JP6733388B2 - Transmission control device - Google Patents

Description

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

Conventionally, there is known a transmission including a torque converter between an engine and a transmission mechanism. Some torque converters have a lockup clutch that can mechanically connect the input side and the output side.

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

As a technique for a transmission including a torque converter and a clutch, when the vehicle speed is low and the gear is not changed, the lockup clutch is put into a lockup state and the clutch is put into a slip state, thereby improving drivability and fuel consumption. There is known a technique for improving the above (see, for example, Patent Document 1).

JP, 2004-257518, A

For example, when the vehicle speed increases, it is necessary to engage the lockup clutch of the torque converter to establish the transmission path of the driving force from the engine to the drive wheels via the lockup clutch. The engagement force of the lockup clutch of the torque converter is, for example, a difference between the pressures of the hydraulic oils supplied to two hydraulic chambers in the torque converter provided via a piston that drives the lockup clutch, that is, 2 It is controlled by the differential pressure between two hydraulic chambers. Therefore, the lockup clutch has relatively poor responsiveness and controllability. Therefore, when only the lockup clutch of the torque converter is controlled to engage the lockup clutch, a shock may occur when engaging the lockup clutch.

Further, it is required to quickly establish a transmission path of driving force from the engine to the drive wheels via the lockup clutch.

Further, in a transmission equipped with a clutch device having two clutches, even if switching of the clutch is necessary for upshifting while engaging the lockup clutch, engagement of the lockup clutch is performed. The clutch cannot be switched until the above is completed, and it may take a long time until the upshift is completed.

Therefore, the present invention can reduce the occurrence of shock when establishing a drive force transmission path from the drive source to the drive wheels via the lockup clutch, and complete the upshift early. The purpose is to provide the technology that can do.

In order to achieve the above object, a transmission control device according to one aspect of the present invention includes a transmission mechanism, an impeller provided between a drive source and a transmission mechanism, and an impeller connected to the drive source side, and a transmission mechanism. A turbine connected to the side of the power source, and capable of transmitting power between the impeller and the turbine via a fluid, and mechanically connecting the drive source side and the turbine A torque converter having a lock-up clutch capable of controlling transmission, and a clutch including two clutches arranged between the torque converter and the speed change mechanism and capable of controlling power transmission between the torque converter and the speed change mechanism. And a lockup clutch, wherein a lockup clutch is provided by a differential pressure of hydraulic oil between a first hydraulic chamber and a second hydraulic chamber provided via a piston that presses the lockup clutch. The engagement force can be adjusted, and start determination means for determining whether or not a predetermined lockup condition for connecting the lockup clutch of the torque converter is satisfied, and drive wheels of the two clutches of the clutch device. Determination means for determining whether or not a predetermined shift condition for switching the clutch from the shift source clutch used for transmitting the driving force to the shift destination clutch connected to a higher speed stage than the shift source clutch is satisfied And a first clutch control means for controlling the transmission source clutch allowable torque that can be transmitted by the transmission source clutch to match the turbine torque when the start determination means determines that a predetermined lockup condition is satisfied. Lockup clutch control means for starting control of hydraulic pressure of hydraulic oil between the first hydraulic chamber and the second hydraulic chamber so that the lockup clutch is engaged when the transmission source clutch allowable torque matches the turbine torque. When the switching determination means determines that the shift condition is satisfied, the shift source clutch is controlled in the disengaged state and the shift destination clutch is set in the slip state in parallel with the hydraulic pressure control by the lockup clutch control means. , The destination clutch allowable torque that can be transmitted by the destination clutch is equal to or less than the driver request torque assumed to be required by the driver for the drive source and equal to or greater than the turbine torque at the time when the hydraulic pressure adjustment is started. After the lockup clutch is completely engaged with the second clutch control means for controlling the gear shift destination clutch allowable torque, the shift destination clutch allowable torque is temporarily increased, and then the shift destination clutch allowable torque is changed to the driver required torque. , Turbine speed And a synchronous control means for controlling so as to synchronize the rotation speed of the input shaft of the speed change mechanism connected to the destination clutch.

In the above-described transmission control device, the second clutch control means disengages the transmission source clutch until the lockup clutch is completely engaged, and sets the transmission destination clutch permissible torque equal to or less than the driver required torque and the hydraulic pressure. The torque may be equal to or more than the torque of the turbine at the time when the adjustment is started.

ADVANTAGE OF THE INVENTION According to this invention, when establishing the transmission path of the driving force from a drive source to a drive wheel via the lock-up clutch, it is possible to reduce the occurrence of shock and to complete the upshift early.

