JP6759800B2 - Transmission controller - Google Patents

Description

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

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

In recent years, in a transmission having a torque converter having a lockup clutch, a transmission having a transmission clutch for controlling the disconnection and disconnection of a driving force at the time of shifting has appeared between the torque converter and the transmission mechanism. There is.

As a technology for transmissions equipped with a torque converter and a clutch, when the vehicle speed is low and the gear is not shifting, the lockup clutch is locked up and the clutch is slipped to improve drivability and fuel efficiency. (For example, see Patent Document 1).

Japanese Unexamined Patent Publication No. 2004-257518

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

Therefore, an object of the present invention is to provide a technique capable of reducing the occurrence of a shock when establishing a transmission path of a driving force from a driving source to a driving wheel via a lockup clutch.

In order to achieve the above object, the transmission control device according to one aspect of the present invention is provided between the transmission mechanism, the drive source and the transmission mechanism, an impeller connected to the drive source side, and the transmission mechanism. It has a clutch connected to the side, and power can be transmitted between the impeller and the clutch via hydraulic oil, and power can be transmitted by mechanically connecting the drive source side and the clutch. A transmission having a torque converter having a lockup clutch that can control the clutch, and a transmission clutch that is arranged between the torque converter and the transmission mechanism and can control the transmission of power between the torque converter and the transmission mechanism. The lockup clutch is a control device of the above, so that the fastening force can be adjusted by the differential pressure of the hydraulic oil between the first hydraulic chamber and the second hydraulic chamber provided via the piston that presses the lockup clutch. The start determination means for determining whether or not the predetermined condition for engaging the lockup clutch of the torque converter is satisfied, and the shift clutch is slipped when the start determination means determines that the predetermined condition is satisfied. As a result, the first clutch control means that controls the allowable torque that can be transmitted by the speed change clutch to match the torque of the turbine and the lockup clutch are engaged when the allowable torque matches the torque of the turbine. The lockup clutch control means for starting the control of the hydraulic oil of the first hydraulic chamber and the second hydraulic chamber, and at least the rotation speed of the turbine and the input of the transmission mechanism after the start of the hydraulic control by the lockup clutch control means. A second clutch control means that controls the slip state of the shift clutch so that the allowable torque of the shift clutch matches the torque of the turbine at the start of hydraulic control until there is a difference in the number of rotations of the shaft. To be equipped.

In the control device of the transmission, the torque of the turbine at the start of hydraulic pressure control may be less than or equal to the driver required torque assumed to be required by the driver for the drive source.

Further, in the control device of the transmission, the second clutch control means hydraulically reduces the allowable torque of the shift clutch after the start of hydraulic control by the lockup clutch control means until the lockup clutch is completely engaged. The slip state of the speed change clutch may be controlled so as to match the torque of the turbine at the start of the control of.

Further, in the control device of the transmission, after the lockup clutch is completely engaged, the torque of the drive source is temporarily reduced from the torque required by the driver, and then the torque of the drive source is reduced to the torque required by the driver. It may be further provided with a drive source control means for controlling the rotation speed of the turbine and the rotation speed of the input shaft of the transmission mechanism so as to be synchronized with each other.

According to the present invention, it is possible to reduce the occurrence of a shock when establishing a transmission path of a driving force from a driving source to a driving wheel via a lockup clutch.

It is a schematic block diagram which shows the transmission which concerns on one Embodiment of this invention. It is a figure which shows the symbol which represents the state value of the model which corresponds to the transmission which concerns on one Embodiment of this invention, and each part of a transmission. It is a flowchart of the lock-up clutch engagement process which concerns on one Embodiment of this invention. FIG. 4A is a diagram showing a time change of the rotation speed of each part in each phase of the lockup clutch engagement process according to the embodiment of the present invention. FIG. 4B is a diagram showing a time change of torque of each part in each phase of the lockup clutch engagement process according to the embodiment of the present invention.

Hereinafter, the transmission control device according to the embodiment of the present invention will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them 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 the output shaft 11 of the engine 10, which is an example of a drive source.

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

Here, before explaining the details of the transmission 1, the model corresponding to the transmission 1 and the symbols representing the state values of each part 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 representing state values of each part of the transmission.

