KR100192646B1 - Slip control device of lock-up clutch for a vehicle - Google Patents

Slip control device of lock-up clutch for a vehicle Download PDF

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Publication number
KR100192646B1
KR100192646B1 KR1019960026607A KR19960026607A KR100192646B1 KR 100192646 B1 KR100192646 B1 KR 100192646B1 KR 1019960026607 A KR1019960026607 A KR 1019960026607A KR 19960026607 A KR19960026607 A KR 19960026607A KR 100192646 B1 KR100192646 B1 KR 100192646B1
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KR
South Korea
Prior art keywords
control
slip control
slip
deceleration
value
Prior art date
Application number
KR1019960026607A
Other languages
Korean (ko)
Other versions
KR970011514A (en
Inventor
도루 마츠바라
구니히로 이와츠키
야스히코 히가시야마
Original Assignee
와다 아끼히로
도요다 지도샤 가부시끼가이샤
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Filing date
Publication date
Priority to JP202985 priority Critical
Priority to JP20298595A priority patent/JP3191632B2/en
Priority to JP24255295A priority patent/JP3548299B2/en
Priority to JP95-242552 priority
Application filed by 와다 아끼히로, 도요다 지도샤 가부시끼가이샤 filed Critical 와다 아끼히로
Publication of KR970011514A publication Critical patent/KR970011514A/en
Application granted granted Critical
Publication of KR100192646B1 publication Critical patent/KR100192646B1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/1819Propulsion control with control means using analogue circuits, relays or mechanical links
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/38Inputs being a function of speed of gearing elements
    • F16H2059/385Turbine speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/46Inputs being a function of speed dependent on a comparison between speeds
    • F16H2059/465Detecting slip, e.g. clutch slip ratio
    • F16H2059/467Detecting slip, e.g. clutch slip ratio of torque converter
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0251Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
    • F16H2061/0258Proportional solenoid valve
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • F16H2061/145Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/631Transmission control including fluid drive
    • Y10T477/633Impeller-turbine-type
    • Y10T477/635Impeller-turbine-type with clutch control
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/70Clutch control
    • Y10T477/73Clutch control with fluid drive
    • Y10T477/735Speed responsive control
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/70Clutch control
    • Y10T477/75Condition responsive control
    • Y10T477/753Speed responsive
    • Y10T477/755Slip rate control

Abstract

SUMMARY OF THE INVENTION An object of the present invention is to provide a slip control apparatus for a vehicle lock-up clutch that can more accurately determine whether the transition to deceleration slip control is performed correctly, and that the transition to deceleration slip control can be performed better. In the case that it is determined by the transient state slip amount determining means 200 that the actual slip amount NSLP is larger than the transient state determination reference value KGSLE, the deceleration slip control ending means 202 decelerates the slip control. Since is terminated, it becomes possible to make a relatively strict judgment required in the transient state. When the deceleration slim control is completed as described above, the slip control pressure P SLU is corrected to a high value by the control pressure learning correction means 204. Therefore, in the following deceleration slip control, the actual slip amount ( NSLP) is not increased to the negative side, and the transition to deceleration slip control is performed satisfactorily.

Description

Slip Control Device of Vehicle Direct Clutch

1 is a view showing a power transmission device for a vehicle to which the control device of an embodiment of the present invention is applied.

FIG. 2 is a diagram showing the relationship between a combination of electromagnetic valve operations and a shift stage obtained thereby in an automatic transmission having a torque converter with the lock-up clutch of FIG.

3 is a block diagram for explaining a configuration of a control device provided in the vehicle of FIG.

4 is a diagram showing the relationship between the driving state of the vehicle and the engagement state of the lock-up clutch, which are stored in the electronic control apparatus for shifting in FIG. 3;

FIG. 5 is a view for explaining the configuration of main parts of the hydraulic control circuit in FIG.

6 shows output characteristics of the linear solenoid valve of FIG.

7 is a characteristic of the linear solenoid valve installed in the hydraulic control circuit of FIG. An explanatory diagram showing the relationship between the pressure difference ΔP and the slip control pressure P SLU between the coupling oil chamber and the release oil chamber.

FIG. 8 is a functional block diagram for explaining an essential part of a control function of the electronic control apparatus for shifting apparatus of FIG.

FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control apparatus for shifting of FIG.

FIG. 10 is a diagram for explaining slip control during deceleration driving performed by the control operation of FIG. 9, and a time chart for explaining the case where the deceleration slip control is terminated by an increase in the actual slip amount.

FIG. 11 is a time chart for explaining slip control during deceleration driving performed by the control operation of FIG. 9 after the learning control value is corrected.

12 is a time chart for explaining the case where the engagement short of the lock-up clutch occurs by continuing the deceleration slip control even after the slip amount is increased.

* Explanation of symbols for main parts of the drawings

18: Pump disc wheel 22: Turbine disc wheel

32: lockup clutch 196: slip control means

198: fuel cut off device 200: transient state slip amount determination means

202: deceleration slip control end means 204: control pressure learning correction means

[Purpose of invention]

[Industrial use]

The present invention relates to a slip control apparatus for a vehicle direct clutch.

[Technical field to which the invention belongs and the prior art in that field]

In vehicles equipped with a fluid transmission device with a direct clutch such as a torque converter with a direct clutch or a fluid cuppling with a direct clutch, the rotation loss of the serial clutch is further reduced during acceleration driving. In order to improve the fuel economy of the vehicle, a slip area is formed between the release area of the direct clutch and the engaging area, and the slip amount, that is, the pump disc wheel, is formed so that the direct clutch is semi-coupled in the slip area. It is proposed to perform slip control so as to follow the difference between the rotational speed of) and the rotational speed of the turbine blade to the target slip amount already determined. Also, in a vehicle having a fuel cut-off device that cuts off fuel for the engine in a region where the engine rotation speed is higher than the predetermined fuel cut-off speed during deceleration, the engine speed is increased even during the deceleration run. In order to expand the fuel cutoff range, it is proposed to perform the same slip control as described above.

The slip control at the time of deceleration is executed while the deceleration driving state of the vehicle is determined on the basis of the fact that the throttle valve opening is completely closed by the idle switch, and at the end of the fuel cut-off operation of the fuel cutoff device. Is terminated with As a result, since the engine rotational speed raises only a predetermined target slip amount to a value lower than the turbine blade rotational speed, the period during which the engine rotational speed decreases to a preset fuel cut rotational speed is extended and fuel economy is improved. For example, the apparatus described in Japanese Patent Laid-Open No. 5-149423.

