WO2016035169A1 - 車両のロックアップクラッチ制御装置 - Google Patents
車両のロックアップクラッチ制御装置 Download PDFInfo
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- WO2016035169A1 WO2016035169A1 PCT/JP2014/073222 JP2014073222W WO2016035169A1 WO 2016035169 A1 WO2016035169 A1 WO 2016035169A1 JP 2014073222 W JP2014073222 W JP 2014073222W WO 2016035169 A1 WO2016035169 A1 WO 2016035169A1
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- lock
- clutch
- engine
- lockup
- coast
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- 239000003921 oil Substances 0.000 description 3
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- 230000003247 decreasing effect Effects 0.000 description 2
- 238000007792 addition Methods 0.000 description 1
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- 239000012530 fluid Substances 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W30/00—Purposes 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control 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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/024—Clutch engagement state of torque converter lock-up clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/025—Clutch slip, i.e. difference between input and output speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
- B60W2710/0627—Fuel flow rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control 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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/145—Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the present invention relates to a vehicle lock-up clutch control device that performs coast lock-up control during an accelerator release operation in which the engine is in a fuel cut state.
- a device in which a lock-up clutch is temporarily slip-engaged in order to avoid a shock when the accelerator is on from a coast state due to lock-up engagement (see, for example, Patent Document 1).
- the present invention has been made paying attention to the above-mentioned problem.
- the vehicle lockup clutch control improves the fuel efficiency by re-engagement of the lockup while suppressing the engagement shock.
- An object is to provide an apparatus.
- the present invention includes a torque converter having a lock-up clutch between an engine and a transmission.
- a coast lockup control means is provided that puts the engine in a fuel cut state when the accelerator foot release operation is performed in the slip engagement mode in which the lockup clutch has differential rotation when the accelerator is depressed.
- the coast lock-up control means performs the engine torque control that synchronizes the engine speed and the turbine speed when the accelerator release operation is performed, re-engages the lock-up clutch in a synchronized rotation state, and re-engages the fuel cut.
- FIG. 1 is an overall system diagram showing an engine vehicle to which a lockup clutch control device of Embodiment 1 is applied. It is a flowchart which shows the flow of the coast lockup control process during the slip fastening performed by the CVT control unit of Example 1.
- FIG. It is a flowchart which shows the flow of the coast lockup control process from the time of lockup conclusion performed by the CVT control unit of Example 1.
- FIG. Accelerator opening, engine speed, turbine speed, target slip speed, actual slip speed, target engine torque, actual engine torque, lock when coast lockup control is performed in the case of slip engagement in the first embodiment It is a time chart which shows each characteristic of up instruction pressure. In the first embodiment, when the lockup is engaged, the accelerator opening, the engine speed, the turbine speed, the target slip speed, the actual slip speed, the target engine torque, the actual engine torque, It is a time chart which shows each characteristic of lockup command pressure.
- Example 1 shown in the drawings.
- the configuration of the vehicle lock-up clutch control device according to the first embodiment is changed to “overall system configuration”, “coast lock-up control processing configuration from slip engagement”, and “coast lock-up control processing configuration from lock-up engagement”. Separately described.
- FIG. 1 shows an engine vehicle to which the lockup clutch control device of the first embodiment is applied.
- the overall system configuration will be described below with reference to FIG.
- the vehicle drive system includes an engine 1, an engine output shaft 2, a lock-up clutch 3, a torque converter 4, a transmission input shaft 5, and a continuously variable transmission 6 (transmission).
- the drive shaft 7 and the drive wheel 8 are provided.
- the lock-up clutch 3 is built in the torque converter 4 and connects the engine 1 and the continuously variable transmission 6 via the torque converter 4 when the clutch is released, and directly connects the engine output shaft 2 and the transmission input shaft 5 when the clutch is engaged. To do.
- a lock-up command pressure is output from the CVT control unit 12 described later, the lock-up clutch 3 is engaged / slip engaged / released by the lock-up actual hydraulic pressure adjusted based on the line pressure that is the original pressure. Be controlled.