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

Here, when the symbol is described, T represents torque, ω represents the number of revolutions, I represents the moment of inertia, and i represents the gear ratio. On the other hand, to explain the subscripts attached to the symbols, e represents an engine, lck represents a lockup clutch, i represents an impeller, t represents a turbine shaft, and c represents a transmission clutch. o represents the output shaft of the transmission mechanism, and l represents the load on the drive wheel side.

Returning to the description of FIG. 1, the torque converter 12 includes an impeller 13 connected to the output shaft 11 of the engine 10 and a turbine 14 arranged so as to face the impeller 13 and connected to the input shaft 19 of the speed change clutch 20. The lockup clutch 15 is capable of mechanically engaging and disengaging between the output shaft 11 and the input shaft 19 (turbine shaft). The lockup clutch 15 has a piston 15A that presses and moves the lockup clutch 15. 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 unit 85 in the torque converter 12. The lockup clutch 15 responds to the difference pressure between the hydraulic pressure of the hydraulic oil supplied from the torque converter hydraulic oil adjusting unit 85 to the first hydraulic chamber 16 and the hydraulic pressure of the hydraulic oil supplied to the second hydraulic chamber 17. The fastening force can be adjusted.

Here, in the present embodiment, the lockup clutch 15 and the member on the output shaft 11 side come into contact with each other and rotate at the same rotation speed, while the torque from the output shaft 11 is applied to the input shaft 19 via the lockup clutch 15. The state in which the clutch 15 and the member on the output shaft 11 side come into contact with each other and rotate at different rotation speeds, and the torque from the output shaft 11 is transmitted through the lockup clutch 15. The state transmitted to the input shaft 19 is referred to as a 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 referred to as a disengaged state of the lockup clutch 15. Refer to.

The speed change clutch 20 is, for example, a wet clutch, and is an input side disk 20A that rotates integrally with an input shaft 19 connected to a turbine 14 of a torque converter 12, and an output side disk that rotates integrally with an input shaft 31 of a transmission 30. It has 20B, and can connect and disconnect the driving force between the input side disk 20A and the output side disk 20B. The fastening force of the speed change clutch 20, that is, the fastening force between the input side disc 20A and the output disc 20B can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the present embodiment, the volume of the hydraulic chamber (not shown) to which the hydraulic oil is supplied to engage the speed change clutch 20 is smaller than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the lockup clutch 15, and the lock is locked. Since the amount of hydraulic oil required to adjust the fastening force of the speed change clutch 20 is smaller than the amount of hydraulic oil required to adjust the fastening force of the up clutch 15, the speed change clutch 20 The fastening force can be controlled faster and more accurately than the fastening force of the lockup clutch 15.

Here, in the present embodiment, the input side disk 20A and the output side disk 20B are in contact with each other and rotate at the same rotation speed, and the torque is completely transmitted from the input side disk 20A to the output side disk 20B. The state in which torque is transmitted from the input side disc 20A to the output side disc 20B while the input side disc 20A and the output side disc 20B rotate at different rotation speeds is called a state, which is a slip state of the speed change clutch 20 (half-clutch state). ), And the state in which the input side disc 20A and the output side disc 20B are not in mechanical contact is referred to as a disengaged state of the speed change clutch 20.

The speed change mechanism 30 shifts the driving force input from the input shaft 31 connected to the output side disc 20B of the speed change clutch 20 and transmits the drive force to the output shaft 32 connected to the drive wheels (not shown). The transmission mechanism 30 may be, for example, a parallel shaft gear type transmission mechanism (that is, a manual transmission), a planetary gear type transmission mechanism, or a continuously variable transmission mechanism.

The torque converter hydraulic oil adjusting unit 85 determines 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. To adjust.

The clutch hydraulic oil adjusting unit 86 adjusts the pressure of the hydraulic oil supplied to the transmission clutch 20 in order to adjust the fastening force of the transmission clutch 20 according to the control instruction of the transmission ECU 80.

The speed change adjusting unit 87 changes the speed change stage of the speed change mechanism 30 according to the control instruction of the transmission ECU 80.

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 input shaft rotation speed sensor 94 detects the rotation speed of the input shaft 31 (input shaft rotation speed ω _c ) and outputs it to the transmission ECU 80. The vehicle speed sensor 95 detects the rotation speed of the output shaft 32 (output shaft rotation speed ω _o ) and outputs it to the transmission ECU 80. The vehicle speed can be specified from the output shaft rotation speed ω _o . The accelerator opening sensor 96 detects the accelerator opening and outputs it to the engine ECU 70. The shift position sensor 97 detects a position (shift position) designated (selected) by the operation lever and outputs the position (shift position) to the transmission ECU 80. With the operating lever, for example, the P (parking) range used when the vehicle is stopped, the N (neutral) range selected when the vehicle's transmission is set to neutral, and the D (drive) range selected when performing automatic transmission. , M (manual) range selected when shifting is performed by the driver's operation, plus (+) to specify upshift in M range, minus (-) to specify downshift in M range Etc. can be selected.

