JP6834217B2 - Transmission control device - 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 equipped with a torque converter having a lockup clutch, a transmission equipped with a transmission clutch for controlling 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 is engaged by controlling only the lockup clutch of the torque converter, a shock may occur when the lockup clutch is engaged.

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

Therefore, the present invention can reduce the occurrence of shock when establishing a drive force transmission path from a drive source to a drive wheel via a lockup clutch, and can quickly set the drive force transmission path. The purpose is to provide a technology that can be established.

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 it is possible to transmit power between the impeller and the clutch via fluid, and it also mechanically connects between the drive source side and the clutch to transmit power. A torque converter having a controllable lockup clutch, a clutch device arranged between the torque converter and the transmission mechanism, and a clutch device including two clutches capable of controlling the transmission of power between the torque converter and the transmission mechanism. The lockup clutch is a transmission control device provided with the above, and the lockup clutch applies a fastening force by the differential pressure of hydraulic oil between the first hydraulic chamber and the second hydraulic chamber provided via a piston that presses the lockup clutch. It can be adjusted, and the start determination means for determining whether or not the predetermined condition for connecting the lockup clutch of the torque converter is satisfied, and the clutch when the start determination means determines that the predetermined condition is satisfied. The user-side clutch used to transmit the driving force to the drive wheels of the two clutches of the device is in a slip state, and the allowable torque that can be transmitted by the user-side clutch is controlled to match the torque of the turbine. 1 Clutch control means and lock-up clutch that starts control of hydraulic oil pressure 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. After the control means and the lockup clutch control means start adjusting the hydraulic pressure, the standby side clutch, which is different from the user side clutch of the clutch device, is in a state of lower speed than the user side clutch in the speed change mechanism, and the output shaft of the speed change mechanism. When connected to, the standby clutch is controlled to slip, and the allowable torque is increased so as to compensate for the reduced torque to the output shaft by slipping the standby clutch. A second clutch control means for controlling the clutch is provided.

In the control device of the transmission, the second clutch control means is the sum of the torque via the user side that affects the output shaft via the clutch on the user side and the torque via the standby side that affects the output shaft via the standby side clutch. However, the allowable torque and the slip state of the standby clutch are controlled so as to match the torque transmitted to the output shaft when the allowable torque of the clutch on the user side is the torque of the turbine at the time when the adjustment of the hydraulic pressure is started. You may try to do it.

Further, in the control device of the transmission, the second clutch control means is on the standby side when the rotation speed of the turbine does not exceed the rotation speed of the standby side input shaft of the transmission mechanism connected to the standby side clutch. The control to put the clutch in the slip state may be continued.

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 requested by the driver. Further, a drive source control means for controlling the rotation speed of the turbine and the rotation speed of the utilization side input shaft of the transmission mechanism connected to the utilization side clutch by changing the torque to be synchronized may be provided.

Further, in the control device of the transmission, after the lockup clutch is completely engaged, the allowable torque of the transmission clutch is temporarily increased, and then the allowable torque of the user side clutch is changed to the driver required torque. Further, a synchronization control means for controlling the rotation speed of the turbine and the rotation speed of the utilization side input shaft of the transmission mechanism connected to the utilization side clutch may be further provided.

According to the present invention, when establishing a drive force transmission path from a drive source to a drive wheel via a lockup clutch, the occurrence of a shock can be reduced and the drive force transmission path can be quickly set. Can be established.

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. It is a flowchart of the lock-up clutch engagement process which concerns on the modification of this invention. FIG. 6A 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 modified example of the present invention. FIG. 6B is a diagram showing a time change of torque of each part in each phase of the lockup clutch engagement process according to the modified example 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 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 device 20 having a first clutch 21 and a second clutch 22, a speed change mechanism 30, a control device 2, a torque converter hydraulic oil adjusting unit 85, and the like. The hydraulic oil adjusting unit 86 for the clutch, the speed change adjusting unit 87, the engine rotation speed sensor 92, the turbine rotation speed sensor 93, the first input shaft rotation speed sensor 94, the second input shaft rotation speed sensor 95, and the vehicle speed. It includes a sensor 96 (also referred to as an output rotation speed sensor), an accelerator opening sensor 97, and a shift position sensor 98. The control device 2 includes an engine electronic control device (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, to explain the symbols, T represents torque, ω represents the number of revolutions, I represents the moment of inertia, and i ₁ represents the clutch (utilization) used for transmitting the driving force of the transmission mechanism. Represents the gear ratio of the gear ratio connected to the side clutch), and i ₂ is the gear ratio connected to a clutch (standby side clutch) different from the clutch used for transmitting the driving force of the transmission mechanism. Represents the gear ratio of. On the other hand, to explain the subscripts attached to the symbols, e represents the engine, lck represents the lockup clutch, i represents the impeller, t represents the shaft of the turbine, and c1 represents the user side of the transmission mechanism. C2 represents the clutch, c2 represents the standby side clutch of the speed change mechanism, o represents the output shaft of the speed change mechanism, and l represents the load on the drive wheel side.