[Technical problem to be achieved]

Incidentally, the slip control at the time of deceleration is executed even when the accelerator pedal is returned during the slip control at the time of acceleration, for example. 12 is a time chart showing changes in slip amount, torque and the like in this case. In the figure, DSLU is a driving duty ratio which is a control output value for adjusting the slip control pressure for controlling the clutch hydraulic pressure, and is calculated according to Equation 1 below. In Equation 1, DFWD is a feedforward value determined based on the throttle valve opening degree, etc., DFB is a feedback control value calculated based on the deviation between the slip slip amount and the target slip amount, and KGD is a characteristic for each machine. Learning control values that are sequentially formed in response to the In Equation 1 below, both the feedforward value DFWD and the learning control value KGD are feedforward components. In the following description, these are collectively referred to as feedforward control values.

In FIG. 12, acceleration slip control is executed until time to. In the slip control at the time of acceleration, the clutch hydraulic pressure is relatively high because the training amount (= engine rotational speed-turbine blade rotational speed) is maintained at a positive predetermined value (e.g., about 50 rpm). At the time to, when the accelerator pedal returns, the acceleration slip control is terminated and the shift to deceleration sleep control is started. At the start of the deceleration slip, the engine speed and the amount of slip slip gradually decrease. At this time, if the feedforward control value is too low, the driving duty ratio DSLU becomes low. Therefore, since the actual training amount is less than 0 and increases again to the negative side, the fuel is shut off at time t 1 . When this starts, the actual amount of practice is increased to the negative side again. In addition, the feedforward control value is originally determined so that the slip amount of the direct coupling clutch becomes a relatively high value so as to be close to the target slip amount of the slip reduction control, but the individual difference, time change or torque in the initial stage of the friction coefficient of the direct coupling clutch is reduced. The value set by the viscosity change of the hydraulic fluid in the converter may be lower than the value actually required.

Therefore, even if starting at the time t 1 with the addition of the feedback control of the deceleration slip control at the same time as the fuel cutoff, the driving duty ratio DSLU is too low, so that the actual slip amount is lower than the target slip amount and increases to the negative side again. do. As described above, in order to be in a slip state from the released state in which the actual amount of slip is increased to the negative side, a driving duty ratio DSLU for matching the slip amount to the target slip amount is required to be higher than the value (= a%) in the steady state. Done. However, after the feedback control proceeds and the driving duty ratio DSLU is sufficiently high, the sleep state is gradually realized at time t 2 , but at this time, the actual amount of practice is drastically reduced (close to 0) so that the driving torque is rapidly increased and the coupling shock is generated. There was problem to say.

Therefore, in the technique described in the above publication, the deceleration slip control is terminated when the engine rotational speed is lower than the predetermined value during the transition to the deceleration slip control. In this way, when the engine rotation speed is lower than the predetermined value, since the deceleration slip control is terminated, the occurrence of the above-mentioned engagement shock is suppressed and the decrease in the running feeling is suppressed. Since the increase in the amount of seal slip to the negative side is mainly caused by the decrease in the engine rotational speed, the engine rotational speed is judged to continue deceleration slip control to determine whether or not a combined shock occurs, that is, deceleration slip control. You can determine whether it failed or not.

However, in the technique described in the above publication, the determination of the end of the deceleration slip control is performed only on the basis of the engine rotation speed. However, since the slip control is controlled by a minute rotation speed difference between the pump blade and the turbine blade, the rotation speed difference, that is, If it is not judged whether or not the reduction slip is finished by the actual slip amount, the appropriate judgment of the continued deceleration slip control is delayed, and there is a problem that the coupling shock is likely to occur before the determination is made.

Further, in the technique described in the above publication, determination of whether or not the deceleration slip control has failed is performed with one criterion value determined corresponding to the steady state of the deceleration slip control. In the case where the amount is small (the increase in the negative side is small), the failure of the deceleration slip control cannot be detected, and there is a problem that the combined shock occurs and the running feeling can be reduced. That is, in the steady state of the deceleration slip control, even if the amount of slip slip is temporarily increased, the followability of the direct coupling clutch is high, so that deterioration of the running feeling due to the combined shock is less likely to occur. Incorrect judgment due to shifting in the air, increase in the amount of thread slip due to on / off of the air conditioner, etc. is relatively slow, and the fuel efficiency improvement effect of the deceleration slip control is greater. On the other hand, when the deceleration slip control is implemented, the direct clutch is easily released and the coupling shock is likely to occur due to the excessively low feed forward control value DFWD as described above. Therefore, it is determined whether or not the deceleration slip has failed. If it is not performed strictly, it will lead to the fall of a driving feeling.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and the first object thereof is slippage of a vehicle direct clutch that can more accurately determine whether or not the shift is satisfactorily performed at the time of transition to the deceleration slip control. It is to provide a control device. Further, a second object is to provide a slip control apparatus for a vehicle direct clutch that can perform a transition to slip control of a vehicle direct clutch that can perform a shift to deceleration slip control better. .

[First means for solving the problem]

The point of the 1st invention for achieving the said 1st objective is that the direct clutch formed between a pump blade and a turbine blade, and in the area | region whose engine rotation speed is higher than predetermined fuel cut-off rotation speed after decelerating driving, A vehicle having a fuel cutoff device for cutting off fuel against an engine, wherein the vehicle direct coupling clutch is provided with a slip control means for adjusting a slip control pressure such that the slip amount of the direct clutch matches a predetermined target slip amount during deceleration driving of the vehicle. (A) The actual slip amount of the direct coupling clutch is set in the transient state within a predetermined time after the fuel cutoff is started by the fuel shutoff device during the transition to the deceleration slip control by the slip control device. Transient slip amount determination means for judging whether it is larger than the state judgment threshold And (b) deceleration slip control end means for terminating deceleration slip control by the slip control means when the actual slip amount is determined to be larger than the transient state determination reference value by the transient state slip amount determination means. .

[Second means for solving the problem]

Moreover, the point of 2nd invention for achieving the said 2nd objective is that in the vehicle direct clutch slip control apparatus of the said 1st invention, (e) is provided to the said slip control means by the said deceleration slip control termination means. The control pressure learning correction means for correcting the slip control pressure in the next deceleration slip control to a high value when the deceleration slip control is completed is further included.