The engine ECU 70 mainly performs various controls of the engine 10, and is configured to include 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, 96) 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 information can be exchanged with each other.

The engine ECU 70 has an engine control unit 71 as an example of a drive source control means as a part of a functional element.

The engine control unit 71 controls the torque of the engine 10 by controlling the fuel injection amount and the like in the engine 10. For example, the engine control unit 71 is assumed to be requested by the driver for the engine 10 based on the accelerator opening degree from the accelerator opening degree sensor 96 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. Further, the engine control unit 71 temporarily reduces the torque of the engine 10 (engine torque _Te ) from the driver required engine torque T _ed after the lockup clutch 15 is completely engaged, and then the engine control unit 71 temporarily reduces the torque (engine torque _Te ) of the engine 10 from the driver required engine torque T _ed . The engine torque T _e is changed to the driver required engine torque T _ed , and the turbine rotation speed ω _t and the input shaft rotation speed ω _c are controlled to be synchronized.

The transmission ECU 80 mainly controls various types of the torque converter 12, the transmission clutch 20, and the transmission 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 95, 97) are input to the transmission ECU 80.

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

In the present embodiment, the engine ECU 70 and the transmission ECU 80 are configured as separate hardware, but 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 hardwares.

The overall control unit 81 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 engagement process). The overall control unit 81 determines whether or not a predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied, and if the predetermined condition is satisfied, notifies the clutch control unit 83 to that effect. As a predetermined condition for engaging the lockup clutch 15, for example, the engine speed ω _e is higher than the rotation speed at which the damper (not shown) of the torque converter 12 resonates when the lockup clutch 15 is engaged. It may be that it became. Other processes executed by the overall control unit 81 will be described later.

Torque converter control unit 82, when the allowable torque T _c matches the turbine torque T _t (if the allowable torque T _c from the clutch control unit 83 receives a notification that matched the turbine torque T _t), the lock-up clutch By turning on a valve (not shown) of the torque converter hydraulic oil adjusting unit 85 so as to fasten 15, the control of the hydraulic pressure of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 is started. Here, when the torque converter hydraulic oil adjusting unit 85 starts controlling the hydraulic pressure of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 so as to engage the lockup clutch 15, the lockup hydraulic pressure It is assumed that the control is started. Other processes executed by the torque converter control unit 82 will be described later.

When the clutch control unit 83 receives a notification from the general control unit 81 that the predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied, the shift clutch 20 is put into a slip state and the allowable torque of the shift clutch 20 is set. T _c is controlled to match the turbine torque T _t . Here, regarding the allowable torque T _c , the hydraulic pressure of the hydraulic oil supplied by the clutch hydraulic oil adjusting unit 86 in the speed change clutch 20, and the permissible torque T _{c of the} speed change clutch 20, which are experimentally grasped in advance. From information that can identify the hydraulic pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86 (the hydraulic pressure of the hydraulic oil itself, or the amount of current that controls the valve that adjusts the hydraulic pressure, etc.) Can be identified. Further, the turbine torque T _t is determined by the torque ratio tr corresponding to the speed ratio between the engine rotation speed ω _e and the turbine rotation speed ω _t in the torque converter 12 and the design of the torque converter 12 which are known in advance. It can be specified by using the pump capacity coefficient C and the engine speed ω _e detected from 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 determines whether or not the allowable torque T _c matches the turbine torque T _t, when the allowable torque T _c matches the turbine torque T _t is the fact to the torque converter control unit 82 Notice.

Further, in the clutch control unit 83, after the start of the lockup hydraulic control, at least until a difference occurs between the turbine rotation speed ω _t and the input shaft rotation speed ω _c (for example, until the lockup clutch 15 is completely engaged). ), The allowable torque T _c of the speed change clutch 20 is supplied to the speed change clutch 20 by the clutch hydraulic oil adjusting unit 86 so as to match the turbine torque T _t (target clutch torque T _FLU ) at the start of lockup hydraulic control. The slip state of the speed change clutch 20 is controlled by adjusting the hydraulic pressure of the hydraulic oil. In the present embodiment, the target clutch torque T _FLU , which is the turbine torque T _t at the start of lockup hydraulic control, is lower than the driver required engine torque T _ed . Other processes executed by the clutch control unit 83 will be described later.