- the line pressure is created by regulating the discharge oil from an oil pump (not shown) that is driven to rotate by the engine 1 or motor by a line pressure solenoid valve.
- the torque converter 4 includes a pump impeller 41, a turbine runner 42 disposed opposite to the pump impeller 41, and a stator 43 disposed between the pump impeller 41 and the turbine runner 42.
- the torque converter 4 is a fluid coupling that transmits torque by circulating hydraulic oil filled therein through the blades of the pump impeller 41, the turbine runner 42, and the stator 43.
- the pump impeller 41 is connected to the engine output shaft 2 via a converter cover 44 whose inner surface is a fastening surface of the lockup clutch 3.
- the turbine runner 42 is connected to the transmission input shaft 5.
- the stator 43 is provided on a stationary member (transmission case or the like) via a one-way clutch 45.
- the continuously variable transmission 6 is a belt-type continuously variable transmission that continuously changes the gear ratio by changing the belt contact diameter to the primary pulley and the secondary pulley. To the drive wheel 8 via
- the vehicle control system includes an engine control unit 11 (ECU), a CVT control unit 12 (CVTCU), and a CAN communication line 13 as shown in FIG.
- the engine control unit 11 When the engine control unit 11 receives an engine torque control signal from the CVT control unit 12 via the CAN communication line 13, the engine control unit 11 causes the engine rotation speed and the turbine rotation speed to have a differential rotation speed (slip rotation speed) of 0 rpm. Torque (a fuel injection amount to the engine 1) is controlled.
- the fuel cut request signal is received from the CVT control unit 12 via the CAN communication line 13 after the lockup clutch 3 is re-engaged, the fuel cut control for cutting the fuel injection amount to the engine 1 is performed.
- the CVT control unit 12 performs shift control for controlling the gear ratio of the continuously variable transmission 6, line pressure control, lockup clutch control for switching engagement / slip engagement / release of the lockup clutch 3, and the like.
- this lockup clutch control when the accelerator is depressed, the accelerator foot release operation is performed in the slip engagement mode in which the lockup clutch 3 has a differential rotation (during slip engagement or lockup engagement that has not reached full engagement).
- coast lockup control is performed.
- this coast lock-up control when the accelerator release operation is performed, control for lowering the lock-up differential pressure is performed, and engine torque control for synchronizing the engine speed and the turbine speed is performed. Then, the lock-up clutch 3 is re-engaged in a rotationally synchronized state, and after re-engagement, fuel cut is performed.
- FIG. 2 shows the flow of the coast lockup control process from the slip engagement executed by the CVT control unit 12 of the first embodiment (coast lockup control means).
- the description “LU” in FIG. 2 is an abbreviation for lockup.
- step S11 it is determined whether or not the coast lock-up in which the lock-up clutch 3 is engaged in the state where the accelerator is released (coast state). If YES (during coast LU), the process proceeds to step S12. If NO (other than the coast LU), the process proceeds to the end.
- step S12 following the determination that the coast LU is in step S11, it is determined whether or not the accelerator is being depressed. If YES (accelerator on), the process proceeds to step S13. If NO (accelerator off), the process proceeds to the end.
- the accelerator depression operation it is determined that the accelerator opening detected by the accelerator opening sensor 17 exceeds 0 deg.
- step S13 following the determination that the accelerator is on in step S12, it is determined whether or not the lock-up clutch 3 is engaged in slip engagement. If YES (LU slipping), the process proceeds to step S14, and if NO (except LU slipping), the process proceeds to the end.
- step S14 following the determination that the LU slip is being performed in step S13, it is determined whether or not an accelerator release operation has been performed while the lockup clutch 3 is slipping. If YES (there is a foot release during slip engagement), the process proceeds to step S15, and if NO (no foot release during the slip engagement), the process returns to the end.
- step S15 following the determination that there is a foot release during the slip engagement in step S14, or the determination that the slip rotation speed> the set value in step S17, the lockup clutch 3 is given in the engagement direction.
- the control for lowering the lockup differential pressure is performed, and the process proceeds to step S16.