Returning to the description of FIG. 1, the torque converter 12 is arranged so as to face the impeller 13 connected to the output shaft 11 of the engine 10 and the impeller 13, and is connected to the input shaft 19 of the speed change clutch device 20. And a lockup clutch 15 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 oil of the hydraulic oil supplied from the torque converter hydraulic oil adjusting unit 85 to the first hydraulic chamber 16 and the hydraulic oil 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 transmitted to is called a completely engaged state, and the torque from the output shaft 11 is transmitted through the lockup clutch 15 while the lockup clutch 15 and the member on the output shaft 11 side come into contact with each other and rotate at different rotation speeds. 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 first clutch 21 of the speed change clutch device 20 is, for example, a wet multi-plate clutch that integrally rotates 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. The first clutch drum 24, the plurality of first clutch plates 25, the first space 21A around the plurality of first clutch plates 25, the first piston 26 for pressing the first clutch plate 25, and the first. It is equipped with a clutch hydraulic chamber 26A.

In the first clutch 21, when the first piston 26 strokes to the output side (to the right in FIG. 1) due to the pressure (hydraulic pressure) of the hydraulic oil supplied to the first clutch hydraulic chamber 26A, the first clutch plate 25 moves. It is pressure-welded and becomes a connected state in which torque is transmitted. On the other hand, when the hydraulic pressure of the first clutch hydraulic chamber 26A is released, the first piston 26 is stroke-moved to the input side (to the left in FIG. 1) by the urging force of a spring (not shown), and the first clutch 21 is powered. It is in a disconnected state that blocks transmission. The fastening force of the first clutch 21 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which the clutch hub 23 and the first clutch drum 24 rotate at the same rotation and the torque is transmitted through the first clutch plate 25 is defined as the completely engaged state of the first clutch 21. The state in which the clutch hub 23 and the first clutch drum 24 rotate at different rotation speeds and torque is transmitted through the first clutch plate 25 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 referred to as a disengaged state of the first clutch 21. Hydraulic oil is supplied to the first space 21A by the clutch hydraulic oil adjusting unit 86 in order to discharge frictional heat or the like generated in the first clutch plate 25. In the present embodiment, the volume of the first clutch hydraulic chamber 26A to which 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 for adjusting the fastening force of the first clutch 21 is smaller than the amount of hydraulic oil required for adjusting the fastening force of the lockup clutch 15. The fastening force of one clutch 21 can be controlled faster and more accurately than the fastening 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 that integrally rotates 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. The second clutch drum 27, the plurality of second clutch plates 28, the second space 22A around the plurality of second clutch plates 28, the second piston 29 for pressing the second clutch plate 28, and the second. It is equipped with a clutch hydraulic chamber 29A.

In the second clutch 22, when the second piston 29 strokes to the output side (to the right in FIG. 1) due to the pressure (hydraulic pressure) of the hydraulic oil supplied to the second clutch hydraulic chamber 29A, the second clutch plate 28 moves. It is pressure-welded and becomes a connected state in which torque is transmitted. On the other hand, when the hydraulic pressure of the second clutch hydraulic chamber 29A is released, the second piston 29 is stroke-moved to the input side (to the left in FIG. 1) by the urging force of a spring (not shown), and the second clutch 22 is powered. It is in a disconnected state that blocks transmission. The fastening force of the second clutch 22 can be adjusted by the pressure of the hydraulic oil supplied from the clutch hydraulic oil adjusting unit 86. In the following description, the state in which the clutch hub 23 and the second clutch drum 27 rotate at the same rotation and the torque is transmitted through the second clutch plate 28 is defined as the completely engaged state of the second clutch 22. The state in which the clutch hub 23 and the second clutch drum 27 rotate at different rotation speeds and torque is transmitted through the second clutch plate 28 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 referred to as a disengaged state of the second clutch 22. Hydraulic oil is supplied to the second space 22A by the clutch hydraulic oil adjusting unit 86 in order to discharge frictional heat or 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 for engaging the second clutch 22 is larger than the volumes of the first hydraulic chamber 16 and the second hydraulic chamber 17 of the lockup clutch 15. Since it is small and the amount of hydraulic oil required for adjusting the fastening force of the second clutch 22 is smaller than the amount of hydraulic oil required for adjusting the fastening force of the torque converter 12, the first The fastening force of the two clutches 22 can be controlled faster and more accurately than the fastening force of the lockup clutch 15.

The transmission 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 these shafts 31 to 33. There is. The first input shaft 31 is inserted into a hollow shaft that penetrates the second input shaft 32 in the axial direction so as to be relatively rotatable. A propeller shaft (vehicle drive system) connected to a drive wheel of a vehicle (not shown) is connected to the output end of the output shaft 33 via a differential device or the like.

The 1st speed input gear 41, the 3rd speed input gear 43, and the 5th speed input gear 45 are fixed to the first input shaft 31 in order from the input side. The second input shaft 32 is fixed with a second speed input gear 42, a fourth speed input gear 44, and a sixth speed input gear 46 in order from the input side. An output main gear 59 is fixed to the output shaft 33.

From the input side, the first sub-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. A 5-speed main gear 55 that constantly engages with teeth, an output main gear 59, and a first output sub gear 57 that constantly engages with teeth are provided. The 1st-speed main gear 51, the 3rd-speed main gear 53, and the 5-speed main gear 55 are provided so as to be relatively rotatable on the first sub-shaft 34, and the first output sub-gear 57 can be integrally rotated on the first sub-shaft 34. It is provided in.