The shift control unit 84 determines whether or not shift is required based on information such as a designated position of the operation lever transmitted from the shift position sensor 97, an accelerator opening degree (acquired from the engine ECU 70), and a vehicle speed from the vehicle speed sensor 95. If a shift is required, the shift destination is specified, and a control instruction is output to the shift adjustment unit 87 so as to set the shift mechanism 30 at that shift.

Next, the lockup clutch engagement process in the transmission 1 will be described. The lockup clutch engagement process is a process for establishing a driving force transmission path from the engine 10 to the drive wheels, which involves locking up (completely engaging) the lockup clutch 15.

FIG. 3 is a flowchart of the lockup clutch engagement process according to the embodiment of the present invention. FIG. 4A is a diagram showing a time change of the rotation speed of each part in each phase of the lockup clutch engagement process according to the embodiment of the present invention. FIG. 4B is a diagram showing a time change of torque of each part in each phase of the lockup clutch engagement process according to the embodiment of the present invention. Note that the time axes 1, 2, ... In FIG. 4 indicate control phase 1, 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, or when the speed of the vehicle decreases. The initial state in the lockup clutch engagement process is the pre-control phase in the control phase, and in the pre-control phase, the speed change clutch 20 is in a completely engaged state.

In the pre-control phase, the lockup clutch 15 of the torque converter 12 is disconnected and the speed change clutch 20 is completely engaged. In the phase before the start of control, the equation of motion in 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（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、インプットシャフト回転数ω_ｃが上昇する。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 lockup clutch engagement process will be described by taking as an example a case where the accelerator is stepped on by the driver and the accelerator opening is increased in the phase before the start of control. In the phase before the start of control, when the accelerator opening becomes large, the driver-required engine torque T _ed becomes high and the engine torque T _e becomes high, as shown in FIGS. 4A and 4B. .. As a result, the turbine torque _Tt increases, and the engine speed ω _e and the input shaft speed ω _c increase. In this embodiment, a case where the accelerator opening degree is maintained so that the driver-required engine torque T _ed becomes high and becomes constant at a predetermined value will be described as an example.

The general control unit 81 performs a predetermined rotation in which the lockup clutch 15 of the torque converter 12 is engaged (for example, the engine speed ω _e is higher than the rotation speed at which the damper (not shown) of the torque converter 12 resonates. It is determined whether or not the condition (which is a number) is satisfied (step S11). As a result, when the predetermined condition is not satisfied (step S11: NO), the phase before the start of control remains, so that the overall control unit 81 executes step S11 again.

On the other hand, when a predetermined condition is satisfied (step S11: YES), the control phase shifts from the pre-control phase to the control phase 1, and the overall control unit 81 informs the clutch control unit 83 that the predetermined condition is satisfied. Notice.

Upon receiving the notification that the predetermined condition is satisfied, the clutch control unit 83 puts the speed change clutch 20 in a slip state and starts control so that the allowable torque T _c of the speed change clutch 20 matches the turbine torque T _t (. Step S12).

In the control phase 1, the lockup clutch 15 of the torque converter 12 is in the disconnected state and the speed change clutch 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (1), (2), and (1). It can be represented by 3).

In the control phase 1, the allowable torque T _c is controlled so as to match the turbine torque T _t . Therefore, as shown in FIG. 4 (B), the allowable torque T _c gradually decreases to the turbine torque. It will be closer to T _t .

Then, the clutch control unit 83 determines whether or not the allowable torque _{T c} matches the turbine torque _{T t} (step S13), and if the allowable torque _{T c} is not coincident with the turbine torque _{T t} (step S13: NO ), Since the control phase 1 remains, the clutch control unit 83 executes step S13 again.

On the other hand, when the allowable torque T _c 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 to that effect. ..