It is a typical block diagram which shows the transmission which concerns on one Embodiment of this invention. It is a figure showing a model corresponding to a transmission concerning one embodiment of the present invention, and the symbol showing the state value of each part of a transmission. It is a flow chart of lock-up clutch engagement processing concerning one embodiment of the present invention. FIG. 4A is a diagram showing a change over time in the rotational speed of each part in each phase of the lock-up clutch engagement processing according to the embodiment of the present invention. FIG. 4B is a diagram showing a time change of the torque of each part in each phase of the lockup clutch engaging process according to the embodiment of the present invention.

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

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

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

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

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

FIG. 2 is a diagram showing a model corresponding to the transmission according to the embodiment of the present invention and symbols showing state values of respective parts of the transmission.

The part related to the control of the transmission 1 shown in FIG. 1 can be expressed as a model shown in FIG. In this specification, the state value indicating the state of each part of the transmission 1 is represented by a symbol or a symbol with a subscript as shown in FIG.

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

Returning to the description of FIG. 1, the torque converter 12 is provided with an impeller 13 connected to the output shaft 11 of the engine 10, a turbine 14 arranged to face the impeller 13, and connected to an input shaft 19 of the speed change clutch device 20. And a lockup clutch 15 capable of mechanically connecting and disconnecting the output shaft 11 and the input shaft 19 (shaft of the turbine). The lockup clutch 15 has a piston 15A that pushes the lockup clutch 15 to move it. In the torque converter 12, the piston 15A defines a first hydraulic chamber 16 and a second hydraulic chamber 17 to which hydraulic oil is supplied from the torque converter hydraulic oil adjusting section 85. The lockup clutch 15 is responsive to a pressure difference between the hydraulic pressure of the hydraulic oil supplied to the first hydraulic chamber 16 and the hydraulic pressure of the hydraulic oil supplied to the second hydraulic chamber 17 from the torque converter hydraulic oil adjusting section 85. The fastening force can be adjusted.

Here, in the present embodiment, while the lockup clutch 15 and the member on the output shaft 11 side contact and rotate at the same rotation speed, the torque from the output shaft 11 passes through the lockup clutch 15 and the input shaft 19. The state in which the torque from the output shaft 11 is transmitted through the lock-up clutch 15 while the lock-up clutch 15 and the member on the output shaft 11 side contact each other and rotate at different rotational speeds. The state transmitted to the input shaft 19 is referred to as the slip state (half-clutch state) of the lockup clutch 15, and the state in which the lockup clutch 15 is not in contact with the member on the input shaft 11 side is the disengaged state of the lockup clutch 15. To call.

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

The first clutch 21 moves the first clutch plate 25 when the first piston 26 strokes to the output side (to the right in FIG. 1) by the pressure of the hydraulic oil (operating hydraulic pressure) supplied to the first clutch hydraulic chamber 26A. They are pressed into contact with each other to be in a connected state for transmitting torque. On the other hand, when the hydraulic pressure in the first clutch hydraulic chamber 26A is released, the first piston 26 is stroke-moved to the input side (leftward in FIG. 1) by the urging force of a spring (not shown), and the first clutch 21 is powered. It becomes a disconnection state that cuts off transmission. The engaging force of the first clutch 21 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting section 86. In the following description, the state in which the torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at the same rotation is referred to as the completely engaged state of the first clutch 21. The state in which the torque is transmitted through the first clutch plate 25 while the clutch hub 23 and the first clutch drum 24 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the first clutch 21. The state in which the first clutch plate 25 is not in mechanical contact is called the disengaged state of the first clutch 21. The clutch hydraulic oil adjusting section 86 supplies hydraulic oil to the first space 21A in order to discharge friction heat and the like generated in the first clutch plate 25. In the present embodiment, the volume of the first clutch hydraulic chamber 26A to which the hydraulic oil is supplied to engage the first clutch 21 is smaller than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the torque converter 12. Since the amount of hydraulic oil required when adjusting the engagement force of the first clutch 21 is smaller than the amount of hydraulic oil required when adjusting the engagement force of the lockup clutch 15, The engagement force of the 1-clutch 21 can be controlled faster and more accurately than the engagement force of the lockup clutch 15.

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

When the second piston 29 strokes to the output side (to the right in FIG. 1) by the pressure of the hydraulic oil (operating hydraulic pressure) supplied to the second clutch hydraulic chamber 29A, the second clutch 22 causes the second clutch plate 28 to move. They are pressed into contact with each other to be in a connected state for transmitting torque. On the other hand, when the operating hydraulic pressure in the second clutch hydraulic chamber 29A is released, the second piston 29 is stroke-moved to the input side (leftward in FIG. 1) by the urging force of a spring (not shown), and the second clutch 22 is powered. It becomes a disconnection state that cuts off transmission. The engagement force of the second clutch 22 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting section 86. In the following description, the state in which the torque is transmitted through the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at the same rotation is referred to as the completely engaged state of the second clutch 22. The state in which the torque is transmitted through the second clutch plate 28 while the clutch hub 23 and the second clutch drum 27 rotate at different rotational speeds is referred to as a slip state (half-clutch state) of the second clutch 21. The state in which the second clutch plate 28 is not in mechanical contact is called the disengaged state of the second clutch 22. The second space 22</b>A is supplied with hydraulic oil by the clutch hydraulic oil adjusting section 86 in order to discharge the friction heat and the like generated in the second clutch plate 28. In the present embodiment, the volume of the second clutch hydraulic chamber 29A to which the hydraulic oil is supplied to engage the second clutch 22 is smaller than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the torque converter 12. Since the amount of hydraulic oil required when adjusting the engaging force of the second clutch 22 is smaller than the amount of hydraulic oil required when adjusting the engaging force of the torque converter 12, The engagement force of the clutch 22 can be controlled more quickly and more accurately than the engagement force of the lockup clutch 15.