From the input side, the second sub-shaft 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. A 6-speed main gear 56 that constantly engages with teeth, an output main gear 59, and a second output sub gear 58 that constantly engages with teeth are provided. The 2nd speed main gear 52, the 4th speed main gear 54, and the 6th speed main gear 56 are provided so as to be relatively rotatable on the 2nd auxiliary shaft 35, and the 2nd output auxiliary gear 58 can be integrally rotated on the 2nd auxiliary shaft 35. It is provided in.

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

The first synchronization mechanism 61 can bring the first sub-shaft 34 and the first-speed main gear 51 into an engaged state (gear-in). When the first sub-shaft 34 and the first-speed main gear 51 are engaged with each other, when the driving force of the engine 10 is transmitted to the first sub-shaft 34 (when the first clutch 21 is in contact), the output is output. The shaft 33 rotates at the equivalent of the first gear.

The second synchronization mechanism 62 can engage the second sub-shaft 35 and the second-speed main gear 52, and engages the second sub-shaft 35 and the fourth-speed main gear 54. Can be done. When the second sub-shaft 35 and the second-speed main gear 52 are engaged, when the driving force of the engine 10 is transmitted to the second sub-shaft 35 (when the second clutch 22 is in contact), the output is output. The gear shaft 33 rotates at the equivalent of the second speed, and when the second sub-shaft 35 and the fourth-speed main gear 54 are engaged with each other, the driving force of the engine 10 is transmitted to the second sub-shaft 35. The output shaft 33 rotates at the equivalent of 4th gear.

The third synchronization mechanism 63 can engage the first sub-shaft 34 and the third-speed main gear 53, and engages the first sub-shaft 34 and the fifth-speed main gear 55. Can be done. When the first sub-shaft 34 and the third-speed main gear 53 are engaged, the output shaft 33 rotates at the equivalent of the third speed when the driving force of the engine 10 is transmitted to the first sub-shaft 34. When the first sub-shaft 34 and the fifth-speed main gear 55 are engaged with each other, the output shaft 33 rotates at the equivalent of the fifth speed when the driving force of the engine 10 is transmitted to the first sub-shaft 34. To do.

The fourth synchronization mechanism 64 can engage the second sub-shaft 35 and the sixth-speed main gear 56. When the second sub-shaft 35 and the 6-speed main gear 56 are engaged with each other, the output shaft 33 rotates at the 6-speed equivalent when the driving force of the engine 10 is transmitted to the second sub-shaft 35. ..
The operations of the first to fourth synchro mechanisms 61 to 64 are controlled by the speed change control unit 84 described later, and correspond to the accelerator opening detected by the accelerator opening sensor 97, the speed detected by the vehicle speed sensor 96, and the like. Then, the sub-shafts (first sub-shaft 34, second sub-shaft 35) and the transmission main gears (51 to 56) are selectively switched to the engaged state (gear-in) or the non-engaged state (neutral state). It has become. The number of gears (number of gears (41-46) and main gears (51-56)), the number of synchronization mechanisms (61-64), the arrangement pattern, etc. are limited to the illustrated examples. However, it is possible to make appropriate changes without departing from the gist of the present invention.

In the transmission mechanism 30, the first system that transmits the driving force from the first input shaft 31 that can be connected to the output shaft 11 of the engine 10 via the first clutch 21 to the output shaft 33 via the first sub-shaft 34. There is 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 sub-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 the even-numbered stages (2nd speed, 4th speed, 6th speed) is transmitted.

In the transmission 1, when shifting between the odd and even gears, the state in which the transmission of the driving force by the system currently transmitting the driving force is maintained, that is, the clutch that transmits the system (utilization) With the side clutch) in contact, in the other system, the transmission gear of the transmission destination is engaged with the sub-shaft of that system. In the other system, if the transmission gear of the transmission destination is already engaged with the auxiliary shaft, this operation is not performed. Next, the clutch for transmitting the driving force is switched by disengaging the clutch on the user side and engaging the clutch for transmitting the other system (the clutch on the standby side).

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 fastening force of the shifting clutch device 20 in accordance with the control instruction of the transmission ECU 80, so that the first clutch hydraulic chamber 26A and / or the second clutch hydraulic chamber 29A of the shifting clutch device 20 Adjust the pressure of the hydraulic oil supplied to.

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. Specifically, the shift adjustment unit 87 operates the first to fourth synchro mechanisms 61 to 64 to operate the sub-shafts (first sub-shaft 34, second sub-shaft 35) and the shift main gear (51 to 56). ) Is released (gear out), and the sub-shafts (first sub-shaft 34, second sub-shaft 35) and the transmission main gear (51-56) are engaged (gear-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 rotation 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 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 shifting. , 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, 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 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 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. Further, the engine control unit 71 temporarily reduces the torque of the engine 10 (engine torque The) 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.} By _{changing the engine torque Te} to the driver required engine torque T _ed , the turbine speed ω _t and the speed of the input shaft (user input shaft) connected to the user clutch (user input shaft speed) ω _It is controlled to synchronize with c1.