When the torque converter control unit 82 receives a notification from the clutch control unit 83 that the allowable torque T _c matches the turbine torque T _t , the torque converter control unit 82 starts locking up the lockup clutch 15, that is, the lockup clutch 15. By turning on a valve (not shown) of the torque converter hydraulic oil adjusting unit 85 so as to fasten the clutch, the control of the hydraulic pressure of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 is started (step S14). .. At this point, the lockup hydraulic control is started. As a result, the torque that can be transmitted by the lockup clutch 15 (lockup clutch allowable torque T _ck ) gradually increases. The lockup clutch allowable torque T _ck 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 can be performed. It is not always changing as shown in FIG. 4B because it is difficult and the response to control is unknown.

Next, the control phase shifts to the control phase 3, and the clutch control unit 83 makes the allowable torque T _c of the speed change clutch 20 match the turbine torque T _t (target clutch torque T _FLU ) at the start of the lockup hydraulic control. In addition, control of the slip state of the speed change clutch 20 is started by adjusting the hydraulic pressure of the hydraulic oil supplied to the speed change clutch 20 by the clutch hydraulic oil adjusting unit 86 (step S15). Here, the target clutch torque T _FLU is lower than the driver required engine torque T _ed . Therefore, since a large change in torque does not occur on the rear stage side of the speed change clutch 20, a large shock does not occur even if the lockup clutch allowable torque T _ck increases, so that the occurrence of a shock can be reduced. Further, since the allowable torque T _c is controlled so as to match the target clutch torque T _FLU , which is a constant value, instead of the turbine torque T _t , which is greatly reduced by the turbine rotation speed ω _t , the speed change clutch 20 It is possible to prevent the torque on the rear stage side from being greatly reduced.

In the control phase 2 and the control phase 3, the lockup clutch 15 of the torque converter 12 is in the slip state and the speed change clutch 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (4) and (5). ), And can be expressed by the equation (3).

次いで、統括制御部８１は、タービン回転数ω_ｔがインプットシャフト回転数ω_ｃよりも高い回転数となったか否かを判定し（ステップＳ１６）、タービン回転数ω_ｔがインプットシャフト回転数ω_ｃよりも高い回転数でない場合（ステップＳ１６：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Ｓ１６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 input shaft rotational speed omega _c (step S16), and the turbine rotational speed omega _t is the input shaft rotational speed omega _c If the rotation speed is not higher than (step S16: NO), the control phase 3 remains, so that the general control unit 81 executes step S16 again.

On the other hand, when the turbine rotation speed ω _t becomes higher than the input shaft rotation speed ω _c (step S16: YES), the control phase shifts to the control phase 4, and the integrated control unit 81 rotates the turbine. The engine control unit 71 is notified that the number ω _t is higher than the input shaft rotation speed ω _c .

The engine control unit 71 to the turbine rotational speed omega _t has received to the effect that a higher rotational speed than the input shaft rotational speed omega _c is controlled to the engine torque T _e is consistent with impeller torque T _i (step S17) .. Impeller torque _{T i can} be estimated by ^{_{T i = C × ω e 2}} . Here, the coefficient C is the pump capacitance coefficient of the torque converter 12, and is a value determined by the design value of the torque converter 12.

At the time of step S17, the clutch control unit 83 continuously executes the control to make the allowable torque T _c of the speed change clutch 20 match the target clutch torque T _FLU . Therefore, since a large torque change does not occur on the rear stage side of the speed change clutch 20, a large shock does not occur even if the lockup clutch allowable torque T _ck increases, and the occurrence of a shock can be reduced. ..

In the control phase 4, the lockup clutch 15 of the torque converter 12 is in the slip state, and the speed change clutch 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (4), (6), and (1). It can be represented by 7).

制御フェーズ４においては、タービントルクＴ_ｔは、徐々に減少していき、タービン回転数ω_ｔがエンジン回転数ω_ｅに近づくように増加する。

In the control phase 4, the turbine torque T _t gradually decreases and increases so that the turbine speed ω _t approaches the engine speed ω _e .

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 S18), and the turbine rotational speed omega _t the same speed as the engine rotation speed omega _e If it is not a number (step S18: NO), the control phase 4 remains, so that the general control unit 81 executes step S18 again.

On the other hand, when the turbine speed ω _t becomes the same speed as the engine speed ω _e (step S18: YES), it is considered that the lockup clutch 15 has been completely engaged, so that the control phase is set to Moving to the control phase 5, the integrated control unit 81 notifies the engine control unit 71 and the clutch control unit 83 that the turbine speed ω _t has become the same speed as the engine speed ω _e .