The speed change mechanism 30 includes a first input shaft 31 and a second input shaft 32, an output shaft 33, and a first sub shaft 34 and a second sub shaft 35 arranged in parallel with the shafts 31 to 33. There is. The first input shaft 31 is relatively rotatably inserted into a hollow shaft that penetrates the second input shaft 32 in the axial direction. To the output end of the output shaft 33, a propeller shaft (vehicle drive system) connected to drive wheels of a vehicle (not shown) via a differential device or the like is connected.

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

The first auxiliary shaft 34 has a first speed main gear 51 that constantly meshes with the first speed input gear 41, a third speed main gear 53 that constantly meshes with the third speed input gear 43, and a fifth speed input gear 45 in order from the input side. A fifth-speed main gear 55 that constantly meshes with the first output sub gear 57 that constantly meshes with the output main gear 59 are provided. The first speed main gear 51, the third speed main gear 53, and the fifth speed main gear 55 are relatively rotatably provided on the first sub shaft 34, and the first output sub gear 57 is integrally rotatable on the first sub shaft 34. It is provided in.

The second countershaft 35 has a second speed main gear 52 that constantly meshes with the second speed input gear 42, a fourth speed main gear 54 that constantly meshes with the fourth speed input gear 44, and a sixth speed input gear 46 on the second auxiliary shaft 35 from the input side. A sixth-speed main gear 56 that constantly meshes with the output main gear 59, and a second output sub gear 58 that constantly meshes with the output main gear 59 are provided. The second speed main gear 52, the fourth speed main gear 54, and the sixth speed main gear 56 are rotatably provided on the second sub shaft 35, and the second output sub gear 58 is integrally rotatable on the second sub shaft 35. It is provided in.

The first synchronizing mechanism 61, the second synchronizing mechanism 62, the third synchronizing mechanism 63, and the fourth synchronizing mechanism 64 have known structures, and each include a dog clutch and the like (not shown).

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

The second synchronizing mechanism 62 can bring the second auxiliary shaft 35 and the second speed main gear 52 into an engaged state, and can bring the second auxiliary shaft 35 and the fourth speed main gear 54 into an engaged state. You can When the second auxiliary shaft 35 and the second-speed main gear 52 are engaged, if the driving force of the engine 10 is transmitted to the second auxiliary shaft 35 (when the second clutch 22 is in contact), the output power is output. When the drive shaft of the engine 10 is transmitted to the second auxiliary shaft 35 when the second shaft 35 and the fourth main gear 54 are engaged with each other, the to shaft 33 rotates at the second speed. The output shaft 33 rotates at the fourth speed.

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

The fourth synchronizing mechanism 64 can bring the second auxiliary shaft 35 and the sixth speed main gear 56 into the engaged state. When the second auxiliary shaft 35 and the sixth-speed main gear 56 are engaged, the output shaft 33 rotates at the sixth speed when the driving force of the engine 10 is transmitted to the second auxiliary shaft 35. ..
The operations of the first to fourth synchro mechanisms 61 to 64 are controlled by a shift control unit 84, which will be described later, and depend on the accelerator opening detected by the accelerator opening sensor 97, the speed detected by the vehicle speed sensor 96, and the like. So that the auxiliary shaft (first auxiliary shaft 34, second auxiliary shaft 35) and the transmission main gears (51-56) are selectively switched to the engaged state (gear-in) or the disengaged state (neutral state). It has become. The number of shift stages (the number of sets of shift input gears (41 to 46) and shift main gears (51 to 56)), the number of synchro mechanisms (61 to 64), the arrangement pattern, etc. are not limited to the illustrated examples. Instead, it can be appropriately changed without departing from the spirit of the present invention.

In the speed change mechanism 30, the first system for transmitting the driving force from the first input shaft 31 connectable to the output shaft 11 of the engine 10 via the first clutch 21 to the output shaft 33 via the first counter shaft 34. And a second system that transmits a driving force from the second input shaft 32 that can be connected to the output shaft 11 of the engine 10 via the second clutch 22 to the output shaft 33 via the second counter shaft 35. .. In the first system, the driving force in the odd-numbered stages (1st speed, 3rd speed, 5th speed) is transmitted. Further, in the second system, the driving force in even-numbered stages (2nd speed, 4th speed, 6th speed) is transmitted.