- the lockup differential pressure is lowered to the vicinity of the clutch meet point (near 0 Mpa) in the lower limit region where the lockup clutch 3 generates the clutch capacity.
- step S16 following the execution of the LU differential pressure reduction in step S15, engine torque control is performed so that the differential rotational speed (slip rotational speed) between the engine rotational speed and the turbine rotational speed is 0 rpm, and the process proceeds to step S17.
- the target slip rotation speed is set to zero, and feedback control is performed so that the actual slip rotation speed matches the target slip rotation speed.
- the target engine torque is given as a small constant value, and the engine torque down control is performed so that the actual engine torque matches the target engine torque.
- step S17 following the execution of the engine torque control in step S16, it is determined whether or not the difference speed (slip speed) between the engine speed and the turbine speed is equal to or less than a set value. If YES (slip rotation speed ⁇ setting value), the process proceeds to step S18. If NO (slip rotation speed> setting value), the process returns to step S15.
- the set value is a small differential rotation value so that the passenger does not feel a fastening shock even if the lockup clutch 3 is suddenly engaged.
- step S18 following the determination in step S17 that the slip rotation speed ⁇ the set value, re-engagement control of the lockup clutch 3 is performed, and the process proceeds to step S19.
- the rising gradient of the lock-up differential pressure is set to a larger ramp gradient than during normal engagement in which the unlocked lock-up clutch 3 is engaged.
- step S19 following the LU re-engagement in step S18, the fuel cut for stopping the fuel injection of the engine 1 is performed, and the process proceeds to the end.
- FIG. 3 shows a flow of coast lockup control processing from the time of lock-up fastening executed by the CVT control unit 12 of the first embodiment (coast lockup control means).
- steps S25 to S29 in FIG. 3 correspond to steps S15 to S19 in FIG.
- step S21 it is determined whether or not the torque converter is in a state where the lockup clutch 3 is released by releasing the lockup. If YES (torque state), the process proceeds to step S22. If NO (other than the torque converter state), the process proceeds to the end.
- step S22 following the determination that the torque converter state is in step S21, it is determined whether or not the accelerator is being depressed. If YES (accelerator on), the process proceeds to step S23. If NO (accelerator off), the process proceeds to the end.
- step S23 following the determination that the accelerator is on in step S22, it is determined whether or not the lockup clutch 3 is in a lockup engagement start state or in a lockup engagement state. If YES (LU is engaged), the process proceeds to step S24. If NO (except LU is engaged), the process proceeds to the end.
- “LU engaged” means that the lock-up clutch 3 is being engaged, but has not yet been fully engaged, and there is a clutch differential speed.
- step S24 following the determination that the LU is being engaged in step S23, it is determined whether or not the accelerator release operation has been performed during the lockup engagement of the lockup clutch 3. If YES (there is a foot release during LU engagement), the process proceeds to step S25, and if NO (no foot release during the LU engagement), the process returns to the end.
- the operation of the lockup clutch control device of the first embodiment is changed to “coast lockup control operation from during slip engagement”, “coast lockup control operation from during lockup engagement”, and “characteristic operation of coast lockup control”. Separately described.
- step S15 control is performed to reduce the lockup differential pressure applied to the lockup clutch 3 in the fastening direction.
- step S16 engine torque control is carried out so that the differential rotational speed (slip rotational speed) between the engine rotational speed and the turbine rotational speed is 0 rpm. Thereafter, if it is determined in step S17 that the rotational speed of the slip is equal to or less than the set value, the process proceeds from step S17 to step S18 ⁇ step S19 ⁇ end.
- step S18 the lockup differential pressure is increased and re-engagement control of the lockup clutch 3 is performed.
- step S19 a fuel cut for stopping the fuel injection of the engine 1 is performed.
- time t1 is the accelerator depression operation time
- time t2 is the accelerator release operation time
- time t3 is the clutch re-engagement start time
- time t4 is the clutch re-engagement completion time
- time t5 is the coast LU time.
