit 84 controls the lock-up differential pressure (P _LUPON − (P _TCin + P _TCout ) / 2) ΔP of the lock-up clutch 32, that is, the lock-up command pressure Slu for the lock-up engagement pressure P _SLU. Execute clutch control. The lockup clutch control unit 84 uses a vehicle speed V and a throttle valve opening θth as variables, and has a predetermined relationship having a lockup off region, a flex lockup region, and a complete lockup region (for example, the lockup region shown in FIG. 6). The vehicle state represented by the actual vehicle speed V and the throttle valve opening θth is a lockup off region, a flex lockup region, or a complete lockup region, The lockup command pressure Slu, which is a command signal, is controlled so that the lockup clutch 32 is in the operating state corresponding to the determined region. In accordance with this lockup command pressure Slu, the linear solenoid valve SLU provided in the hydraulic control circuit 54 is driven (actuated) so that the operation state of the lockup clutch 32 becomes the operation state corresponding to the determined region. For example, the lockup region diagram shown in FIG. 6 has a lockup off region, a flex lockup region, and a complete lockup region when the throttle valve opening degree θth is positive.

When the complete lockup control unit 84a determines that the vehicle state is the complete lockup region in the lockup region diagram in the lockup clutch control unit 84, the complete lockup control unit 84a locks the lockup clutch 32 so that the lockup clutch 32 is completely engaged. lockup command pressure Slu lockup engagement pressure P _SLU of up clutch 32 performs a full lock-up control to be controlled.

When the lockup release control unit 84b determines that the vehicle state is the lockup off region in the lockup region diagram in the lockup clutch control unit 84, the lockup release control unit 84b releases the lockup clutch 32. The lockup release control for controlling the lockup command pressure Slu of the lockup engagement pressure P _SLU of 32 is performed.

When the flex control unit 84c determines that the vehicle state is the flex lockup region based on the lockup region diagram in the lockup clutch control unit 84, the flex converter 84c does not completely engage the lockup clutch 32 and the torque converter 20 is engaged. The pump impeller 20p and the turbine impeller 20t are locked so that the actual differential rotation (slip rotation) ΔN (rpm) of the lock-up clutch 32 matches the preset target differential rotation ΔN * (rpm). Flex lock-up control, which is feedback control for adjusting the lock-up command pressure Slu of the lock-up engagement pressure P _SLU of the up clutch 32, is performed. The actual differential rotation ΔN is a differential rotation between the rotational speed of the pump impeller 20p, that is, the engine rotational speed Ne (rpm), and the rotational speed of the turbine impeller 20t, that is, the turbine rotational speed Nt (rpm).

Deceleration flex control execution unit provided in the flex control section 84c 84e determines that a decelerating traveling A Kuserupedaru is not depressed, full engagement of the lock-up clutch 32 during deceleration traveling accelerator pedal is not used In the torque converter 20, the target differential rotation is performed so that the lock-up clutch 32 slips between the pump impeller 20p and the turbine impeller 20t at a predetermined differential rotational speed, that is, while the accelerator pedal is not depressed. Flex-lock at the time of deceleration, which is feedback control for adjusting the lock-up command pressure Slu of the lock-up engagement pressure P _SLU of the lock-up clutch 32 so that the actual actual differential rotation ΔN (rpm) coincides with ΔN * (rpm) Execute up control.

  The deceleration flex control execution determination unit 84d is within the flex lockup region of the relationship stored in advance (FIG. 6), for example, whether or not the deceleration flex lockup control is being executed by the deceleration flex control execution unit 84e. Judgment based on.

  When the tip-in determination unit 86 determines that the deceleration flex lockup control is being executed by the deceleration flex control execution determination unit 84d, an operation to depress the accelerator pedal from a state where the accelerator pedal is not depressed, that is, a tip-in operation is performed. It is determined whether or not For example, when the tip-in determination unit 86 detects that the accelerator operation amount sensor 78 detects that the accelerator pedal is depressed from the accelerator-off state where the accelerator pedal is not depressed and the accelerator is on, the tip-in operation is performed. It is determined that

  When the return control unit 80b determines that the fuel cut is being performed by the fuel cut control by the fuel cut control unit 80a and the chip-in determination unit 86 determines that the chip-in operation is being performed, the fuel cut control starts. The engine 12 is restarted by restarting the return, that is, the fuel injection by the fuel injection device and the ignition by the ignition device.