In the transmission 1, when performing a shift between an odd number stage and an even number stage, the transmission of the driving force by the system currently transmitting the driving force is maintained, that is, the clutch (gear In the state where the former clutch is in the contact state, the transmission gear of the transmission destination in the other system is engaged with the auxiliary shaft of that system. In the other system, this operation is not performed when the transmission gear of the transmission destination is already engaged with the auxiliary shaft. Next, the transmission source clutch is disengaged, and the clutch transmitting the other system (transmission destination clutch) is brought into contact, so that the clutch transmitting the driving force is switched.

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

The clutch hydraulic fluid adjusting section 86 adjusts the engaging force of the shift clutch device 20 according to a control instruction of the transmission ECU 80, so as to adjust the engaging force of the shift clutch device 20 to the first clutch hydraulic chamber 26A and/or the second clutch hydraulic chamber 29A. Adjust the pressure of hydraulic oil supplied to the.

The shift adjusting unit 87 changes the shift speed of the transmission mechanism 30 in accordance with a control instruction from the transmission ECU 80. Specifically, the shift adjusting unit 87 operates the first to fourth synchronizing mechanisms 61 to 64 to drive the auxiliary shafts (the first auxiliary shaft 34, the second auxiliary shaft 35) and the transmission main gears (51 to 56). ) Is disengaged (geared out) or the auxiliary shafts (first auxiliary shaft 34, second auxiliary shaft 35) and the transmission main gears (51-56) are engaged (geared in).

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

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

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

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

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

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

Although the engine ECU 70 and the transmission ECU 80 are configured as separate hardware in the present embodiment, the engine ECU 70 and the transmission ECU 80 may be configured as integrated hardware. Further, the functional elements of the engine ECU 70 and the functional elements of the transmission ECU 80 may be distributed and provided in two or more pieces of hardware.

The overall control unit 81 integrally controls the process of engaging the lockup clutch 15 to establish the transmission path of the driving force from the engine 10 to the drive wheels (lockup clutch engaging process). The overall control unit 81 determines whether or not a predetermined condition (lock-up condition) for engaging the lockup clutch 15 of the torque converter 12 is satisfied, and when the predetermined condition is satisfied, the clutch control unit 83 is notified to that effect. To notify. As the predetermined condition for engaging the lockup clutch 15, for example, a predetermined engine speed ω _e is higher than a speed at which a damper (not shown) of the torque converter 12 resonates when the lockup clutch 15 is engaged. May be. Note that other processing executed by the overall control unit 81 will be described later.

The torque converter control unit 82, when the transmission source clutch allowable torque T _c1 matches the turbine torque T _t (when the notification from the clutch control unit 83 that the transmission source clutch allowable torque T _c1 matches the turbine torque T _t) ) To turn on a valve (not shown) of the torque converter hydraulic oil adjusting section 85 so as to engage the lockup clutch 15, thereby controlling the hydraulic pressure of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17. To start. Here, when the control of the hydraulic pressure of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 is started by the torque converter hydraulic oil adjusting section 85 so as to engage the lockup clutch 15, the lockup hydraulic pressure is set. This is when the control starts. The other processing executed by the torque converter control unit 82 will be described later.

When the clutch control unit 83 receives a notification from the integrated control unit 81 that the predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied, the clutch control unit 83 transmits the drive wheels of the two clutches of the shift clutch device 20. The allowable torque (shift source clutch allowable torque) T _c1 of the clutch (shift source clutch) used for transmitting the driving force is controlled to match the turbine torque T _t . Here, the shift source clutch allowable torque T _c1 is experimentally known in advance, and the clutch hydraulic oil adjusting unit 86 in the shift source clutch (the first clutch 21 or the second clutch 22) of the shift clutch device 20 is known. Based on the relationship between the hydraulic pressure of the hydraulic fluid supplied by the hydraulic pressure control device and the clutch allowable torque T _c1 of the transmission source, the hydraulic pressure of the hydraulic fluid supplied from the clutch hydraulic fluid adjusting section 86 can be specified (the hydraulic pressure of the hydraulic fluid). Itself, or the amount of electric current that controls the valve that adjusts the operating hydraulic pressure). Further, the turbine torque T _t is determined by the torque ratio tr that corresponds to the speed ratio between the engine speed ω _e and the turbine speed ω _t in the torque converter 12, which is known in advance, and the design of the torque converter 12. It can be specified using the pump capacity coefficient C and the engine speed ω _e detected by the sensor. More specifically, the turbine torque T _t can be specified by T _t =tr×C×ω _e ² .