- Times t0 to t1 are coast LU sections
- times t1 to t2 are LU slip sections
- times t2 to t3 are LU hydraulic pressure reduction sections
- times t3 to t4 are LU reengagement sections
- times t4 to t5 are coast LU sections.
- slip engagement control for obtaining the target slip rotation speed is performed in the LU slip section at time t1 to t2.
- the LU differential pressure instruction value and the actual engine torque are kept at zero for a short period from time t1 to time t1 ′.
- time t1 ′ elapses, the LU differential pressure instruction value is increased by the ramp gradient and the actual engine torque is increased, so that the actual slip rotation speed of the lockup clutch 3 converges to the target slip rotation speed toward time t2.
- the re-engagement control of the lockup clutch 3 is performed with the time t3 to t4 as the LU re-engagement section.
- the lock-up clutch 3 is quickly re-engaged at a ramp gradient larger than normal as shown in the LU differential pressure command value characteristic of the frame A in FIG.
- the section from time t2 to t4 is a coast LU rotation synchronization control section.
- step S21 ⁇ step S22 ⁇ step S23 ⁇ step S24 ⁇ step S25 ⁇ step S26 ⁇ step S27 in the flowchart of FIG. While it is determined in step S27 that the slip rotational speed> the set value, the flow of going from step S25 ⁇ step S26 ⁇ step S27 is repeated.
- step S25 control is performed to reduce the lockup differential pressure applied to the lockup clutch 3 in the fastening direction.
- step S26 the engine torque control is performed so that the differential rotational speed (slip rotational speed) between the engine rotational speed and the turbine rotational speed is 0 rpm.
- step S27 if it is determined in step S27 that the rotational speed of slip is equal to or less than the set value, the process proceeds from step S27 to step S28 ⁇ step S29 ⁇ end.
- step S28 the lockup differential pressure is increased and re-engagement control of the lockup clutch 3 is performed.
- step S29 a fuel cut for stopping the fuel injection of the engine 1 is performed.
- time t1 is an accelerator depression operation time
- time t2 is an accelerator release operation time
- time t3 is a clutch re-engagement start time
- time t4 is a clutch re-engagement completion time
- time t5 is a coast LU time.
- Time t0 to t1 is the torque converter state section
- time t1 to t2 is the LU engaging section
- time t2 to t3 is the LU hydraulic pressure decreasing section
- time t3 to t4 is the LU reengaging section
- time t4 to t5 is the coast LU section is there.
- the lockup clutch 3 is not released and the fuel cut is not performed. Re-fasten and perform fuel cut. That is, in the LU hydraulic pressure reduction section from time t2 to t3, the engine torque control and the LU hydraulic pressure reduction control are used together to converge the actual slip rotation speed of the lockup clutch 3 toward 0 rpm.
- engine torque control a target engine torque with a low constant value is set, and torque down control is performed so that the actual engine torque matches the target engine torque.
- the LU hydraulic pressure reduction control the LU hydraulic pressure reduction starts at time t2, and the LU differential pressure instruction value is fixed near the clutch meet point in the section immediately after time t2 to time t3.
- the re-engagement control of the lockup clutch 3 is performed with the time t3 to t4 as the LU re-engagement section.
- the lock-up clutch 3 is quickly re-engaged at a ramp gradient larger than normal as in the case of FIG.
- the section from time t2 ′ to time t4 when the actual engine torque decreases to the target engine torque is a coast LU rotation synchronization control section.
- the engine torque control is performed by lowering the lockup differential pressure of the lockup clutch 3 to the clutch meet point in the lower limit region where the clutch capacity is generated (FIG. 2). S15, S25 of FIG. 3).
- the lock-up clutch which has excessive capacity, is fully released in response to the accelerator release operation, even if the LU differential pressure command value is increased at the time of re-engagement, it takes time to complete re-engagement due to a delay in hydraulic response Cost.
- increasing the LU differential pressure command value during re-engagement increases the clutch capacity without delaying the hydraulic response. And re-fastening is completed quickly.