The engine control unit 71, the engine torque T _e is temporarily reduced from the driver required engine torque T _ed, then, by varying the engine torque T _e to the driver required engine torque T _ed, and the turbine rotational speed omega _t, It is controlled to synchronize with the input shaft rotation speed ω _c . In the present embodiment, the engine control unit 71 controls so as to satisfy the equation (8) (step S19). In addition, ω^・ _ec (in the formula (8), one dot (・) above ω, in the specification, it is expressed as such for convenience) indicates a preset target value of the engine rotation angular velocity. This is a value corresponding to the rate of decrease in the engine speed ω _e shown in FIG. 4 (A). Since the engine torque _Te is temporarily reduced in this way, the turbine rotation speed ω _t and the input shaft rotation speed ω _c can be rapidly synchronized.

また、クラッチ制御部８３は、変速クラッチ２０の許容トルクＴ_ｃを、ドライバ要求エンジントルクＴ_ｅｄと一致させるように上昇させる（ステップＳ１９）。ここで、上記したように、エンジントルクＴ_ｅを一時的に低下させるので、変速クラッチ２０の許容トルクＴ_ｃを、ドライバ要求エンジントルクＴ_ｅｄと一致させるように上昇させる際におけるショックの発生を抑えることができる。

Further, the clutch control unit 83 raises the allowable torque T _c of the speed change clutch 20 so as to match the driver required engine torque T _ed (step S19). Here, as described above, since the engine torque _Te is temporarily lowered, it is possible to suppress the occurrence of a shock when raising the allowable torque T _c of the speed change clutch 20 so as to match the driver required engine torque T _ed. be able to.

In the control phase 5, the lockup clutch 15 of the torque converter 12 is completely engaged and the transmission clutch 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are equations (9) and (7). ) Can be expressed.

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、許容トルクＴ_ｃ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、低下していきインプットシャフト回転数ω_ｃ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 allowable torque T _c gradually increases and coincides with the driver required engine torque T _ed . Further, the engine speed ω _e (same as the turbine speed ω _t ) gradually decreases and gradually approaches the input shaft speed ω _c .

Next, the general control unit 81 determines whether or not the rotation speed difference between the engine speed ω _e and the input shaft speed ω _c is smaller than a predetermined value (step S20), and the engine speed ω _e and the input If the rotation speed difference from the shaft rotation speed ω _c is not smaller than the predetermined value (step S20: NO), the control phase 5 remains, so that the general control unit 81 executes step S20 again. ..

On the other hand, when the rotation speed difference between the engine speed ω _e and the input shaft speed ω _c becomes smaller than a predetermined value (step S20: YES), even if the speed change clutch 20 is completely engaged, when it is engaged. Since it is considered that the shock is relatively small, the control phase shifts to the control phase 6, and the general control unit 81 has a rotation speed difference between the engine speed ω _e and the input shaft speed ω _c smaller than a predetermined value. Notify the clutch control unit 83 of the fact.

Further, the clutch control unit 83 adjusts the hydraulic pressure of the hydraulic oil supplied to the transmission clutch 20 by the clutch hydraulic oil adjustment unit 86, so that the transmission clutch 20 is completely engaged with the allowable torque _Tc of the transmission clutch 20. Make sure that it matches the torque at the time (torque T _MAX at the time of complete fastening) (step S21).

Then, the central control unit 81, the allowable torque _{T c} of the shift clutch 20, it is determined whether or not consistent with the full engagement when the torque _{T MAX} (step S22), and the allowable torque _{T c} of the shift clutch 20, full engagement If the hour torque does not match T _MAX (step S22: NO), the speed change clutch 20 is not completely engaged and remains in the control phase 6, so that the general control unit 81 again performs step S22. Execute.

On the other hand, when the allowable torque T _c of the speed change clutch 20 matches the torque T _MAX at the time of complete engagement (step S22: YES), it means that the speed change clutch 20 is completely engaged, and the torque converter 12 is locked. Since it means that the driving force transmission path from the engine 10 to the driving wheels via the up clutch 15 has been completely established, the general control unit 81 returns the engine control unit 71 to the normal control state. The lockup clutch engagement process is completed.