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

Further, when the clutch control unit 83 receives a notification from the shift control unit 84 that the predetermined shift condition (shift condition for switching the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage) is satisfied. In addition, after the lockup hydraulic pressure control is started, the hydraulic oil supplied to the first clutch 21 and the second clutch 22 of the speed change clutch device 20 by the clutch hydraulic oil adjusting unit 86 in parallel with the hydraulic control by the torque converter control unit 82. By adjusting the hydraulic pressure of the transmission source clutch, the transmission source clutch is controlled to be in the disengaged state, the transmission destination clutch is in the slipping state, and the transmission destination clutch allowable torque T _c2 that can be transmitted by the transmission destination clutch is equal to or less than the driver request engine torque T _ed Further, the switching of the clutches is controlled so as to be _{equal to} or greater than the turbine torque T _t (target clutch torque T _FLU ) at the time of starting the lockup hydraulic pressure control. Note that, during this control, the clutch control unit 83 causes the fluctuation of the driving force of the vehicle per unit time generated by the fluctuation of the shift source clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 to be a predetermined value. The acceleration of the vehicle is controlled so as not to exceed the permissible fluctuation amount, and/or the acceleration of the vehicle caused by the fluctuation of the shift source clutch permissible torque T _c1 and the shift destination clutch permissible torque T _c2 does not exceed a predetermined permissible acceleration. There is. Further, the clutch control unit 83 disengages the transmission source clutch until the turbine rotation speed ω _t reaches the same rotation speed as the engine rotation speed ω _e, and the transmission destination clutch allowable torque T _c2 of the transmission destination clutch is the driver request. The engine torque T _{ed is controlled to be} equal to or less than the turbine torque T _t (target clutch torque T _FLU ) at the start of the lockup hydraulic pressure control.

In addition, the clutch control unit 83 adjusts the hydraulic pressure of the hydraulic oil to be supplied to the shift destination clutch by the clutch hydraulic fluid adjusting unit 86 after the lockup clutch 15 is completely engaged. The allowable torque T _c2 is temporarily increased, and then the shift destination clutch allowable torque T _c2 is changed to the driver request engine torque T _ed to synchronize the turbine rotation speed ω _t with the shift destination input shaft rotation speed ω _c2. Control to let.

Further, when the clutch control unit 83 receives a clutch switching instruction from the shift control unit 84 except when the lock-up clutch engagement process is performed, the clutch hydraulic fluid adjusting unit 86 causes the first clutch of the shift clutch device 20. By adjusting the hydraulic pressure of the hydraulic oil supplied to the clutch 21 and the second clutch 22, the shift source clutch and the shift destination clutch are switched between the first clutch 21 and the second clutch 22. The other processing executed by the clutch control unit 83 will be described later.

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

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

Further, in the case of a shift involving a change in the shift gear, the shift control unit 84 causes the shift adjusting unit 87 to change the shift gear (gear-out from the current main shift gear and gear-in to the new shift main gear). A control instruction for causing the clutch to be output is output, and when clutch switching is necessary, the clutch control unit 83 is instructed to switch the clutch. At this time, when the shift control condition is satisfied, the shift control unit 84 notifies the clutch control unit 83 accordingly.

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

FIG. 3 is a flowchart of lockup clutch engagement processing according to the embodiment of the present invention. FIG. 4A is a diagram showing a change over time in the rotational speed of each part in each phase of the lock-up clutch engagement processing according to the embodiment of the present invention. FIG. 4B is a diagram showing a time change of the torque of each part in each phase of the lockup clutch engaging process according to the embodiment of the present invention. The time axes 1, 2,... In FIG. 4 indicate the control phase 1, the control phase 2,.

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

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

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

Here, each step of the lock-up clutch engagement processing will be described by taking as an example the case where the driver depresses the accelerator to increase the accelerator opening in the pre-control start phase. When the accelerator opening is increased in the pre-control start phase, the driver request engine torque T _ed is increased and the engine torque T _e is increased as shown in FIGS. 4(A) and 4(B). It As a result, the turbine torque T _t increases, and the engine speed ω _e , the shift source input shaft speed ω _c1 and the shift destination input shaft ω _c2 increase. In the present embodiment, the gear shift destination clutch is connected to a higher speed stage than the gear shift source clutch, so that the gear shift destination input shaft rotation speed ω _c2 is lower than the gear shift source input shaft rotation speed ω _c1 . In the present embodiment, a case will be described as an example where the accelerator opening is maintained so that the driver request engine torque T _ed becomes high and becomes constant at a predetermined value.

The integrated control unit 81 determines whether or not the engine speed ω _e indicates the lockup clutch 15 when the lockup clutch 15 is locked up, as to whether or not a predetermined lockup condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied. It is determined whether or not the rotation speed is equal to or higher than a predetermined rotation speed at which resonance does not occur due to the damper (step S11). As a result, if the predetermined lock-up condition is not satisfied (step S11: NO), the control pre-start phase is still in effect, so the central control unit 81 executes step S11 again.