- the engine torque is controlled so that the slip rotational speed, which is the differential rotational speed between the engine rotational speed and the turbine rotational speed, becomes zero while the lockup differential pressure is lowered (S16 in FIG. 2). , S26 in FIG. That is, when the lockup clutch 3 is re-engaged, the engagement shock increases as the slip rotation speed, which is the difference between the engine rotation speed and the turbine rotation speed, increases. For this reason, in the rotation synchronization control, it is desired to make the slip rotation speed as close to zero as possible. On the other hand, by performing engine torque control with the target of zero slip rotation, the occurrence of engagement shock can be reliably suppressed when the lockup clutch 3 is reengaged.
- the configuration is such that the lockup clutch 3 is re-engaged when the slip rotation speed, which is the difference between the engine rotation speed and the turbine rotation speed, falls below the set value (S17 ⁇ S18 in FIG. 2, FIG. 3). S27 ⁇ S28). That is, when the lock-up clutch 3 is re-engaged, the engagement shock increases as the re-engagement timing increases with the slip rotation speed. On the other hand, when the lock-up clutch 3 is re-engaged at a timing when the slip rotation speed is equal to or lower than the set value, the occurrence of engagement shock can be reliably suppressed when the lock-up clutch 3 is re-engaged.
- the rising gradient of the LU differential pressure instruction value is re-engaged as a larger ramp gradient than when the unlocked lockup clutch 3 is engaged (see FIG. 2 S18, S28 in FIG. That is, the fuel cost improvement due to fuel cut increases as the time required from the accelerator release operation time t2 to the clutch re-engagement completion time t4 becomes shorter.
- the lock-up clutch 3 by re-engaging the lock-up clutch 3 with a large ramp gradient, the re-engagement of the clutch is completed quickly, and the fuel cost improvement due to fuel cut increases.
- Coast lock-up control means (FIGS. 2 and 3) is provided to place the engine 1 in a fuel cut state when the accelerator is released when the accelerator is depressed and the lock-up clutch 3 is in the slip engagement mode with differential rotation.
- the coast lock-up control means (FIGS. 2 and 3) performs engine torque control that synchronizes the engine speed and the turbine speed when the accelerator is released, and re-engages the lock-up clutch 3 in the rotationally synchronized state. Then, after re-fastening, perform fuel cut. For this reason, when the accelerator release operation is performed in the slip engagement mode, the fuel efficiency can be improved by the lock-up re-engagement that suppresses the engagement shock.
- the coast lockup control means (FIGS. 2 and 3) is configured so that the slip rotational speed, which is the differential rotational speed between the engine rotational speed and the turbine rotational speed, is zero while the lockup differential pressure is being reduced. Torque is controlled (S16 in FIG. 2, S26 in FIG. 3). For this reason, in addition to the effect of (2), when the lock-up clutch 3 is re-engaged, it is possible to reliably suppress the occurrence of engagement shock by performing engine torque control with the target of zero slip rotation speed.
- the coast lockup control means (FIGS. 2 and 3) re-engages the lockup clutch 3 when the slip rotation speed, which is the difference between the engine rotation speed and the turbine rotation speed, becomes equal to or less than the set value ( (S17 ⁇ S18 in FIG. 2, S27 ⁇ S28 in FIG. 3). For this reason, in addition to the effect of (3), when the lock-up clutch 3 is re-engaged, the re-engagement is performed at the timing when the slip rotation speed is equal to or less than the set value, so that the occurrence of the engagement shock can be reliably suppressed.
- the coast lock-up control means increases the slope of the increase in the lock-up differential pressure when the slip rotation speed is lower than the set value than when the lock-up clutch 3 in the released state is engaged. Re-fastening as the ramp gradient (S18 in FIG. 2, S28 in FIG. 3). For this reason, in addition to the effect of (4), the re-engagement of the lock-up clutch 3 can be completed quickly after entering the synchronous rotation state, and as a result, the fuel cost improvement due to the fuel cut can be increased.
- Example 1 as the coast lockup control means, when the accelerator release operation is performed, the engine torque control is performed by lowering the lockup differential pressure of the lockup clutch 3 to the clutch meet point in the lower limit region where the clutch capacity is generated.