  If the vibration suppression control execution permission determination unit 88 determines that the chip-in operation is being performed by the chip-in determination unit 86, the power transmission device (when the engine 12 crosses from the driven state to the drive state by the chip-in operation) ( Whether or not to permit execution of vibration damping control that lowers torque by throttle valve closing control by a throttle actuator and ignition timing retardation control in order to suppress torsion of the drive system 16 and power plant resonance, It is determined whether or not it can be performed. For example, the vibration suppression control execution permission determination unit 88 permits the vibration suppression control to be performed when the engine 12 is restarted by the return control unit 80b.

  When the cooperative control prohibition determination unit 90 determines that the vibration suppression control execution permission determination unit 88 has permitted the execution of the vibration suppression control, the cooperative control prohibition determination unit 90 cooperates with the vibration suppression control and the complete lockup control by the complete lockup control unit 84a. It is determined whether or not to perform cooperative control (vibration control and complete lockup control) to be performed, that is, execution of cooperative control that immediately shifts the lockup clutch 32 to complete engagement in order to execute vibration control. For example, when the cooperative control prohibition determination unit 90 permits the vibration suppression control execution permission determination unit 88 to execute the vibration suppression control, the vehicle state is the complete lockup region in the lockup region diagram. When it is determined and the chip-in determination unit 86 determines that the chip-in operation has been performed, if the vehicle state is determined to be the complete lock-up region in the lock-up region diagram, cooperative control is executed. Is determined not to be prohibited. That is, in the lockup area diagram of FIG. 6, for example, as indicated by an arrow Y1, the vehicle state represented by the vehicle speed V and the throttle valve opening θth when the tip-in determination unit 86 determines that the tip-in operation has been performed. Is the complete lockup region, and even when the vibration suppression control execution permission determination unit 88 permits the execution of the vibration suppression control, if the vehicle state is the complete lockup region, the cooperative control prohibition determination unit 90 It is determined that the execution of the cooperative control is not prohibited. However, for example, as indicated by an arrow Y2, when the tip-in determination unit 86 determines that the tip-in operation has been performed, the vehicle state is the flex lockup region, and thereafter, when the accelerator pedal is stepped on, the vehicle speed V ( km / h), the throttle valve opening θth (%) increases and the vehicle state enters the complete lockup region as indicated by the arrow Y3, and the vibration suppression control execution permission determination unit 88 performs the vibration suppression control. When the vehicle state is in the complete lockup region when permitted, the cooperative control prohibition determination unit 90 determines prohibition of execution of cooperative control.

  When the backlash control unit 80c determines that the cooperative control prohibition determination unit 90 does not prohibit the execution of the cooperative control, the power transmission device (driving system) 16 shifts from the driven state to the driven state by the chip-in operation. In order to suppress the vibration (backlash shock) caused by the drive system backlash in the engine, the pressing torque for pressing the meshing of the gear from the driven side (driven side) of the engine 12 (that is, the backlash is reduced). The backlash control for giving torque (torque for suppressing torque) is executed. The backlash control is performed by applying a profile (temporal transition) of the throttle valve opening θth suitable for restarting the engine 12 executed by the return control unit 80b to control the throttle valve. In this control, the engine torque Te is controlled to be lower than the engine torque Te (see the dashed line LI1 in FIG. 8) corresponding to the starting throttle valve opening θth (see the solid line LI2 in FIG. 8). . Further, the suppression of the engine torque Te in the backlash control is performed by increasing the retard amount of the ignition timing of the spark plug. The retard amount of the ignition timing is determined by referring to a predetermined map based on the depression amount of the accelerator pedal, the target engine speed corresponding to the depression amount of the accelerator pedal, and the current vehicle speed V.

  If the end determination unit 80e included in the backlash control unit 80c determines that the backlash control has started in the backlash control unit 80c, the end determination unit 80e determines whether the backlash control has ended. For example, the backlash control executed by the backlash control unit 80c is a control executed only for a predetermined time set in advance, and the end determination unit 80e starts the backlash control by the backlash control unit 80c and starts the predetermined time. When the time has elapsed, it is determined that the backlash control has been completed.

  When the end determination unit 80e determines that the backlash control has ended, the complete lockup control unit 84a performs complete lockup control. That is, if the complete lockup control unit 84a determines that the backlash control has been completed by the end determination unit 80e, the complete lockup control unit 84a shifts from the deceleration flex lockup control performed by the deceleration flex control execution unit 84e to the complete lockup control. .