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

Upon receiving the notification that the predetermined lockup condition is satisfied, the clutch control unit 83 determines that the shift source clutch allowable torque T _c1 of the shift source clutch (the first clutch 21 or the second clutch 22) of the shift clutch device 20 is The control to match the turbine torque T _t is started (step S12).

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

In the control phase 1, the transmission source clutch allowable torque T _c1 is controlled so as to match the turbine torque T _t . Therefore, as shown in FIG. 4B, the transmission source clutch allowable torque T _c1 is gradually changed. To approach the turbine torque T _t .

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

On the other hand, when the transmission source clutch allowable torque T _c1 matches the turbine torque T _t (step S13: YES), the control phase shifts to the control phase 2, and the clutch control unit 83 notifies the torque converter control unit 82 accordingly. To notify.

When the torque converter control unit 82 receives a notification from the clutch control unit 83 that the transmission source clutch allowable torque T _c1 matches the turbine torque T _t , the torque converter control unit 82 starts the lockup of the lockup clutch 15, that is, the lockup. By turning on a valve (not shown) of the torque converter hydraulic oil adjusting section 85 so as to engage the up clutch 15, control of hydraulic pressure of hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 is started ( Step S14). At this point, the lockup hydraulic pressure control is started, and the turbine torque T _t at this point becomes the target clutch torque T _FLU . The target clutch torque T _FLU is lower than the driver request engine torque T _ed . As a result, the torque that can be transmitted by the lockup clutch 15 (lockup clutch allowable torque T _lck ) gradually increases. The lock-up clutch allowable torque T _lck is obtained by controlling the differential pressure between the first hydraulic chamber 16 and the second hydraulic chamber 17 by the torque converter hydraulic oil adjusting unit 85, and detailed control is possible. Since it is difficult and the response to control is unknown, it does not always change as shown in FIG. 4(B).

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

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

On the other hand, if the predetermined shift condition is satisfied (step S15: YES), it means that the shift source clutch needs to be switched to the shift destination clutch. The clutch control unit 83 is notified that the above condition is satisfied. Receiving the notification, the clutch control unit 83, in parallel with the hydraulic pressure control by the torque converter control unit 82, controls the hydraulic fluid supplied to the first clutch 21 and the second clutch 22 of the speed change clutch device 20 by the clutch hydraulic fluid adjusting section 86. By adjusting the hydraulic pressure, the transmission source clutch is controlled to be in the disengaged state, the transmission destination clutch is in the slipping state, and the transmission destination clutch allowable torque T _c2 that can be transmitted by the transmission destination clutch is equal to or less than the driver request engine torque T _ed . Then, the control for switching the clutch so as to be _{equal to} or higher than the target clutch torque T _FLU is started (step S17).

In the control phase 2 and the control phase 3, the lockup clutch 15 of the torque converter 12 is in the slipping state and the shift source clutch is in the engaged state (slip state or fully engaged state), so that the movement in the transmission 1 The equation can be expressed by equation (4), equation (5), and equation (3).

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

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

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

The engine control unit 71, which has received the notification that the turbine rotation speed ω _t has become higher than the transmission source input shaft rotation speed ω _c1, controls the engine torque T _e to match the impeller torque T _i (step S19). The impeller torque T _i can be estimated by T _i =C×ω _e ² . Here, the coefficient C is a pump capacity coefficient of the torque converter 12, and is a value determined by the design of the torque converter 12.

Note that, at the time of step S19, the clutch control unit 83 determines that the fluctuation of the driving force of the vehicle per unit time generated by the fluctuation of the shift source clutch allowable torque T _c1 and the shift destination clutch allowable torque T _c2 is a predetermined value. Is controlled so that the acceleration of the vehicle, which is caused by the fluctuation of the source clutch allowable torque T _c1 and the destination clutch allowable torque T _c2 , does not exceed the predetermined allowable acceleration. ing. Therefore, the occurrence of shock in the vehicle can be reduced.