[Effects of the Invention]

[Effect of 1st invention]

In the above manner, when it is determined by the transient state slip amount determination that the actual slip amount is larger than the transient state determination reference value in the transient state at the start of the slip deceleration at the time of deceleration by the slip control means, The deceleration slip control is thereby terminated.

According to the above, since it is determined whether the deceleration slip control is continued on the basis of the actual slip amount in the transient state before the slip control at the deceleration becomes normal, the same delay as in the case where the judgment was made based only on the engine speed is made. It becomes difficult to generate | occur | produce, and determination of whether the transition to deceleration slip control is performed favorably is performed more correctly.

In addition, since the determination of the actual slip amount is performed within a predetermined time from the start of the fuel cutoff, even if the time from the start of the deceleration slim control to the start of the fuel cut is changed depending on the vehicle speed, the size of the slip after the actual slip amount has sufficiently changed. Can be judged, and it can be reliably detected whether or not the slip control in the transition period is satisfactorily performed.

[Effect of 2nd invention]

In this way, when the deceleration slip control is terminated by the deceleration slip control end means, the deceleration slip control pressure of the next deceleration slip control is corrected to a high value by the control pressure learning correction means.

By the above, in the next deceleration slip control performed after the deceleration slip control is finished by the deceleration slip control terminating means, the slip amount is controlled by the slip control pressure corrected to a high value by the control pressure learning correction means. Therefore, the slip slip amount is increased to the negative side in the deceleration slip control after the next time, and the transition to the deceleration slip control is performed satisfactorily. That is, since the increase in the actual slip amount to the negative side at the time of the transition of the deceleration slip control is caused by the slip control pressure at the beginning of the transition, the deceleration slim control is completed during the transition of the deceleration slip control. In this case, it is possible to satisfactorily perform the next reduced slip control by increasing the slip control pressure. Therefore, the deceleration slip control after the next time is stopped at the start thereof, thereby reducing the fuel economy of the vehicle.

[Other Embodiments of the Invention]

Here, preferably, in the second invention, the slip control apparatus of the vehicle direct clutch is based on a deviation of the feed forward control value and the actual slip amount and the target slip amount determined based on the vehicle engine output torque and the characteristics of each machine. The slip control pressure is adjusted according to the driving duty ratio determined based on the feedback control value determined. The control pressure learning correction means is learning correction so that the feedword control value becomes large.

Further, the feedforward control value may include, for example, a learning control value formed in response to a feedforward value determined based on the engine output torque of the vehicle as a function of the throttle valve opening degree and the engine rotational speed, and the characteristics of each machine. In other words, the control pressure learning correction means corrects the learning control value to be large. In this way, since the learning control value is relatively easy to correct, the correction of the feedforward control value can be performed relatively easily.

[Configuration and Function of Invention]

[Examples of the Invention]

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

1 is an explanatory diagram of a vehicular power transmission device to which an embodiment of the present invention is applied. In the figure, the driving force of the engine 10 is input to the automatic transmission 14 via the torque converter 12 with the lockup clutch, and is transmitted to the driving wheel via a differential gear device and axle not shown.

The torque converter 12 is connected to the crankshaft 16 of the engine 10, the cross section is formed in a U-shape in the outer peripheral portion and at the same time generates a flow of operating oil having a directional component toward the engine 10 side The pump impeller 18 which has a blade | wing, and is fixed to the input shaft 20 of the automatic transmission 14, has a blade | wing opposing the blade | wing of the pump impeller 18, and receives the hydraulic fluid from the pump impeller 18, and rotates The pump impeller 18 is connected to the input shaft 20 via a turbine runner 22 and a piston 23 which is axially movable and cannot rotate relative to the hub 23 of the turbine runner 22. And a lock-up clutch 24 directly connected between the turbine runners 22 and a stator 28 whose rotation in one direction is prevented by the one-way clutch 26.

The automatic transmission 14 includes a first transmission 30 for switching between two stages of high and low, and a second transmission 32 capable of reducing the reverse gear stage and four forward stages. The first transmission 30 is composed of a sun gear SO, a ring gear RO, and a planetary gear PO rotatably supported by the carrier KO and engaged with the sun gear SO and the ring gear RO. The brake CO formed between the HL planetary gear device 34, the clutch CO and the one-way clutch FO formed between the sun gear SO and the carrier KO, and the sun gear SO and the housing 41. Equipped with.

The second transmission 32 is composed of a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and engaged with the sun gear S1 and the ring gear R1. Planetary gears P2 supported on the first planetary gear device 36, the sun gear S2, the ring gear R2, and the carrier K2 so as to be improved and engaged with the sun gear S2 and the ring gear R2. And a planetary gear which is rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3, and meshes with the sun gear S3 and the ALC ring gear R3. The 3rd planetary gear device 40 which consists of P3 is provided.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is the output shaft 42. Is connected to. In addition, the ring gear R2 is integrally connected to the sun gear S3. Then, the clutch C1 is formed between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the clutch (S1) and the sun gear S2 and the intermediate shaft 44 are formed between the clutch (1). C2) is formed. A bend-type brake B1 for stopping the improvement of the sun gear S1 and the sun gear S2 is provided in the housing 41. Further, the one-way clutch F1 and the brake B2 are provided in series between the sun gear S1 and the ALC sun gear S2 and the housing 41. The one-way clutch F1 is configured to engage when the sun gear S1 and the sun gear S2 try to reverse in the opposite direction to the input shaft 20.

Further, a brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. have. The one-way clutch F2 is configured to be engaged when the ring gear R3 is to be reversely rotated.

In the automatic transmission 1 configured as described above, for example, according to the operation table shown in FIG. 2, the reverse stage 1 having different speed ratios I (= rotational speed of the input shaft 20 / rotational speed of the output shaft 42) are respectively different. And five forward gear stages are switched. In FIG. 2, the 0 table shows the bonded state and the X table shows the non-bonded state. As is apparent from FIG. 2, the brake B3 is engaged at the time of shifting from the first gear stage to the second gear stage and is switched from the second gear stage to the third gear stage. The brake B2 is coupled at the time of shifting from the second speed gear stage to the third speed gear stage. In FIG. 2, "1st", "2nd", "3rd", "4th", and "5th" are the first speed gear stage, the second speed gear stage, and the third speed gear stage fourth on the forward side, respectively. The speed gear stage and the fifth speed gear stage are displayed, and the speed ratio 1 represents the fifth speed gear stage from the first speed gear stage, and the shift I is the fifth from the first speed gear stage. As they are geared toward the inner gear stage, they are sequentially smaller. In addition, since the said torque converter 12 and the automatic transmission 14 are comprised symmetrically with respect to an axis line, in FIG. 1, the lower side of rotation axes, such as the input shaft 20 and the output shaft 42, is abbreviate | omitted and shown. .