The transmission ECU 80 mainly performs various controls of the torque converter 12, the transmission clutch device 20, and the transmission mechanism 30, 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 (93 to 96, 98) 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 usage-side clutch allowable torque T _c1 is received notification when matching the turbine torque T _t (indicating that the usage-side clutch allowable torque T _c1 from the clutch control unit 83 matches the turbine torque T _t ), By turning on a valve (not shown) of the torque converter hydraulic oil adjusting unit 85 so as to engage the lockup clutch 15, the hydraulic oil pressure of the first hydraulic chamber 16 and the second hydraulic chamber 17 is controlled. To start. Here, when the torque converter hydraulic oil adjusting unit 85 starts controlling the hydraulic oil pressure 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 is notified by the general 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 moves to the drive wheels of the two clutches of the speed change clutch device 20. The clutch (utility side clutch) used for transmitting the driving force is set to a slip state, and the allowable torque (utilization side clutch allowable torque) T _{c1 of the} utilization side clutch is controlled to match the turbine torque T _t. Here, regarding the allowable torque T _c1 of the clutch on the user side, the hydraulic oil adjusting unit 86 for the clutch in the clutch (first clutch 21 or second clutch 22) on the user side of the speed change clutch device 20, which has been experimentally grasped in advance. Information that can identify the hydraulic oil hydraulic pressure supplied from the clutch hydraulic oil adjusting unit 86 based on the relationship between the hydraulic oil hydraulic pressure supplied by the clutch and the clutch allowable torque T _{c1 on the user side (hydraulic oil hydraulic pressure).} It can be specified from itself or the amount of current that controls the valve that adjusts the operating hydraulic pressure). The turbine torque T _{t is determined by the torque ratio tr corresponding to the speed ratio between the engine speed ω e} and the turbine 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, when the usage-side clutch allowable torque T _c1 is determined whether matches the turbine torque T _t, the usage-side clutch allowable torque T _c1 matches the turbine torque T _t is the fact Is notified to the torque converter control unit 82.

Further, when the clutch control unit 83 is connected to the output shaft 33 of the transmission mechanism 30 in a state where the standby side clutch is at a lower speed than the user side clutch after the start of lockup hydraulic control (the standby side clutch is at a lower speed stage). In the case of a side clutch), the standby side clutch is put into a slip state, and the user side clutch allowable torque T _c1 is increased to compensate for the reduced torque to the output shaft 33 by putting the standby side clutch in the slip state. The clutch hydraulic oil adjusting unit 86 adjusts the hydraulic pressure of the hydraulic oil supplied to the first clutch 21 and the second clutch 22 of the speed change clutch device 20.

In the present embodiment, the clutch control unit 83 prevents the torque value of the output shaft 33 from changing in order to give the driver the same feeling as when the driver is not controlled even if the above control is performed. .. In the present embodiment, the clutch control unit 83 satisfies the equation (1), that is, the torque of the output shaft 33 (torque via the standby side) via the standby side clutch and the output via the user side clutch. _{When the total of the torque of the shaft 33 (torque via the standby side) is the turbine torque T t} (target clutch torque T _FLU ) at the start of lockup hydraulic control when only the user side clutch is connected and the torque of the user side clutch is Control is performed so as to match the torque of the output shaft 33 in. Specifically, the clutch control unit 83 controls the standby side clutch allowable torque T _c2 as shown in the equation (2), and controls the user side clutch allowable torque T _c1 as shown in the equation (3). Here, T _c2c is a torque (standby side clutch indicated torque) preset as the standby side clutch allowable torque, and in the present embodiment, T _c2c acts in a direction of reducing the torque to the output shaft 33. It is the torque (torque that acts in the opposite direction to the _{allowable clutch torque T c1 on the user side).}

また、クラッチ制御部８３は、タービン回転数ω_ｔが低速段側クラッチである待機側クラッチのインプットシャフト（待機側インプットシャフト）の回転数（待機側インプットシャフト回転数）ω_ｃ２を超えた場合には、待機側クラッチ許容トルクＴ_ｃ２をゼロにし、利用側クラッチ許容トルクＴ_ｃ１を、ロックアップ油圧制御開始時のタービントルクＴ_ｔ（目標クラッチトルクＴ_ＦＬＵ）と一致させるように、クラッチ用作動油調整部８６により変速クラッチ装置２０に供給する作動油の油圧を調整することにより、変速クラッチ装置２０の利用側クラッチのスリップ状態を制御する。なお、本実施形態では、ロックアップ油圧制御開始時のタービントルクＴ_ｔである目標クラッチトルクＴ_ＦＬＵは、ドライバ要求エンジントルクＴ_ｅｄよりも低いトルクとなっている。

Further, in the clutch control unit 83, when the turbine rotation speed ω _{t exceeds the rotation speed (standby side input shaft rotation speed) ω c2} of the input shaft (standby side input shaft) of the standby side clutch which is the low speed stage side clutch. Is the clutch hydraulic oil so that the standby side clutch allowable torque T _{c2 is set} to zero and the user side clutch allowable torque T _c1 is matched with _{the turbine torque T t} (target clutch torque T _FLU ) at the start of lockup hydraulic control. By adjusting the hydraulic pressure of the hydraulic oil supplied to the speed change clutch device 20 by the adjusting unit 86, the slip state of the clutch on the utilization side of the speed change clutch device 20 is controlled. 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.