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

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

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

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

Clutch control unit 83, temporarily increasing the transmission destination clutch allowable torque T _c2, then, by changing the transmission destination clutch allowable torque T _c2 to the driver required engine torque T _ed, and the turbine rotational speed omega _t, the speed change The input shaft rotation speed ω _c2 is controlled to be synchronized. In the present embodiment, the clutch control unit 83 controls so as to satisfy the expression (8) (step S21). It should be noted that ω ^· _ec (in Expression (8), one dot (·) above ω, which is written in this manner for convenience in the specification) indicates a preset target value of the engine rotation angular velocity. Therefore, it is a value corresponding to the decreasing speed of the engine speed ω _e shown in FIG. As described above, the transmission destination clutch allowable torque T _c is temporarily increased, so that the turbine rotation speed ω _t and the transmission destination input shaft rotation speed ω _c2 can be quickly synchronized. Here, in order to synchronize the turbine rotation speed ω _t and the shift destination input shaft rotation speed ω _c2 , for example, it is conceivable to control the torque of the engine 10. However, in the present embodiment, the torque of the engine 10 is controlled. Since the transmission destination clutch allowable torque T _c2 having a smaller response delay than the control is controlled, the turbine rotation speed ω _t and the transmission destination input shaft rotation speed ω _c2 can be synchronized earlier. It is possible to effectively reduce the occurrence of shock that occurs at that time.

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

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

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

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

Next, the overall control unit 81 determines whether the difference in engine speed between the engine speed ω _e and the destination input shaft speed ω _c2 has become smaller than a predetermined value (step S22), and the engine speed ω _e If the rotation speed difference between the transmission destination input shaft rotation speed ω _c2 and the transmission destination input shaft rotation speed ω _c2 is not smaller than the predetermined value (step S22: NO), the control phase 5 remains as it is, and thus the overall control unit 81 causes the integrated control unit 81 to execute the step S22. Run again.

On the other hand, if the difference between the engine speed ω _e and the shift destination input shaft speed ω _c2 is smaller than the predetermined value (step S22: YES), the shift destination clutch is engaged even if it is completely engaged. Since it is considered that there is relatively little shock when performing the control, the control phase shifts to the control phase 6, and the overall control unit 81 determines that the rotation speed difference between the engine rotation speed ω _e and the shift destination input shaft rotation speed ω _c2 is a predetermined value. The clutch control unit 83 is notified that the value is smaller than the value.

Upon receiving the notification, the clutch control unit 83 adjusts the hydraulic pressure of the hydraulic oil supplied to the shift destination clutch of the shift clutch device 20 by the clutch hydraulic fluid adjusting unit 86, so that the shift destination clutch allowable torque T _c2 is changed to the shift destination clutch allowable torque T _c2. It is made to match the torque when the clutch is completely engaged (torque T _MAX at the time of complete engagement) (step S23).

Then, the central control unit 81, the speed change clutch allowable torque _{T c2} is, it is determined whether or not consistent with the full engagement when the torque _{T MAX} (step S24), and the shifting away clutch allowable torque _{T c2,} completely engaged during torque If it does not match T _MAX (step S24: NO), the shift destination clutch is not completely engaged and remains in the control phase 6, so the overall control unit 81 executes step S24 again. ..

On the other hand, when the destination clutch permissible torque T _c2 matches the fully engaged torque T _MAX (step S24: YES), it means that the destination clutch is completely engaged, and the torque converter 12 locks up. Since it means that the driving force transmission path from the engine 10 to the driving wheels via the clutch 15 is completely established, the overall control unit 81 returns the engine control unit 71 to the normal control state and locks it. The up-clutch engagement process ends.

As described above, according to the control device 2 according to the present embodiment, the overall control unit 81 determines whether or not the condition for connecting the lockup clutch 15 is satisfied, and when the condition is satisfied, the clutch control unit 83 causes the clutch control unit 83 to operate. The source clutch used for transmitting the driving force is put in a slip state, and the source clutch allowable torque T _c1 is controlled to match the torque of the turbine 14, and when the source clutch allowable torque T _c1 matches, the torque converter control unit 82 causes the lockup clutch 15 to operate. The control of the hydraulic pressure is started so that the gear shift control unit 84 switches the clutch from the shift source clutch to the shift destination clutch connected to the high speed stage, and determines whether or not a predetermined shift condition is satisfied. When it is determined that the shift condition is satisfied, the clutch control unit 83 controls the shift source clutch in the disengaged state and the shift destination clutch in the slip state in parallel with the hydraulic control after the hydraulic control is started. Since the destination clutch permissible torque T _c2 that can be transmitted by the destination clutch is controlled to be equal to or less than the driver request engine torque T _ed and greater than or equal to the target clutch torque T _FLU , the output shaft when the lockup clutch 15 is connected. It is possible to reduce the fluctuation of the torque of 33 to reduce the occurrence of shock, and to perform the engagement process of the lock-up clutch 15 when the shift-up is required when performing the engagement process of the lock-up clutch. In parallel, switching of the clutch associated with the upshift can be executed, and the upshift can be completed early.

Further, according to the control device 2 according to the present embodiment, the clutch control unit 83 temporarily increases the destination clutch permissible torque T _c2 after the lockup clutch 15 is completely engaged, and then, Since the destination clutch permissible torque T _c2 is changed to the driver request engine torque T _ed , the turbine speed ω _t and the destination input shaft speed ω _c2 of the speed change mechanism 30 are controlled to be synchronized with each other. The turbine rotational speed ω _t and the transmission destination input shaft rotational speed ω _c2 can be quickly synchronized with each other, whereby a drive force transmission path that accompanies lockup of the lockup clutch 15 can be established quickly. ..