As shown in FIG. 3, the intake pipe of the vehicle engine 10 includes a first throttle valve operated by the second throttle valve 52 and the throttle actuator 54 operated by the axel pedal 50. 56 is formed. In addition, an auxiliary operation sensor 57 for detecting whether an auxiliary device such as an air conditioner is operating, an engine rotation speed sensor 58 for detecting a rotation speed of the engine 10, that is, a rotation speed of the pump impeller 18, and an engine ( 10, the intake air amount sensor 60 for detecting the intake air amount, the intake air temperature sensor 64 for detecting the temperature of the intake air, and the throttle sensor for detecting the opening degree TA of the first throttle valve 52 ( 64), the vehicle speed sensor 66 which detects the vehicle speed V from the rotational speed NO, etc. of the output shaft 42, the coolant temperature sensor 68 which detects the coolant temperature of the engine 10, and the operation of a brake are detected. The brake sensor 70 and the operation position sensor 74 which detect the operation position of the shift lever 72 are provided, and from these sensors, the engine speed Ne, the intake air amount Q intake air temperature THa of the first throttle valve Opening degree (TA), vehicle speed (V), engine coolant temperature (THw), operating state of brate (BK), shift level A signal indicating the operation position (Psh) of 72, are each adapted to provide, directly or indirectly, to the engine electronic control unit 76 and the shift electronic control unit (78) for. In addition, a signal indicating the turbine rotational speed N T is supplied from the turbine rotational speed sensor 75 that detects the rotational speed of the turbine runner 22 to the speed change electronic controller 78. In addition, the electronic controller 78 for engine and the electronic controller 78 for transmission are mutually connected through a communication interface, and input signals etc. are mutually supplied as needed.

The engine electronic controller 76 is a so-called microcomputer having a CPU, RAM, ROM, and an input / output interface. The CPU processes an input signal in accordance with a program stored in ROM while using a temporary memory function of the RAM. Take control. For example, in the fuel injection amount control, the fuel injection balance 80 is controlled in order to optimize the combustion state, and in the ignition timing control, the igniter 82 is controlled in order to appropriately sense the perception amount. The second throttle valve 56 in the fully deployed state is controlled by the throttle actuator 54 in order to control the bypass valve which is not used, and in the traction control, to prevent slippage of the driving wheel to secure effective driving force and vehicle stability. In the fuel cutoff control, the engine rotational speed Ne exceeds the preset fuel cutoff speed N CUT in the coasting run in which it is detected that the first throttle valve 52 is closed by the idle switch of the throttle sensor 64. Only by closing the fuel injection valve 80, the fuel supplied to the engine 10 is cut off, thereby increasing fuel economy. In the present embodiment, the engine control device 76 and the fuel injection valve 80 correspond to the fuel shutoff device 198 described later.

The electronic controller 78 for shifting is also a microcomputer similar to the above, and the CPU processes the input signal in accordance with a program already stored in the ROM 79 while using the temporary storage function of the RAM, thereby providing the hydraulic control circuit 84. Drive each solenoid valve or linear solenoid valve. For example, the electronic control device 78 for shifting uses a linear solenoid valve SLT and an accumulator back pressure to generate an output pressure PSLT of a magnitude corresponding to the opening degree TA of the one throttle valve 52. The linear solenoid valve SLN is coupled to the lockup clutch 24 or the linear solenoid valve SLU is driven to control the slip amount N SLP . In addition, the electronic control device 78 for shifting uses the gear stage of the automatic transmission 14 based on the vehicle speed V calculated from the actual throttle valve opening degree TA and the output shaft rotational speed No from the shift diagram previously stored. The engagement state of the lock-up clutch 24 is determined, and the solenoid valves S1, S2, S3 are driven to obtain the determined gear stage and engagement state, and the solenoid valve S4 is driven when the engine brake is generated. do.

The shift electronic control unit 78 also executes engagement control and slip control of the lockup clutch 24 so as to lock the lockup clutch 24 at the first speed gear stage and the second speed gear stage of the automatic transmission 14. In the third speed gear stage and the fourth speed gear stage, the relationship shown in FIG. 4 corresponds to the gear stage of the automatic transmission 14 from various kinds of relations stored in the ROM 79 in advance. Is selected, and from this relationship, one of release, slip, and engagement is determined based on the throttle valve opening (TA) and vehicle speed (transmission output shaft rotational speed) (V). The slip control of (24) is executed.

In the slip control, the lock-up clutch 24 is connected to absorb the rotational speed of the engine 10 and to suppress the rotational loss of the torque converter 12 as much as possible for the purpose of making fuel economy as good as possible without losing operability. Is kept in the sleep state. Further, the slip control of the lock-up clutch is executed for the purpose of expanding the control region of the fuel cutoff control by raising the engine rotation speed Ne to the fuel cut-off rotation speed N CUT even during the deceleration travel of the vehicle. In this case, since the throttle valve opening degree TA is 0, which area is determined by the vehicle speed V. As shown in FIG.

In the slim control, the actual slip amount NSLP (= Ne-N T ) is calculated according to an unillustrated slim control routine, and the deviation ΔE (= NSLP-TNSP) between the target slip amount TNSLP and the actual slip amount NSLP is set in advance. For example, the driving current (I SLU ) of the linear solenoid valve SLU, that is, the driving duty ratio DSLU (%) is calculated according to Equation 1, and the control pressure (P SLU ) output from the linear solenoid valve (SLU) is solved . This is regulated.

DFWD on the right side of Equation 1 is a feedforward value, which is a function of the output torque of engine 10, for example, KGD is a learning control value sequentially formed according to the characteristics of each machine, and DFB is, for example, Equation 2 It is the feedback control value which added the proportional value, derivative value, and integral value of the deviation (DELTA) E shown by.