When the clutch control unit 83 receives a clutch switching instruction from the shift control unit 84, the clutch hydraulic oil adjusting unit 86 supplies the clutch control unit 83 to the first clutch 21 and the second clutch 22 of the shift clutch device 20. By adjusting the hydraulic pressure of the hydraulic oil, the clutch on the utilization side and the clutch on the standby side are switched between the first clutch 21 and the second clutch 22. Other processes executed by the clutch control unit 83 will be described later.

The shift control unit 84 determines whether shift is necessary based on information such as a designated position of the operation lever transmitted from the shift position sensor 98, an accelerator opening degree (acquired from the engine ECU 70), and a vehicle speed from the vehicle speed sensor 96. judge. Further, when shifting is required, the shifting control unit 84 shifts only by switching the clutch between the first clutch 21 and the second clutch 22, or shift gear (in this embodiment, the shift main gear (in this embodiment,). It is determined whether the shift is accompanied by a change (gear shift) of 51 to 56)). Regarding whether or not the shift involves changing the transmission gear, the transmission main gear engaged with the first sub-shaft 34 and the second sub-shaft 35 are engaged from the state of the first to fourth synchro mechanisms 61 to 64. It is possible to grasp the shifting main gear and whether or not the shifting main gear of the shifting destination is already engaged with the corresponding sub-shaft (34 or 35).

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.

Further, in the case of a shift involving a change of the shift gear, the shift control unit 84 changes the shift gear to the shift adjustment unit 87 (gear out from the current shift main gear and gear in to the change destination shift main gear). A control instruction for switching the clutch is output, and if it is necessary to switch the clutch, the clutch control unit 83 is instructed to switch the clutch.

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, .... Further, in FIG. 4B, the standby side clutch allowable torque T _c2 is shown so that the positive direction is opposite to that of the user side clutch allowable torque T _c1 , that is, the negative value becomes larger toward the upper side. ing.

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, one clutch (utility side clutch) of the speed change clutch device 20 is in a completely engaged state. , The other clutch (standby clutch) is in the disengaged state. It is assumed that the standby side clutch is connected to a lower speed stage than the user side clutch.

In the phase before the start of control, the lockup clutch 15 of the torque converter 12 is in a disengaged state, and the speed change clutch device 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 (4), (5), and (6).

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、利用側インプットシャフト回転数ω_ｃ１及び待機側インプットシャフトω_ｃ２が上昇する。本実施形態では、待機側クラッチは、利用側クラッチよりも低速段に接続されているので、利用側インプットシャフト回転数ω_ｃ１よりも待機側インプットシャフト回転数ω_ｃ２の方が高くなっている。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 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 , the user-side input shaft speed ω _c1 and the standby-side input shaft ω _c2 increase. In the present embodiment, since the standby side clutch is connected to a lower speed stage than the user side clutch, the standby side input shaft rotation speed ω _c2 is higher _{than the user side input shaft rotation speed ω c1.} 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 determines whether or not a predetermined condition for engaging the lockup clutch 15 of the torque converter 12 is satisfied when the engine speed ω _e is a damper (not shown) of the lockup clutch 15 when the lockup clutch 15 is locked up. It is determined whether or not the number of rotations exceeds a predetermined number at which resonance does not occur (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 user side clutch (either the first clutch 21 or the second clutch 22) of the speed change clutch device 20 into a slip state, and sets the user side of the speed change clutch device 20. Control is started so that the allowable clutch torque T _c1 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 disengaged state, and the clutch on the user side of the transmission clutch device 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (4) and (1). 5) can be expressed by the equation (6).

In the control phase 1, the allowable clutch torque T _c1 on the user side is controlled to match the turbine torque T _t . Therefore, as shown in FIG. 4B, the allowable clutch torque T _c1 on the user side gradually increases. It will decrease to and approach the _{turbine torque Tt.}

Then, the clutch control unit 83 determines whether the usage-side clutch allowable torque T _c1 matches the turbine torque T _t (step S13), and the utilization-side clutch allowable torque T _c1 does not match the turbine torque T _t In the case (step S13: NO), the control phase 1 remains, so that the clutch control unit 83 executes step S13 again.

On the other hand, when the allowable clutch torque T _c1 on the user side 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. Notify to.

When the torque converter control unit 82 receives a notification from the clutch control unit 83 that the allowable clutch torque T _c1 on the user side matches the turbine torque T _t , the torque converter control unit 82 starts locking up the lockup clutch 15, that is, locks. By turning on a valve (not shown) of the torque converter hydraulic oil adjusting unit 85 so as to engage the up clutch 15, control of the hydraulic oil pressure 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, and the turbine torque _Tt at this point becomes the target clutch torque _{TFL U.} The target clutch torque T _FLU is lower than the driver-required engine torque T _ed. 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 permissible 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 controls so that the torque value of the output shaft 33 does not change according to the equation (1). Specifically, the clutch control unit 83 enters a standby side clutch instruction torque T _c2c as shown in equation (2) the permissible torque (standby clutch allowable torque) T _c2 of another stand-side clutch and the user side clutch By controlling the clutch allowable torque T _c1 on the user side as shown in the equation (3), the slip state between the clutch on the user side and the clutch on the standby side is controlled (step S15). By such control, the fluctuation of the torque of the output shaft 33 is suppressed, and the occurrence of shock in the vehicle is 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 transmission clutch device 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (7) and (1). 8) can be expressed by the equation (6).