  Further, when the backlash control unit 80c determines that the cooperative control prohibition determination unit 90 prohibits the cooperative control, the backlash control unit 80c prohibits the backlash control from being performed. In addition, when the complete lockup control unit 84a determines that the backlash control has been completed by the end determination unit 80e, the complete lockup control unit 84a performs the complete lockup control. However, the cooperative control prohibition determination unit 90 can perform the cooperative control. By being prohibited, the lockup clutch control unit 84 continuously executes the flex lockup control during deceleration.

  When the end control unit 80e determines that the backlash control has ended, the vibration control unit 80d executes vibration suppression control that suppresses torsional vibration of the power transmission device 16 due to the tip-in operation. In the vibration suppression control, the deviation between the engine rotational speed Ne that vibrates with the tip-in operation and the transmission output gear rotational speed Nout of the transmission output gear 24 that hardly vibrates is calculated as a rotational fluctuation, and this rotational fluctuation is calculated. The feedback torque having the same phase as the rotational fluctuation is subtracted from the engine torque target value so as to cancel (in other words, the feedback torque having the opposite phase to the rotational fluctuation is added to the engine torque target value), and the torque target value This is feedback control in which the engine torque Te is fed back. In order to compensate for the phase delay of the feedback torque based on the detection delay of the engine rotational speed Ne and the transmission output gear rotational speed Nout, the feedback torque advance processing can be performed as phase compensation, and the amount of advance May be a fixed value, or may be set to an arbitrary variable value based on a predetermined map including the gear stage as a parameter. Further, in the vibration suppression control unit 80d, for example, when the engine torque Te matches the driver request torque requested by the driver (see the broken line LI3 in FIG. 8) within a predetermined range (see time t4 in FIG. 8), the vibration suppression control unit 80d End vibration control. Further, when the vibration suppression control unit 80d determines that the cooperative control prohibition determination unit 90 prohibits the execution of the cooperative control, the vibration suppression control unit 80d prohibits the execution of the vibration suppression control.

  FIG. 7 is a flowchart for explaining an example of a control operation of cooperative control between vibration suppression control and complete lockup control when the tip-in operation is performed during execution of deceleration flex lockup control in the electronic control unit 56. It is. FIG. 8 is a time chart when the control operation shown in the flowchart of FIG. 7 is executed. In the time chart of FIG. 8, the first phase PH1 from the time point t1 to the time point t2 is a stage of returning from the fuel cut, and the second phase PH2 from the time point t2 to the time point t3 is controlled to be loose. The third phase PH3 from the time point t3 to the time point t4 is a step in which vibration suppression control (cooperative control) is executed.

  First, in step (hereinafter, step is omitted) S1 corresponding to the function of the deceleration flex control execution determination unit 84d, it is determined whether or not the deceleration flex lockup control is being executed. When the determination of S1 is negative, this routine is terminated, but when the determination of S1 is affirmative, S2 corresponding to the function of the chip-in determination unit 86 is executed. In S2, it is determined whether or not a chip-in operation is being performed. When the determination of S2 is negative, this routine is terminated, but when the determination of S2 is affirmative (time t1 in FIG. 8), this routine corresponds to the function of the vibration suppression control execution permission determination unit 88. S3 is executed.

  In S3, it is determined whether or not the vibration suppression control is permitted. When the determination at S3 is negative, this routine is terminated. When the determination at S3 is affirmative, S4 corresponding to the function of the cooperative control prohibition determination unit 90 is executed. In S4, it is determined whether or not it is prohibited to execute cooperative control for coordinating vibration suppression control and complete lockup control. When the determination of S4 is negative, that is, when it is prohibited to execute cooperative control, this routine is terminated, but when the determination of S4 is positive, that is, execution of cooperative control is prohibited. If not (time t2 in FIG. 8), S5 corresponding to the functions of the backlash control unit 80c, the end determination unit 80e, the vibration suppression control unit 80d, and the complete lockup control unit 84a is executed. In S5, backlash control is executed, and when the backlash control ends (at time t3 in FIG. 8), cooperative control between vibration suppression control and complete lockup control is executed.

  In the flowchart of FIG. 7, when the determination in S4 is negative, that is, when it is prohibited to execute the cooperative control, this routine ends and the flex lockup control during deceleration is continuously executed. Therefore, the cooperative control between the vibration suppression control and the complete lockup control is substantially prohibited.