5 shows the main part of the hydraulic control circuit 84. As shown in FIG. In the drawing, the linear solenoid valve SLU functioning as a control pressure generating valve is a pressure reducing valve in which the module data pressure PM is the original pressure, and is output from the electronic control device 78 for shifting as shown in FIG. The control pressure P SLU which is increased according to the drive current I SLU of the drive duty ratio DSLU is output and supplied to the lockup relay valve 98 and the lockup control valve 100.

The lock-up relay valve 98 is connectable to each other, and the first spool valve 104 and the second spool valve 106 with the spring 102 interposed therebetween, and the shaft of the first spool valve 104. The first spool valve 104 and the second spool valve 106 formed on the end side and formed on the axial end side of the first spool valve 104 and the second spool valve 106 and the first spool valve 104. Pressurizing the spool valve 104 and the second spool valve 106 to the open side position to receive the control pressure P SLU to engage the ON position. For this purpose, the oil chamber 110 which receives the second line pressure P L2 is provided.

When the first spool valve 104 is positioned at the OFF side, the second line pressure P L2 supplied to the input port 112 releases the torque converter 12 from the release side port 114. The hydraulic oil in the coupling side oil chamber 118 of the torque converter 12 is supplied to the side oil chamber 116 from the coupling side port 120 to the cooler bypass valve 124 or the duck. Discharged to the chore 126 lowers the engagement pressure of the lock-up clutch 24, that is, the differential pressure (= hydraulic pressure in the oil release side oil chamber 116 in the engagement side oil chamber 118). On the contrary, when the first spool valve 104 is located at the engagement side position, the second line pressure P L2 supplied to the input port 112 is coupled to the torque converter 12 from the engagement side port 120. At the same time the hydraulic oil in the oil chamber 116 of the torque converter 12 is supplied to the oil chamber 118 and the control port of the lock-up control valve 100 is discharged from the release port 114. 130 is discharged through the discharge port 132, the coupling pressure of the lock-up clutch 24 is increased.

Accordingly, when the control pressure P SLU is less than or equal to the predetermined value β, the first spool valve 104 is rightward from the center line of FIG. 5 according to the thrust based on the spring 102 and the second line pressure P L2 . The lock-up clutch 24 is released by being positioned at the release side (OFF) position shown in Fig. 1, but when the control pressure P SLU exceeds a predetermined value α higher than the predetermined value β, the first spool valve 104 According to the thrust based on the control pressure P SLU , it is located in the engagement side ON position shown to the left from the center line of FIG. 5, and the lockup clutch 24 will be engaged or slipped. This is because the pressure receiving area of the first spool valve 104 and the second spool valve 106 and the pressing force of the spring 102 are set as described above. As described above, the engagement or slip state of the lockup clutch 24 when the lockup relay valve 98 is switched to the engagement side is applied to the lockup control valve 100 operating according to the magnitude of the control pressure P SLU . Is controlled by

The lock-up control valve 100 controls the slip amount N SLiP of the lock-up clutch 24 along the control pressure P SLU when the lock-up relay valve 98 is in the engagement side position, or lock-up. The flanger 136 and the pull valve 134 for engaging the claw 24 to impart a thrust toward the discharge position indicated by the right side of the center line of FIG. 5 in contact with the spool valve 134 and the spool valve 134. Torque converter 12 to receive spring 138 and spring 138 that impart main force toward the supply side position shown to the left in the centerline of FIG. 5 and to pressurize the spool valve 134 toward the supplying position. Is formed on the shaft end side of the oil chamber 140 and the flanger 136 to receive the hydraulic pressure (P ON ) in the coupling side oil chamber 118, to pressurize the spool valve 134 toward the discharge side position. receiving the hydraulic pressure (P OFF) in the release-side oil chamber 116 of the torque converter 12 is O Mounted to an intermediate portion of the chamber 142 and, Flanger 136, and a is the oil chamber 144 receiving the control pressure (P SLU).

For this reason, when the spool valve 134 is positioned at the discharge side, the coupling pressure is increased because the connection between the control port 130 and the discharge port 132 increases, but the coupling torque of the lock-up clutch 24 is increased. On the contrary, when it is located in the coupling side position, since the supply port 146 to which the first line pressure P L1 is supplied and the control port 130 are connected, the first line pressure P L1 is connected to the torque converter 12. As the coupling pressure is lowered into the oil chamber 116 of the release side, the coupling torque of the lockup clutch 24 is reduced.

In releasing the lock clutch 24, the linear solenoid valve SLU is driven by the shifting electronic control device 78 so that the control pressure P SLU becomes smaller than the predetermined value β. On the contrary, when the lockup clutch 24 is engaged, the linear solenoid valve SLU is driven by the shifting electronic controller 78 and the lockup clutch 24 slips so that the control pressure P SLU becomes the maximum value. In this case, the linear solenoid valve SLU is driven by the speed change electronic controller 78 so that the control pressure PSLU is between the predetermined value β and the maximum value. That is, in the lock-up control valve 100, as shown in FIG. 7, the hydraulic pressure P ON in the engagement side oil chamber 118 of the torque converter 12 and the hydraulic pressure P off in the open side oil chamber 116 are shown. Since the pressure varies depending on the control pressure PSLU, the coupling torque of the lock-up clutch 24 corresponding to the coupling pressure, that is, the differential pressures P on -P off of the hydraulic pressures P on and P off , is also controlled by the control pressure P The amount of slip N SLiP is controlled according to the change according to SLU ).

In addition, in FIG. 7, the broken line located at the upper side shows the hydraulic characteristics of the lock-up relay valve 98 required to be at the off-side position released from the on-side position at which the lock-up clutch 24 is engaged or slipped. The broken line located at the lower side shows the hydraulic characteristics of the lock-up relay valve 98 necessary to be turned on from the wrong side position. The slope of these broken lines depends on the size of the area of the hydraulic parts of the first spool valve 104 and the second spool valve 106 for operating the lock-up relay valve 98, and the characteristics of the hydraulic pressure or spring 102 supplied. Is determined.