次いで、統括制御部８１は、タービン回転数ω_ｔが利用側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Ｓ１６）、タービン回転数ω_ｔが利用側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 determines whether the turbine rotational speed omega _t becomes higher rotational speed than the use-side input shaft rotational speed omega _c1 (step S16), and the turbine rotational speed omega _t is the use-side input shaft If the rotation speed is not higher than the rotation speed ω _c1 (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 utilization side input shaft rotation speed ω _c1 (step S16: YES), the control phase shifts to the control phase 4, and the integrated control unit 81 moves to the control phase 4. Notify the engine control unit 71 that the turbine speed ω _t is higher than the user-side input shaft speed ω _c1.

The engine control unit 71 to the turbine rotational speed omega _t has received to the effect that a higher rotational speed than the use-side input shaft rotational speed omega _c1 controls so as 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 of the torque converter 12.

At the time of step S17, the clutch control unit 83 continuously executes control to control the slip state between the user side clutch and the standby side clutch so that the torque value of the output shaft 33 does not change. doing. Therefore, even if the lockup clutch allowable torque T _ck increases, the torque of the output shaft 33 does not change, and the occurrence of shock can be reduced. Further, since the standby side clutch having a high rotation speed is in the slip state, the turbine rotation speed ω _t is increased relatively quickly due to the influence of the rotation of the standby side clutch.

Then, the central control unit 81, turbine speed omega _t is determined whether exceeds the stand-by side input shaft rotational speed omega _c2 (step S18), and the turbine rotational speed omega _t is a standby side input shaft rotational speed omega _c2 If it does not exceed (step S18: NO), the general control unit 81 executes step S18 again. In this case, the clutch control unit 83 controls the slip state between the user side clutch and the standby side clutch, and continues the control to prevent the torque value of the output shaft 33 from changing.

On the other hand, when the turbine rotation speed ω _t exceeds the standby side input shaft rotation speed ω _{c2 (step S18: YES), the increase in the turbine rotation speed ω t} cannot be promoted by the rotation speed of the standby side clutch. , The clutch control unit 83 sets the standby side clutch allowable torque T _c2 to zero, and makes the user side clutch allowable torque T _c1 match _{the turbine torque T t} (target clutch torque T _FLU ) at the start of lockup hydraulic control. By adjusting the hydraulic pressure of the hydraulic oil supplied to the speed change clutch device 20 by the clutch hydraulic oil adjusting unit 86, the slip state of the clutch on the utilization side of the speed change clutch device 20 is controlled (step S19). At this time, the turbine torque T _t gradually decreases and increases so that the turbine speed ω _t approaches the engine speed ω _e.

At the time of step S19 of the control phase 4, the lockup clutch 15 of the torque converter 12 is in the slip state and the transmission clutch device 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are given by equations (7) and (7). (9) can be expressed by the equation (10).

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 a number (step S20: NO), the control phase 4 remains, so the general control unit 81 executes step S20 again.

On the other hand, when the turbine speed ω _t becomes the same speed as the engine speed ω _e (step S20: 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 (11) (step S21). In addition, ω^・ _ec (in the formula (11), one dot (・) above ω, in the specification, it is expressed in this way 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 user-side input shaft rotation speed ω _c1 can be quickly synchronized.

また、クラッチ制御部８３は、利用側クラッチ許容トルクＴ_ｃ1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Ｓ２１）。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、利用側クラッチ許容トルクＴ_ｃ1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 clutch torque T c1} on the user side so as to match the driver required engine torque T _{ed (step S21).} Here, as described above, since the engine torque _Te is temporarily lowered, it is necessary to suppress the occurrence of a shock when raising the _{clutch allowable torque T c1} on the user side so as to match the driver required engine torque T _ed. Can be done.

In the control phase 5, the lockup clutch 15 of the torque converter 12 is completely engaged and the transmission clutch device 20 is in the slip state. Therefore, the equations of motion in the transmission 1 are the equations (12) and (1). It can be represented by 10).

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、利用側クラッチ許容トルクＴ_ｃ1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、利用側インプットシャフト回転数ω_ｃ1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 clutch torque T _c1 on the user side 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 user-side input shaft speed ω _c1.

Next, the general control unit 81 _{determines whether or not the rotation speed difference between the engine speed ω e} and the user-side input shaft speed ω _c1 is smaller than a predetermined value (step S22), and the engine speed ω _e When the difference between the rotation speed of the input shaft on the user side _{and the rotation speed of the input shaft ω c1} is not smaller than the predetermined value (step S22: NO), the control phase 5 remains, so that the general control unit 81 moves to step S22. Is executed again.