  As described above, according to the electronic control unit 56 of the power transmission device 16 of the present embodiment, when the tip-in determination unit 86 determines that the tip-in operation has been performed, the vehicle state is the flex lockup region. If it is determined that the vehicle state is the complete lockup region when it is determined that the vibration suppression control execution permission determination unit 88 has subsequently permitted to execute the vibration suppression control, Vibration control is prohibited. For this reason, when it is determined by the chip-in determination unit 86 that the chip-in operation has been performed, it is determined that the vehicle state is once in the flex lockup region, and subsequently, the vibration suppression control execution permission determination unit 88 performs vibration suppression. When the vehicle state is determined to be the complete lockup region when it is determined that the control is permitted, a delay in shifting the lockup clutch 32 to the complete lockup state is likely to occur. When assumed, the vibration suppression control, the complete lockup control, and the cooperative control are prohibited, so that the vibration suppression control is preferably suppressed when the lockup clutch 32 is not completely engaged. In addition, unintended vibrations are suppressed from being generated by the vibration suppression control during the chip-in operation.

  Further, according to the electronic control unit 56 of the power transmission device 16 of the present embodiment, when the chip-in determination unit 86 determines that the chip-in operation has been performed, it is determined that the vehicle state is the complete lockup region, If the vehicle state is determined to be the complete lockup region even when the vibration suppression control execution permission determination unit 88 determines that the vibration control is permitted, the vibration suppression control is performed. Therefore, the complete lockup control is executed in cooperation with the torsional vibration of the power transmission device 16 during the tip-in operation.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, the torque converter 20 of the above-described embodiment has a hydraulic oil supply port 20a, a hydraulic oil outlet port 20b, and a port that supplies the lockup engagement pressure _PSLU to the control oil chamber 20d, and lockup control is performed. The hydraulic pressure between the pressing member 48 and the front cover 34 is compressed by the movement of the pressing member 48 at the start of the operation, and the back pressure ((P _TCin + P _TCout ) / 2) increases. Other torque converters 20 For example, the present invention can be applied to a torque converter having a two-port structure in which the back pressure ((P _TCin + P _TCout ) / 2) is not applied.

  In the above-described embodiment, the torque converter 20 is used in the vehicle 10. However, a fluid transmission device (fluid coupling) having no torque amplification function may be used instead of the torque converter 20. .

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

12: Engine 16: Power transmission device (vehicle power transmission device)
20: Torque converter (fluid transmission)
20p: Pump impeller (input member)
20t: Turbine impeller (output member)
32: Lock-up clutch 56: Electronic control device (control device)
80d: Vibration suppression control unit 84: Lockup clutch control unit 84a: Complete lockup control unit 84d: Deceleration flex control execution determination unit 84e: Deceleration flex control execution unit 86: Chip-in determination unit 90: Cooperative control prohibition determination unit V: Vehicle speed θth: throttle valve opening P _SLU : lockup engagement pressure (engagement pressure)

Claims (1)

In the vehicle power transmission device including the fluid transmission device capable of directly connecting the input member and the output member by engagement of the lock-up clutch,
Vehicle speed axis and a throttle valve lockup off region in the two-dimensional coordinates of the opening axis, flex lock-up region, the full lockup region possess the throttle valve opening is on the positive side, the throttle valve opening is zero along the vehicle axis shown, the lock-up off region, the flex lock-up region, using a two-dimensional lockup region diagram having on the order of the full lockup area, represented by the vehicle speed and the throttle valve opening The vehicle state is determined to be one of the lock-up off region, the flex lock-up region, and the complete lock-up region, and the operation state of the lock-up clutch is changed to the operation state corresponding to the determined region. A lockup clutch control unit for controlling the engagement pressure of the lockup clutch,
The lock-up clutch control unit, when the vehicle state is in the full lockup region, and a complete lock-up control in which the lock-up clutch for controlling engagement pressure of the lock-up clutch to completely engage, the When the vehicle state is the flex lockup region, the flextime lockup control during acceleration for controlling the engagement pressure of the lockup clutch so that the lockup clutch slips at a predetermined differential rotational speed, and the accelerator pedal vehicle to run when a deceleration during which not depressed, and a flex lock-up control during deceleration for controlling the engagement pressure of the lock-up clutch such that said lock-up clutch at a predetermined differential speed is slipping A control device for a power transmission device,
When the accelerator pedal is depressed during execution of the deceleration flex lockup control and the vehicle state is in the complete lockup region, the torsion of the vehicle power transmission device is controlled by engine torque control. The complete lockup control is executed in cooperation with vibration suppression control for suppressing vibrations,
It is determined that the vehicle state is the flex lockup region when the accelerator pedal is depressed during execution of the deceleration flex lockup control, and then the vehicle state is determined to be the complete lockup region. The control device for the vehicle power transmission device, wherein the vibration suppression control is prohibited.

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