- the coast lock-up control means may be an example in which the engine torque control is performed with the lock-up differential pressure as it is when the accelerator release operation is performed, and the lock-up differential operation is performed when the accelerator release operation is performed.
- the engine torque control may be performed by reducing the pressure by a predetermined pressure.
- the coast lock-up control means while the lock-up differential pressure is being lowered, an example in which the engine torque is feedback-controlled so that the slip rotational speed becomes zero and an example in which the control to converge to the target engine torque is performed. Indicated.
- the coast lock-up control means if the engine torque is controlled so that the slip rotation speed becomes zero while the lock-up differential pressure is being lowered, the specific control method is limited to the first embodiment. I can't.
- Example 1 shows an example in which the lockup clutch control device of the present invention is applied to an engine vehicle equipped with a continuously variable transmission.
- the lock-up clutch control device according to the present invention can be applied to a hybrid vehicle as long as the engine is mounted on a drive source, and a stepped automatic shift is performed as a transmission.
- a stepped transmission may be used.
- it can be applied to any vehicle provided with a torque converter having a lock-up clutch between the engine and the transmission.
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- Control Of Fluid Gearings (AREA)
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- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
この車両において、アクセル踏み込み状態でロックアップクラッチに差回転があるスリップ締結モードであるときにアクセル足離し操作を行うと、エンジンをフューエルカット状態とするコーストロックアップ制御手段を設ける。
コーストロックアップ制御手段は、アクセル足離し操作を行うと、エンジン回転数とタービン回転数を同期させるエンジントルク制御を実施し、回転同期状態でロックアップクラッチを再締結し、再締結後、フューエルカットを実施する。
すなわち、フューエルカットの実施前にエンジントルク制御を実施し、エンジン回転数とタービン回転数の同期制御が行われることで、アクセル足離し操作から短時間にて回転同期状態に移行する。そして、回転同期状態でロックアップクラッチの再締結が行われることで、締結ショックの発生が抑えられる。
この結果、スリップ締結モードであるときにアクセル足離し操作を行うと、締結ショックを抑えたロックアップ再締結により燃費を向上することができる。
実施例1における車両のロックアップクラッチ制御装置の構成を、「全体システム構成」、「スリップ締結中からのコーストロックアップ制御処理構成」、「ロックアップ締結中からのコーストロックアップ制御処理構成」に分けて説明する。