It should be noted that the present invention is not limited to the above-described embodiments, and can be appropriately modified and carried out without departing from the spirit of the present invention.

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

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

Further, although the engine 10 is taken as an example of the drive source in the above embodiment, the present invention is not limited to this, and the drive source may be an electric motor, and the drive source may be an engine and an electric motor. It may be a combination.

1 Transmission 2 Control Device 10 Engine 11 Output Shaft 12 Torque Converter 13 Impeller 14 Turbine 15 Lockup Clutch 15A Piston 16 First Hydraulic Chamber 17 Second Hydraulic Chamber 19 Input Shaft 20 Shift Clutch Device 21 First Clutch 21A First Space 22 Second clutch 22A Second space 26,29 Piston 26A First clutch hydraulic chamber 29A Second clutch hydraulic chamber 30 Transmission mechanism 31 First input shaft 32 Second input shaft 33 Output shaft 34 First counter shaft 35 Second counter shaft 41 1st speed input gear 42 2nd speed input gear 43 3rd speed input gear 44 4th speed input gear 45 5th speed input gear 46 6th speed input gear 51 1st speed main gear 52 2nd speed main gear 53 3rd speed main gear 54 4th speed main gear 55 5th speed main gear 56 6th speed main gear 61 1st synchronizing mechanism 62 2nd synchronizing mechanism 63 3rd synchronizing mechanism 64 4th synchronizing mechanism 70 Engine ECU
71 Engine Control Unit 80 Transmission ECU
Reference numeral 81 Overall control unit 82 Torque converter control unit 83 Clutch control unit 84 Shift control unit 85 Torque converter hydraulic oil adjusting unit 86 Clutch hydraulic oil adjusting unit 87 Shift adjusting unit 92 Engine speed sensor 93 Turbine speed sensor 94 First input shaft rotation Number sensor 95 Second input shaft rotation speed sensor 96 Vehicle speed sensor 97 Accelerator opening sensor 98 Shift position sensor

Claims (2)

A transmission mechanism, an impeller provided between the drive source and the transmission mechanism, connected to the drive source side, and a turbine connected to the transmission mechanism side; A torque converter having a lock-up clutch capable of transmitting power to and from the turbine and mechanically connecting the drive source side and the turbine to control power transmission, and the torque converter. And a clutch device that includes two clutches that are arranged between the torque converter and the speed change mechanism and that can control the transmission of power between the torque converter and the speed change mechanism.
The lock-up clutch is capable of adjusting a fastening force by a differential pressure of hydraulic oil between a first hydraulic chamber and a second hydraulic chamber provided via a piston that presses the lock-up clutch,
Start determination means for determining whether or not a predetermined lockup condition for connecting the lockup clutch of the torque converter is satisfied,
A predetermined clutch is switched from a shift source clutch used for transmitting driving force to driving wheels of the two clutches of the clutch device to a shift destination clutch connected to a higher speed stage than the shift source clutch. Switching determination means for determining whether or not the shift condition of
When it is determined by the start determination means that the predetermined lockup condition is satisfied, the transmission source clutch allowable torque that can be transmitted by the transmission source clutch matches the torque of the turbine while the transmission source clutch is in the slip state. First clutch control means for controlling so that
A lock that starts the control of the hydraulic pressure of the hydraulic oil between the first hydraulic chamber and the second hydraulic chamber so that the lock-up clutch is engaged when the transmission source clutch allowable torque matches the torque of the turbine. Up-clutch control means,
When the switching determination means determines that the shift condition is satisfied, the shift source clutch is controlled in the disengaged state in parallel with the control of the hydraulic pressure by the lockup clutch control means, and the shift destination clutch is Is set to the slip state, the gear shift destination clutch allowable torque that can be transmitted by the gear shift destination clutch is equal to or less than the driver request torque that is assumed to be required by the driver for the drive source, and when the adjustment of the hydraulic pressure is started. Second clutch control means for controlling the torque to be equal to or greater than the torque of the turbine;
After the lock-up clutch is completely engaged, the destination clutch permissible torque is temporarily increased, and then the destination clutch permissible torque is changed to the driver request torque, and the turbine speed and Synchronization control means for controlling to synchronize the rotation speed of the input shaft of the speed change mechanism connected to the destination clutch,
And a control device for the transmission. The second clutch control means disengages the transmission source clutch and adjusts the transmission destination clutch allowable torque to the driver required torque or less and the hydraulic pressure until the lockup clutch is completely engaged. The control device for a transmission according to claim 1, wherein the torque of the turbine at the time of starting is equal to or greater than the torque of the turbine.

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