As described above, according to the control device 2 according to the present embodiment, the integrated control unit 81 determines whether or not the predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied, and the clutch control unit 83 determines whether or not the condition is satisfied. When it is determined that the predetermined condition is satisfied, the speed change clutch 20 is put into a slip state, and the allowable torque T _c that can be transmitted by the speed change clutch 20 is controlled so as to match the turbine torque T _t , and the torque converter control unit 82 However, when the allowable torque T _c matches the turbine torque T _t , the control of the hydraulic oil of the hydraulic oil between the first hydraulic chamber 16 and the second hydraulic chamber 17 is started so as to engage the lockup clutch 15. After the start of hydraulic control by the torque converter control unit 82, the clutch control unit 83 further applies the allowable torque T _c of the speed change clutch 20 until at least a difference occurs between the turbine rotation speed ω _t and the input shaft rotation speed ω _c . Since the slip state of the speed change clutch 20 is controlled so as to match the target clutch torque T _FLU , which is the turbine torque T _t at the start of hydraulic control, the transmission path of the driving force accompanied by the lockup of the lockup clutch is set. At the time of establishment, it is possible to reduce the transmission of a relatively large torque to the rear stage side of the speed change clutch 20, and it is possible to reduce the occurrence of shock.

The present invention is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present invention.

For example, in the above embodiment, the target clutch torque T _FLU is lower than the driver required engine torque T _ed , but the present invention is not limited to this, and the torque is the same as the driver required engine torque T _ed. May be good.

Further, in the above embodiment, the engine 10 has been given as an example as a drive source, but the present invention is not limited to this. For example, 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 1st hydraulic chamber 17 2nd hydraulic chamber 19 Input shaft 20 Shift clutch 30 Transmission mechanism 70 Engine ECU
71 Engine control unit 80 Transmission ECU
81 General control unit 82 Torque converter control unit 83 Clutch control unit 84 Shift control unit 85 Torque converter hydraulic oil adjustment unit 86 Clutch hydraulic oil adjustment unit 87 Shift adjustment unit 92 Engine rotation speed sensor 93 Turbine rotation speed sensor 94 Input shaft rotation speed sensor 95 Vehicle speed sensor 96 Accelerator opening sensor 97 Shift position sensor

Claims (4)

It has a transmission mechanism, an impeller provided between the drive source and the transmission mechanism and connected to the drive source side, and a turbine connected to the transmission mechanism side, and the impeller and the impeller via hydraulic oil. A torque converter having a lockup 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. A transmission control device having a transmission clutch arranged between the converter and the transmission mechanism and capable of controlling the transmission of power between the torque converter and the transmission mechanism.
The lockup clutch is capable of adjusting the fastening force by the differential pressure of the hydraulic oil between the first hydraulic chamber and the second hydraulic chamber provided via the piston that presses the lockup clutch.
A start determining means for determining whether or not a predetermined condition for engaging the lockup clutch of the torque converter is satisfied, and
When the start determination means determines that a predetermined condition is satisfied, the first clutch controls the shift clutch so that the allowable torque that can be transmitted by the shift clutch matches the torque of the turbine, with the shift clutch in a slip state. Control means and
Lock-up clutch control that starts control of hydraulic pressure of hydraulic oil between the first hydraulic chamber and the second hydraulic chamber so as to engage the lock-up clutch when the allowable torque matches the torque of the turbine. Means and
After the start of the control of the hydraulic pressure by the lockup clutch control means, the allowable torque of the speed change clutch is set to the hydraulic pressure until at least a difference occurs between the rotation speed of the turbine and the rotation speed of the input shaft of the transmission mechanism. A second clutch control means that controls the slip state of the speed change clutch so as to match the torque of the turbine at the start of control.
Transmission control device. The control device for a transmission according to claim 1, wherein the torque of the turbine at the start of control of the hydraulic pressure is a torque equal to or less than the torque required by the driver for the drive source. After the start of the control of the hydraulic pressure by the lockup clutch control means, the second clutch control means controls the hydraulic pressure by controlling the allowable torque of the transmission clutch until the lockup clutch is completely engaged. The transmission control device according to claim 1 or 2, wherein the slip state of the speed change clutch is controlled so as to match the torque of the turbine at the start time. After the lockup clutch is completely engaged, the torque of the drive source is temporarily reduced below the driver required torque that the driver is supposed to require for the drive source , and then Claim 1 further includes a drive source control means that changes the torque of the drive source to the required torque of the driver and controls the rotation speed of the turbine to synchronize the rotation speed of the input shaft of the transmission mechanism. The transmission control device according to any one of claims 3.

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