図1は、実施例1のロックアップクラッチ制御装置が適用されたエンジン車を示す。以下、図1に基づき、全体システム構成を説明する。
図2は、実施例1のCVTコントロールユニット12にて実行されるスリップ締結中からのコーストロックアップ制御処理の流れを示す(コーストロックアップ制御手段)。以下、スリップ締結中からのコーストロックアップ制御処理構成をあらわす図2の各ステップについて説明する。なお、図2での「LU」という記述は、ロックアップの略称である。
ここで、アクセル踏み込み操作中(アクセルオン)は、アクセル開度センサ17により検出されたアクセル開度が0degを超えていることで判断される。
ここで、ロックアップ差圧を下げる制御では、ロックアップクラッチ3がクラッチ容量を発生する下限域のクラッチミートポイント付近(0Mpa付近)までロックアップ差圧を下げる。
ここで、エンジントルク制御では、例えば、目標スリップ回転数をゼロに設定し、実スリップ回転数が目標スリップ回転数に一致するようにフィードバック制御を行う。或いは、例えば、目標エンジントルクを小さな一定値で与え、実エンジントルクが目標エンジントルクに一致するようにエンジントルクダウン制御を行う。
ここで、設定値は、ロックアップクラッチ3を急締結しても乗員が締結ショックを感じないような小さい差回転数値とされる。
ここで、ロックアップクラッチ3の再締結制御では、ロックアップ差圧の上昇勾配を、解放状態のロックアップクラッチ3を締結する通常締結時より大きなランプ勾配とする。
図3は、実施例1のCVTコントロールユニット12にて実行されるロックアップ締結中からのコーストロックアップ制御処理の流れを示す(コーストロックアップ制御手段)。以下、ロックアップ締結中からのコーストロックアップ制御処理構成をあらわす図3の各ステップについて説明する。なお、図3のステップS25~ステップS29の各ステップは、図2のステップS15~ステップS19の各ステップに対応するので、説明を省略する。
ここで、「LU締結中」とは、ロックアップクラッチ3の締結制御中であるが、クラッチ完全締結までに至っていなく、クラッチ差回転数がある状態をいう。
実施例1のロックアップクラッチ制御装置における作用を、「スリップ締結中からのコーストロックアップ制御作用」、「ロックアップ締結中からのコーストロックアップ制御作用」、「コーストロックアップ制御の特徴作用」に分けて説明する。
まず、スリップ締結中からのコーストロックアップ制御処理作用を、図2に示すフローチャートにより説明する。
まず、ロックアップ締結中からのコーストロックアップ制御処理作用を、図3に示すフローチャートにより説明する。
上記のように、実施例1では、アクセル踏み込み状態でロックアップクラッチ3に差回転があるスリップ締結モードであるときにアクセル足離し操作を行うと、エンジン回転数とタービン回転数を同期させるエンジントルク制御を実施する。そして、回転同期状態でロックアップクラッチ3を再締結し、再締結後、エンジン1のフューエルカットを実施する構成とした。
すなわち、フューエルカットの実施前にエンジントルク制御を実施し、エンジン回転数とタービン回転数の同期制御が行われる。このため、アクセル足離し操作によるエンジン回転数の低下を待つ場合に比べ、アクセル足離し操作から短時間にて回転同期状態に移行する。そして、エンジン回転数とタービン回転数が一致している、或いは、ほぼ一致している回転同期状態でロックアップクラッチ3の再締結が行われることで、再締結前後での回転数変動やトルク変動(締結ショック)の発生が抑えられる。
この結果、スリップLU中(図2、図4)、又は、LU締結中(図3、図5)であるスリップ締結モードであるときにアクセル足離し操作を行うと、締結ショックを抑えたLU再締結ができるため、燃費が向上する。
すなわち、アクセル足離し操作に対し、容量過多となるロックアップクラッチを一度完全解放状態にしてしまうと、再締結時、LU差圧指示値を高めても油圧応答遅れにより再締結完了までに時間を要する。
これに対し、ロックアップ差圧の低下をクラッチ容量が発生する下限域のクラッチミートポイントまでの低下としたことで、再締結時、LU差圧指示値を上げると油圧応答遅れなくクラッチ容量が上昇し、素早く再締結が完了する。
すなわち、ロックアップクラッチ3を再締結する際、エンジン回転数とタービン回転数の差回転数であるスリップ回転数が大きいほど締結ショックが大きくなる。このため、回転同期制御では、スリップ回転数をできる限りゼロに近づけた状態としたい。
これに対し、スリップ回転数ゼロを目標とするエンジントルク制御を行うことで、ロックアップクラッチ3の再締結時、締結ショックの発生が確実に抑えられる。
すなわち、ロックアップクラッチ3を再締結する際、スリップ回転数が大きい再締結タイミングであるほど締結ショックが大きくなる。
これに対し、スリップ回転数が設定値以下となるタイミングでロックアップクラッチ3を再締結することで、ロックアップクラッチ3の再締結時、締結ショックの発生が確実に抑えられる。
すなわち、フューエルカットによる燃費向上代は、アクセル足離し操作時刻t2からクラッチ再締結完了時刻t4までに要する所要時間を短い時間にするほど大きい。