On the other hand, _{when the rotation speed difference between the engine speed ω e} and the user side input shaft speed ω _c1 becomes smaller than the predetermined value (step S22: YES), the clutch is engaged even if the user side clutch is completely engaged. Since it is considered that the shock at the time of clutching is relatively small, the control phase shifts to the control phase 6, and the general control unit 81 determines the rotation speed difference between _{the engine speed ω e} and the user-side input shaft speed ω _c1. 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 oil of the hydraulic oil supplied to the user side clutch of the speed change clutch device 20 by the clutch hydraulic oil adjusting unit 86 to obtain the user side clutch allowable torque T _{c1. The device 20 is adjusted} to match the torque when the device 20 is completely fastened (torque T MAX when fully fastened) (step S23).

Then, the central control unit 81, the utilization-side clutch allowable torque T _c1, it is determined whether or not consistent with the full engagement when the torque T _MAX (step S24), and the utilization-side clutch allowable torque T _c1, completely engaged during torque If you do not match the T _MAX: the (step S24 nO), the usage-side clutch is not fully engaged, the remains of the control phase 6, the central control unit 81 executes step S24 again ..

On the other hand, when the allowable torque T _{c1 of the clutch on the user side matches the torque T MAX} at the time of complete engagement (step S24: YES), it means that the clutch on the user side is completely engaged, and the torque converter 12 is locked up. Since it means that the driving force transmission path from the engine 10 to the driving wheels via the clutch 15 has been completely established, the general control unit 81 returns the engine control unit 71 to the normal control state and locks it. The up-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 condition for connecting the lockup clutch 15 is satisfied, and if the condition is satisfied, the clutch control unit 83 causes the clutch control unit 83. When the user-side clutch used for driving force transmission is in a slip state, the user-side clutch allowable torque T _c1 is controlled so as to match the torque of the turbine 14, and when they match, the torcon control unit 82 locks up the clutch 15. After starting the hydraulic control, the clutch control unit 83 puts the standby side clutch in the lower speed stage than the user side clutch into a slip state and reduces the torque to the output shaft 33. _{Since the control to increase the allowable clutch torque T c1} on the user side is performed so as to compensate for the above, the occurrence of shock is reduced by reducing the fluctuation of the torque of the output shaft 33 when the lockup clutch 15 is connected. In addition, the turbine speed ω _t and the engine speed ω _e can be matched at an early stage to engage the lockup clutch 15 at an early stage, and the driving force transmission path accompanied by the lockup of the lockup clutch 15 can be engaged. Can be established at an early stage.

Next, the transmission 1 according to the modified example will be described. The same parts as those of the transmission according to the above-described embodiment are designated by the same reference numerals, and the differences will be mainly described.

The clutch control unit 83 of the transmission 1 according to the modified example is an example of the synchronous control means, and after the lockup clutch 15 is completely engaged, the clutch hydraulic oil adjusting unit 86 attaches to the speed change clutch device 20. By adjusting the hydraulic pressure of the hydraulic oil to be supplied, the allowable clutch torque T _c1 on the user side of the speed change clutch device 20 is temporarily increased, and then the allowable clutch torque T _c1 on the user side is changed to the driver required engine torque T _ed. Therefore, the clutch speed ω _t and the user-side input shaft speed ω _c are controlled to be synchronized.

Next, the lockup clutch engagement process in the transmission 1 according to the modified example will be described.

FIG. 5 is a flowchart of the lockup clutch engagement process according to the modified example of the present invention. FIG. 6A 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 modified example of the present invention. FIG. 6B is a diagram showing a time change of torque of each part in each phase of the lockup clutch engagement process according to the modified example of the present invention. Note that the time axes 1, 2, ... In FIG. 6 indicate control phase 1, control phase 2, ....

In step S18, when the turbine speed ω _t becomes the same speed as the engine speed ω _e (step S20: YES), it is considered that the lockup clutch 15 has been completely engaged, so that the control phase Moves to the control phase 5, and the integrated control unit 81 notifies the clutch control unit 83 that _{the turbine speed ω t} has become the same speed as the engine speed ω _e. Here, since the integrated 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.

_{The clutch control unit 83 temporarily increases the allowable clutch torque T c1} on the user side of the speed change clutch device 20, and then changes the allowable clutch torque T _c1 on the user side to the driver required engine torque T _ed to change the turbine rotation speed ω. _It is controlled so that t and the input shaft rotation speed ω _{c1 on the user side are synchronized.} In the present embodiment, the clutch control unit 83 controls so as to satisfy the equation (13) (step S25).