The solenoid valve 170 has a control pressure P SLU from the output port 172 connected to the oil chamber 108 of the lockup relay valve 98, the drain port 174, and the linear solenoid valve SLU. ) Is switched to the lockup release position connecting the input port 176 to which the output port 172 is connected to the drain port 174 and the lockup permitting position connecting the output port 172 to the input port 176. Accommodating the spool valve 178 and the spring 180 for pressing the spool valve 178 toward the lock-up permission position and the spring 180, and forcing the spool valve 178 toward the lock-up permission position. In order to lock the release position of the oil chamber 182 and the spool valve 178, which receive the coupling pressure P B2 of the brake B2 generated at the gear stages higher than the third speed gear stage via the orifice 181, The oil chamber 184 which receives the 1st line hydraulic pressure P C1 in order to pressurize toward this is provided. As a result, the lock-up relay valve 98 is the third speed gear only in a single or more gear positions, and wherein the control pressure (P SLU) to be supplied to the oil chamber 108, and the control pressure (P SLU ) Can be switched to the position on the defect side. It said second line pressure (P L2) has a first line pressure (P L1) because the pressure adjustment by the first line pressure (P L1) is always a high pressure than the second line pressure (P L2).

A flow path 186 is provided between the linear solenoid valve SLU and the oil chamber 144 of the lock-up control valve 100, and the control pressure P SLU output from the linear solenoid valve SLU is the above. It is to be supplied directly to the oil chamber 144 of the lock-up control valve 100 without passing through the solenoid valve 170. The flow path 186 operates the lockup control valve 100 by the control pressure P SLU even below the second gear stage so that an abnormality in which the lockup relay valve 98 is located on the engagement side can be detected. It is installed.

8 is a functional block diagram for explaining the main part of the control function of the above-described electronic control apparatus for shift 78. In the drawing, the slim control means 196 is calculated by the control formula (1) so that the actual slim amount NSLP (= Ne-Nr) of the lock-up clutch 24 and the target slim amount TNSLP set in advance for several tens of rpm are matched. Output the control value (DSLU). The fuel cutoff device 198 shuts down the fuel injection valve 80 by closing the fuel injection valve 80 after a predetermined time determined by the vehicle speed or the like after the deceleration slip control is started by the slip control means 196 during the deceleration driving of the vehicle. Run

The transient state slip amount determination means 200 determines the actual slip amount NSLP when the predetermined time tSLPE has elapsed (transient state) after the fuel cut-off device 198 has started the fuel cut-off. It is judged whether or not it is larger than the judgment threshold value (KGSLE), that is, whether the actual amount of practice (NSLP) is greatly reduced to the negative side and is below the negative transient judgment threshold (KGSLE). The predetermined time tSLPE is determined for a relatively long time (for example, about 400 ms) in the transient state so that the change in the actual amount of NSLP is sufficiently shown. The deceleration slip control termination means 202 stops the deceleration slip control when it is determined by the transient state slip amount determination means 200 as NSLP KGSLE. The control pressure learning correction means 204 learns and corrects the slip control pressure P SLU to a large value when the deceleration slip control is terminated by the deceleration slip control termination means 202, thereby reducing the transient pressure of the next deceleration slip control. The fall of the thread slip amount NSLP is suppressed.

The main part of the control operation of the electronic control apparatus 78 for shifting will be described below with reference to the time chart of FIG. 10 showing changes in the flowchart of FIG. 9 and the amount of slip slip NSLP.

In Fig. 9, in step S1, it is determined whether slip control is being executed during deceleration driving. Since the determination of the step S1 is denied since the acceleration slip control is performed until the time t 1 in FIG. 10, the contents of the flag F1 are reset to "0" in step S2, and the routine is completed. However, if the throttle valve opening degree TA becomes zero by returning the accelerator pedal 50 at time t 1 while the routine is repeatedly executed, the acceleration slip control ends and the shift to deceleration slip control starts. Therefore, determination of step S1 is assigned, and it progresses to step S3. At this time, when the throttle valve opening degree TA becomes approximately 0, the engine rotation speed Ne decreases, but at the same time, the driving torque decreases, so that the differential pressure ΔP, that is, the pressurized hydraulic pressure of the lock-up clutch 24 becomes excessively large. The lockup clutch 24 is fully engaged once. Therefore, the engine rotation speed Ne matches the turbine rotation speed N T , and the seal slip amount NSLP becomes zero. In addition, since the feed forward value DFWD decreases because the throttle valve opening degree TA becomes approximately 0, the drive duty ratio DSLU decreases at time t 1 .

In step S3, it is determined whether or not the content of the flag F1 is "1". The flag F1 indicates that the fuel cut is started after the transition to the deceleration sleep control is started when the contents thereof are set to "1". Since the fuel cutoff by the fuel cutoff device 198 is started after a predetermined time elapsed after the deceleration slip control is started, the determination of the step S3 is initially denied, and the flow proceeds to step S4. . In step S4, it is determined whether or not fuel is being cut off. In the beginning, the above judgment is also denied, so the flow proceeds to step S5, where the deceleration slip control is continued, and the routine ends.

When this routine is repeatedly executed, at time t 2 , the fuel cutoff is started, so that the determination of step S4 is assigned, the flow proceeds to step S6, and the count by the counter CGSLIP is started. The counter CGSLIP measures the elapsed time from the start of fuel cutoff. Subsequently, the contents of the flag F1 are set to "1" in step S7, and the deceleration slip control continues in step S5, and the routine is completed. Since the determination of step S3 is assigned after the count by the counter CGSLIP is started, whether or not the counter CGSLIP is larger than the predetermined value SLPE in step S8, that is, before the start of the fuel cutoff is determined. It is determined whether or not the time tSLPE has elapsed. Since this determination is initially denied, the flow proceeds to step S5 and the deceleration slip control is continued.

However, when the fuel cutoff is the starting drawing, the negative driving force of the engine 10 increases, so that the differential pressure ΔP becomes relatively small, and the engine rotation speed Ne gradually decreases, and the seal slip amount NSLP also decreases. . At this time, if the feed forward value DFWD corresponding to the throttle valve opening (TA = 0) is set too low, the driving duty ratio (DSLU) increase due to the feedback control which is started at the same time as the start of the fuel cutoff is gentle. As shown in t 2 -t 3 of FIG. 10, the yarn slip amount NSLP is greatly increased to the negative side.