これに対し、ロックアップクラッチ3を大きなランプ勾配にて再締結することで、素早くクラッチ再締結が完了し、フューエルカットによる燃費向上代が大きくなる。
実施例1のロックアップクラッチ制御装置にあっては、下記に列挙する効果が得られる。
アクセル踏み込み状態でロックアップクラッチ3に差回転があるスリップ締結モードであるときにアクセル足離し操作を行うと、エンジン1をフューエルカット状態とするコーストロックアップ制御手段(図2、図3)を設け、
コーストロックアップ制御手段(図2、図3)は、アクセル足離し操作を行うと、エンジン回転数とタービン回転数を同期させるエンジントルク制御を実施し、回転同期状態でロックアップクラッチ3を再締結し、再締結後、フューエルカットを実施する。
このため、スリップ締結モードであるときにアクセル足離し操作を行うと、締結ショックを抑えたロックアップ再締結により燃費を向上することができる。
このため、(1)の効果に加え、ロックアップクラッチ3の再締結時、ロックアップ差圧指示値を上げると油圧応答遅れなくクラッチ容量が上昇することで、素早く再締結を完了させることができる。
このため、(2)の効果に加え、ロックアップクラッチ3の再締結時、スリップ回転数ゼロを目標とするエンジントルク制御を行うことにより、締結ショックの発生を確実に抑えることができる。
このため、(3)の効果に加え、ロックアップクラッチ3の再締結時、スリップ回転数が設定値以下となるタイミングで再締結を行うことで、締結ショックの発生が確実に抑えことができる。
このため、(4)の効果に加え、同期回転状態になった後、ロックアップクラッチ3の再締結が素早く完了することができ、この結果、フューエルカットによる燃費向上代を大きくすることができる。
Claims (5)
- ロックアップクラッチを有するトルクコンバータを、エンジンと変速機の間に備えた車両において、
アクセル踏み込み状態で前記ロックアップクラッチに差回転があるスリップ締結モードであるときにアクセル足離し操作を行うと、前記エンジンをフューエルカット状態とするコーストロックアップ制御手段を設け、
前記コーストロックアップ制御手段は、アクセル足離し操作を行うと、エンジン回転数とタービン回転数を同期させるエンジントルク制御を実施し、回転同期状態で前記ロックアップクラッチを再締結し、再締結後、フューエルカットを実施する
ことを特徴とする車両のロックアップクラッチ制御装置。 - 請求項1に記載された車両のロックアップクラッチ制御装置において、
前記コーストロックアップ制御手段は、アクセル足離し操作を行うと、前記ロックアップクラッチのロックアップ差圧を、クラッチ容量が発生する下限域のクラッチミートポイントまで下げてエンジントルク制御を実施する
ことを特徴とする車両のロックアップクラッチ制御装置。 - 請求項2に記載された車両のロックアップクラッチ制御装置において、
前記コーストロックアップ制御手段は、ロックアップ差圧を下げている間、エンジン回転数とタービン回転数の差回転数であるスリップ回転数がゼロとなるようにエンジントルクを制御する
ことを特徴とする車両のロックアップクラッチ制御装置。 - 請求項3に記載された車両のロックアップクラッチ制御装置において、
前記コーストロックアップ制御手段は、エンジン回転数とタービン回転数の差回転数であるスリップ回転数が設定値以下となったら、前記ロックアップクラッチを再締結する
ことを特徴とする車両のロックアップクラッチ制御装置。 - 請求項4記載された車両のロックアップクラッチ制御装置において、
前記コーストロックアップ制御手段は、スリップ回転数が設定値以下となったら、ロックアップ差圧の上昇勾配を、解放状態の前記ロックアップクラッチを締結するときより大きなランプ勾配として再締結する
ことを特徴とする車両のロックアップクラッチ制御装置。
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US15/318,415 US9815466B2 (en) | 2014-09-03 | 2014-09-03 | Lock-up clutch control device for vehicle |
PCT/JP2014/073222 WO2016035169A1 (ja) | 2014-09-03 | 2014-09-03 | 車両のロックアップクラッチ制御装置 |
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EP3190019A4 (en) | 2017-10-11 |
US20170120918A1 (en) | 2017-05-04 |
CN106536313A (zh) | 2017-03-22 |
EP3190019A1 (en) | 2017-07-12 |
JPWO2016035169A1 (ja) | 2017-06-01 |
US9815466B2 (en) | 2017-11-14 |
JP6296163B2 (ja) | 2018-03-20 |
CN106536313B (zh) | 2018-04-06 |
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