なお、ω^・ _ｅｃ（式（１３）では、ωの上に１つのドット（・）、明細書では便宜的にこの様に表記する）は、予め設定されたエンジン回転角速度の目標値を示しており、図６（Ａ）に示すエンジン回転数ω_ｅの低下速度に相当する値となっている。このように、利用側クラッチ許容トルクＴ_ｃ1を一時的に増加させるので、タービン回転数ω_ｔと、利用側インプットシャフト回転数ω_ｃ1とを迅速に同期させることができる。ここで、タービン回転数ω_ｔと、利用側インプットシャフト回転数ω_ｃ1とを同期するためには、上記実施形態のように、エンジン１０のトルクを制御することも考えられるが、本変形例では、エンジン１０のトルク制御よりも応答遅れが少ない変速クラッチ装置２０の利用側クラッチ許容トルクＴ_ｃ1を制御するようにしているので、タービン回転数ω_ｔと、利用側インプットシャフト回転数ω_ｃ1とをより早期に同期させることができるとともに、その際におけるショックの発生を効果的に低減することができる。

In addition, ω^・ _ec (in the formula (13), 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 decrease speed of the _{engine speed ω e} shown in FIG. 6 (A). In this way, since the allowable clutch torque T _c1 on the user side is temporarily increased, the turbine rotation speed ω _t and the input shaft rotation speed ω _c1 on the user side can be rapidly synchronized. Here, in order to synchronize the turbine rotation speed ω _t with the user-side input shaft rotation speed ω _c1 , it is conceivable to control the torque of the engine 10 as in the above embodiment, but in this modification, _{Since the allowable torque T c1} of the clutch on the user side of the speed change clutch device 20 with less response delay than the torque control of the engine 10 is controlled, the turbine rotation speed ω _t and the input shaft rotation speed ω _c1 on the user side are controlled. The synchronization can be performed earlier, and the occurrence of shock at that time can be effectively reduced.

As described above, according to the control device 2 according to the modified example, the clutch control unit 83 _{sets the user-side clutch allowable torque T c1 of the speed change clutch device 20 after the lockup clutch 15 is completely engaged.} Temporarily increase it, and then _{change the allowable clutch torque T c1} on the user side to the engine torque T _ed required by the driver to synchronize the turbine rotation speed ω _{t with the input shaft rotation speed ω c1} on the user side of the transmission mechanism 30. Therefore, it is possible to quickly establish the transmission path of the driving force accompanied by the lockup of the lockup clutch 15.

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, it has been described that the standby side clutch is connected to a lower speed stage than the user side clutch in the phase before the control start of the lockup clutch engagement process, but the present invention is not limited to this. The standby side clutch may be connected to the high speed stage in the phase before the start of control. In this case, the shift control unit 84 controls the shift adjustment unit 87 by the execution of the control phase 2, so that the standby side is on the standby side. The clutch may be connected to the low speed stage.

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 Speed change clutch device 21 1st clutch 21A 1st space 22 2nd clutch 22A 2nd space 26,29 Piston 26A 1st clutch hydraulic chamber 29A 2nd clutch hydraulic chamber 30 Speed change mechanism 31 1st input shaft 32 2nd input shaft 33 Output shaft 34 1st auxiliary shaft 35 2nd auxiliary 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 5-speed main gear 56 6-speed main gear 61 1st synchronization mechanism 62 2nd synchronization mechanism 63 3rd synchronization mechanism 64 4th synchronization mechanism 70 Engine ECU
71 Engine control unit 80 Transmission ECU
81 General control unit 82 Torcon control unit 83 Clutch control unit 84 Shift control unit 85 Torcon 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 First input shaft rotation Number sensor 95 2nd input shaft rotation speed sensor 96 Vehicle speed sensor 97 Accelerator opening sensor 98 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 and the above via a fluid. A torque converter having a lockup clutch capable of transmitting power to and from a turbine and mechanically connecting the drive source side and the turbine to control power transmission, and the torque converter. A transmission control device comprising a clutch device, which is arranged between the transmission mechanism and the torque converter and includes two clutches 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 connecting the lockup clutch of the torque converter is satisfied, and
When it is determined by the start determination means that the predetermined condition is satisfied, the utilization side clutch used for transmitting the driving force to the drive wheels in the two clutches of the clutch device is set to the slip state, and the utilization side is set. A first clutch control means that controls the allowable torque that can be transmitted by the clutch so that it matches the torque of the turbine.
Lock-up clutch control that starts control of the hydraulic pressure of the 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 hydraulic control by the lockup clutch control means, the standby side clutch different from the user side clutch of the clutch device is in a state of a lower speed than the user side clutch in the speed change mechanism. When connected to the output shaft, the standby side clutch is controlled to be in a slip state, and the torque to the output shaft reduced by making the standby side clutch slip is compensated. A second clutch control means that controls to increase the allowable torque,
Transmission control device. In the second clutch control means, the sum of the torque via the user side that affects the output shaft via the clutch on the user side and the torque via the standby side that affects the output shaft via the clutch on the standby side is the sum. The allowable torque and the slip of the standby clutch so as to match the torque transmitted to the output shaft when the allowable torque of the user-side clutch is the torque of the turbine at the time when the adjustment of the hydraulic pressure is started. The control device for a transmission according to claim 1, wherein the state is controlled. When the rotation speed of the turbine does not exceed the rotation speed of the standby input shaft of the transmission mechanism connected to the standby clutch, the second clutch control means causes the standby clutch to slip. The control device for a transmission according to claim 1 or 2, wherein the control is continued. 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 changed to the torque required by the driver. Any of claims 1 to 3, further comprising a drive source control means for controlling the rotation speed of the turbine and the rotation speed of the utilization side input shaft of the transmission mechanism connected to the utilization side clutch so as to synchronize with each other. The transmission control device according to paragraph 1.

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