Therefore, by a predetermined time (tSLPE) elapsed from the start of fuel cut, and the time (t 3), the staff (S8) determines that are assigned to the further step (S10 being determined (CFGSLIP = YFF) of the step (S9) is negative, ) practice ripryang of when to proceed with in the the time (t 3) as shown in claim 10 is also NSLP (t 3) is determined (NSLP in the step (S10) larger is than the predetermined transient state determination reference value (KGSLE) By assigning KGSLE, the deceleration slip control is terminated in step S11. As a result, the output value of the drive duty ratio DSLU becomes zero and fuel cutoff is stopped and the driving force is applied to the engine 10. Therefore, the slip slip amount NSLP is reduced and the engine rotation speed Ne is the most. It becomes higher by the magnitude | size corresponding to an idling rotation speed than a value which fell.

That is, in the present embodiment, the step S10 corresponds to the transient state slip amount determination means 200, and the step S11 corresponds to the deceleration slip control termination means 202, respectively, and in the time chart shown in FIG. Since the slip slip amount NSLP exceeded the predetermined value, it is determined that the transition to the deceleration slim control cannot be performed satisfactorily, so that the deceleration slip control is terminated. The " JPFF " used in the step S9 is the maximum value that the counter CGSLIP can obtain, and once the counter CGSLIP has reached the value, for example, unless it is reset in step S6, The value (¥ FF) is maintained. In addition, the transient state determination reference value KGSLE used at step S10 is set to a value such that the slip slip amount NSLP is large enough to cause a problem of engagement shock of the lockup clutch 24, for example, -100r. It's about .pm.

When the deceleration slip control is terminated in the step S11, in a subsequent step S12, a value KGD + α to which the predetermined value α is added to the learning control value KGD used in the above formula (1) is added. It is stored as a new learning control value, and the content of the flag F1 is reset to "0" in step S13, and this routine is complete | finished.

FIG. 11 is a time chart for explaining the case where the start condition of the deceleration slip control is maintained again after the deceleration slip control is completed by the increase of the slip slip amount NSLP to the negative side as shown in the time chart of FIG. to be. At time t 1 , when the throttle valve opening degree TA becomes approximately 0, the acceleration slip control is terminated, and the transition to the deceleration slip control is started. Therefore, since the judgment of step S1 is assigned and proceeds to step S3, but the fuel cutoff is not yet started, the judgment of step S3 is denied, and the routine which has passed through steps S4 and S5 has been performed. This ends. When the time t 2 is reached, fuel cutoff is started, the count by the counter CGSLIP is started at step S6, and the content of F1 is set to " 1 " at step S7.

At this time, after the deceleration slip control is terminated at the time t 3 of the time chart of FIG. 10, the value of the learning control value KGD is updated to a value as high as α in step S12. The value of the driving duty ratio DSLU becomes high enough. Therefore, even after the time t 2 at which the fuel cut is started, as shown in FIG. 11, the differential pressure DELTA P is sufficiently high, and the slip slip amount NSLP does not significantly decrease, and the target slip amount TNSLP Headed to). As a result, the transition to the deceleration slip control is performed satisfactorily. That is, when the deceleration slip control is terminated in the step S11, the learning correction value KGD is learning-corrected to a high value in the stem S11, so that in the next deceleration slip control shown in FIG. The slip control pressure (P SLU ) of C is corrected to a high value. Therefore, in the present embodiment, the step S12 corresponds to the control pressure learning correction means 204.

Therefore, when the determination of step S3 is assigned in the subsequent control cycle and each step after step S8 is executed, step S10 when a predetermined time tSLPE has elapsed from the start of fuel cutoff. Judgment is denied, and the flow advances to step S14. In step S14, the contents of the counter CGSLIP are reset to the maximum value " JPFF ", and the flow advances to step S5, where the deceleration slip control continues, and the putin ends. In addition, since the determination of step S10 is denied as described above and the deceleration slip control continues, since the determinations of steps S8 and S9 are all assigned, the process always proceeds to step S5 and the deceleration slip continues. That is, the determination of step S10 is performed only once when the predetermined time tSLPE has elapsed from the start of fuel cutoff.

As described above, in the present embodiment, by the step S10 corresponding to the transient state slip state determination means 200, the actual slip amount NSLP is larger than the transient phase determination reference value KGSLE in the transient state (NSLP KGSLE, the deceleration slip control is terminated by step S11 corresponding to the deceleration slip control ending means 202.

As described above, it is judged whether or not the continuation of the deceleration slip control is appropriate on the basis of the actual slip amount NSLP in the transient state, so that it is difficult to produce the same judgment delay as in the case of judging only on the engine line speed Ne. As a result, the judgment as to whether or not the transition to the deceleration slip control is being performed is performed more accurately. In addition, although it is possible to have separate judgment thresholds in the transient state and the normal state, in this case, the deceleration slip control is carried out by the appropriate judgment threshold value (i.e., the transient judgment threshold value KGSLE) which is separately set in the transient state. Since it is judged whether or not the transition is performed satisfactorily, it becomes possible to make a relatively strict judgment required in the transient state, and the transition to the deceleration slip control is good as compared with the case where it is judged by the judgment standard value similar to the normal state. It can be judged more accurately whether or not it is done.

In addition, since the determination in step S10 of whether the actual training amount NSLP is larger than the transient state determination reference value KGSLE is made at a predetermined time from the start of the fuel cutoff at the time of tSLPE elapses in this embodiment, the vehicle speed According to (V), even when the time from the start of the deceleration slip control to the start of fuel cut is changed, the size of the slip slip amount NSLP is sufficiently changed, and then the size is judged, so that the slip control in the transition period is good. It is possible to surely detect whether or not it is done. That is, as shown in FIG. 10, the increase of the seal slip amount NSLP to the negative side during the execution of the deceleration slip control starts when the fuel cut is started, so that the decrease of the slip slip amount NSLP causes the reduction slip control. It is possible to make a reliable judgment regardless of the vehicle speed V by determining the timing for making a judgment as to whether or not it is large enough to be used as the elapsed time from the start of the fuel cutoff.

In addition, when tSLPE is too large, that is, when it is too late to judge in step S10, the purpose of judging as a transient state and preventing the occurrence of the engagement shock of the lock-up clutch 24 cannot be achieved. If too small, that is, if the judgment at step S10 is too early, a change in the amount of slip slip NSLP does not appear sufficiently, so an accurate judgment cannot be made. Therefore, tSLPE is set to about 400ms, and this value is experimentally obtained.

Further, according to the present embodiment, when the deceleration slip control is terminated by the step S11 corresponding to the deceleration slip control end means 202, by the step S12 corresponding to the control pressure learning correction means 204. The slip control pressure (P SLU ) is corrected by the high value.

By the above, after the deceleration slip control is finished by the deceleration slip control terminating means 202, the control pressure learning correction means 204 is performed in the next deceleration slip control (i.e., the deceleration slip control shown in FIG. 11). The slip amount is controlled by the slip control pressure P SLU corrected to a high value. Therefore, in the next deceleration control shown in FIG. 11, the actual slip amount NSLP increases to the negative side, and the repetition of the deceleration slip control ending again by the deceleration slip control terminating means 202 is suppressed. The transition to the deceleration slip control is satisfactorily performed. That is, since the increase of the slip slip amount NSPL at the time of transition of the deceleration slip control to the negative side occurs because the slip control pressure P SLU at the beginning of the transition is too low, the deceleration slip is reduced. When the deceleration slip control is completed while the control is being executed, the next time the deceleration slip control can be satisfactorily performed by increasing the slip control pressure P SLU .

In addition, the slip control apparatus according to the present embodiment includes the learning control value FGD and the slip slip amount NSLP formed in correspondence with the feed forward value DFWD determined by the engine output torque of the vehicle, the characteristics of each machine, and the like. The control is controlled by adjusting the slip control pressure P SLU according to the drive duty ratio DSLU determined by the feedback control value DFB determined based on the deviation ΔE from the target slip amount TNSLP. The pressure learning correction means 204 corrects the learning control value KGD among the feedforward control values. Since the learning control value KGD is relatively easy to correct, the slip control pressure P SLU is relatively easily corrected.

As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also to other Example.

For example, in the above-described embodiment, the size of the slip slip amount NSLP is determined in step S10, but in the transient state, the target slip amount TNSLP is shown by a dashed-dotted line in FIG. Since it remains fixed, it is possible to judge whether or not the transition to the deceleration slip control is satisfactory by comparing the deviation? E between the actual slip amount NSLP and the target slip amount TNSLP and a predetermined transient state determination reference value. It's okay. In other words, if it is possible to detect that the actual amount of slip slip (NSLP) has increased to the negative side, the effect of the present invention is obtained.

In the embodiment, the size of the slip slip amount NSLP was determined only once when the predetermined time tSLPE has elapsed from the start of fuel cutoff, but at step S10, for example, the determination is made immediately after the start of fuel cutoff. It may be performed continuously or intermittently for up to the predetermined time tSLPE. That is, in the transient state, if the determination of step S10 is performed when the change of the slip slip amount NSLP is sufficiently shown, the determination may be limited only once.

In the embodiment, the time until the determination of step S10 is measured from the start of fuel cutoff, but may be measured from the start of deceleration slip control, for example. However, since the time from the start of the deceleration slip control to the start of fuel cut is changed depending on the vehicle speed, in the case of the above, it is necessary to change the predetermined time tSLPE according to the vehicle speed.

Further, in the embodiment, in step S12 corresponding to the control pressure learning correction means 204, the learning control value KGD is corrected to a value as large as α, thereby corresponding to the deceleration slip control ending means 202. Although the transition to the next deceleration slip control is satisfactorily performed after the deceleration slip control is finished by step S11, for example, the feed forward value DFWD may be corrected, or the drive duty ratio may be corrected. Direct calibration of the DSLH itself is not a problem.

In addition, the value of the transient state determination reference value KGSLE is appropriately changed depending on the time tSLPE until the determination is made or to what extent the engagement shock of the lock-up clutch 24 is allowed. For example, a smaller value (for example, -50r.p.m) may be employed to make the judgment after a short time elapse or to keep the coupling shock that may occur at a smaller value.

In the embodiment, the amount of slip slip is determined from the engine-improving speed Ne detected by the engine rotation sensor 58 and the input shaft rotation speed N T detected by the turbine rotational speed sensor 75. For example, instead of the input shaft rotational speed N T , the value obtained by multiplying the rotational speed Nout of the output shaft 42 detected by the vehicle speed sensor 66 by the transmission ratio I of the automatic transmission 14 at that time is used. It does not matter.

In addition, what has been described above is one embodiment of the present invention, the present invention can be modified in various ways without departing from the main subject matter.

Claims (2)

  1. A direct clutch provided between the pump disc and the turbine disc wheel, and a fuel which cuts off fuel for the engine in a region where the engine rotation speed is higher than the preset fuel cut rotation speed during deceleration. A vehicle having a shut-off device, comprising: a slip control device for a vehicle direct clutch provided with slip control means for adjusting a slip control pressure such that the slip amount of the direct clutch matches a predetermined target slip amount when the vehicle is decelerated. In the transient state within a predetermined time after the fuel shutoff is started by the fuel shutoff device during the transition to the deceleration slip control by the control device, the transient state that determines whether or not the actual slip amount of the direct coupling clutch is greater than a preset transient state determination reference value. Slip amount determining means; And a deceleration slip control end means for terminating the deceleration slip control by the slip control means when it is determined by the transient state slip amount determination means that the actual slip amount is greater than the transient state determination reference value. Clutch slip control device.
  2. The control pressure learning correction means according to claim 1, wherein when the deceleration slip control by the slip control means is terminated by the deceleration slip control termination means, the slip control pressure in the next deceleration slip control is corrected to a high value. Slip control device of the vehicle direct clutch comprising a.
KR1019960026607A 1995-08-09 1996-07-01 Slip control device of lock-up clutch for a vehicle KR100192646B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP202985 1995-08-09
JP20298595A JP3191632B2 (en) 1995-08-09 1995-08-09 Slip control device for vehicle direct coupling clutch
JP24255295A JP3548299B2 (en) 1995-08-28 1995-08-28 Rotary body support structure for transmission
JP95-242552 1995-08-28

Publications (2)

Publication Number Publication Date
KR970011514A KR970011514A (en) 1997-03-27
KR100192646B1 true KR100192646B1 (en) 1999-06-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
KR1019960026607A KR100192646B1 (en) 1995-08-09 1996-07-01 Slip control device of lock-up clutch for a vehicle

Country Status (1)

Country Link
KR (1) KR100192646B1 (en)

Also Published As

Publication number Publication date
KR970011514A (en) 1997-03-27

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