WO2017033760A1 - 車両のロックアップクラッチ制御装置及びロックアップクラッチ制御方法 - Google Patents
車両のロックアップクラッチ制御装置及びロックアップクラッチ制御方法 Download PDFInfo
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- 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
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- 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
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/42—Control of clutches
- B60Y2300/421—Control of lock-up type clutches, e.g. in a torque converter
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/10462—Dog-type clutch
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3024—Pressure
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30421—Torque of the output shaft
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/501—Relating the actuator
- F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
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- 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
- F16H2061/0075—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 characterised by a particular control method
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
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- 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
- F16H2061/146—Control of torque converter lock-up clutches using electric control means for smoothing gear shift shock
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- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/42—Input shaft speed
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- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
Definitions
- the present invention relates to a vehicle lock-up clutch control device and a lock-up clutch control method for performing control for obtaining a learning value based on meet point information at which the lock-up clutch starts torque transmission.
- the present invention has been made by paying attention to the above-mentioned problem.
- learning control is performed based on meet point information at which the lock-up clutch starts torque transmission
- the vehicle of the vehicle prevents erroneous learning while ensuring the learning frequency. It is an object of the present invention to provide a lockup clutch control device and a lockup clutch control method.
- the present invention is equipped with a torque converter having a lock-up clutch between the engine and the transmission.
- the vehicle includes a lockup control unit that performs engagement control of the lockup clutch, and a meetpoint learning control unit that performs learning control for obtaining a learning value based on meetpoint information at which the lockup clutch starts torque transmission.
- the meet point learning control unit estimates the lockup transmission torque based on the difference between the engine torque and the torque converter transmission torque when the lockup clutch shifts from the non-engaged state to the engaged state while the vehicle is running.
- the meet point detection hydraulic pressure when it is determined that the estimated value of the lockup transmission torque has entered an upward trend is used as meet point information.
- the meet point detection hydraulic pressure when it is determined that the estimated value of the lockup transmission torque enters an upward trend is used as meet point information in the meet point learning control. That is, when the engine speed fluctuates during traveling, the transmission torque of the torque converter changes and the transmission torque of the lockup clutch also changes.
- the meet point detection hydraulic pressure decreases the hydraulic pressure at which the estimated lockup transmission torque estimated based on the difference between the engine torque and the torque converter transmission torque tends to increase, that is, the transmission torque of the lockup clutch decreases. The oil pressure is gone.
- the learning value is determined using the meet point detection hydraulic pressure when it is determined that the estimated value of the lockup transmission torque has entered an upward trend, so erroneous learning is prevented.
- the meet point learning control process is started.
- learning control is performed based on meet point information at which the lockup clutch starts torque transmission, erroneous learning can be prevented while ensuring the learning frequency.
- FIG. 1 is an overall system diagram illustrating an engine vehicle to which a lockup clutch control device and a lockup clutch control method according to a first embodiment are applied. It is a shift map figure which shows an example of the shift map used by the shift control of a CVT control unit. It is a lockup map figure which shows an example of a lockup map used by the lockup clutch control of a CVT control unit. It is the flowchart 1 which shows the flow of the lockup learning control process performed in the meet point learning control part of the CVT control unit of Example 1. FIG. It is the flowchart 2 which shows the flow of the lockup learning control process performed in the meet point learning control part of the CVT control unit of Example 1. FIG.
- Example 6 is a time chart illustrating characteristics of an LU command value and an LU transmission torque estimation value for explaining a meet point detection operation when the lockup clutch shifts from a non-engaged state to an engaged state during traveling in the first embodiment. It is a time chart which shows the meet point learning effect
- the lockup clutch control device and the lockup clutch control method in the first embodiment are applied to an engine vehicle equipped with a torque converter with a lockup clutch and a continuously variable transmission.
- the configuration of the engine vehicle lock-up clutch control device according to the first embodiment will be described by dividing it into an “overall system configuration” and a “meet point learning control processing configuration”.
- FIG. 1 shows an engine vehicle to which the lockup clutch control device and the lockup clutch control method of the first embodiment are 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.
- the lockup clutch 3 is controlled to be engaged / slip engaged / released by the LU actual hydraulic pressure generated based on the LU command pressure from the CVT control unit 12 described later.
- the transmission input shaft 5 is provided with an oil pump 9 that is pump-driven by a driving force transmitted from the engine 1 via the torque converter 4.
- 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 controls the gear ratio by changing the belt contact diameter to the primary pulley and the secondary pulley, and the output rotation after the shift is via the drive shaft 7. And transmitted to the drive wheel 8.
- 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 performs various controls related to the engine 1 such as fuel injection control and fuel cut control to the engine 1. Then, the engine control unit 11 generates an engine torque signal based on the rotational speed and torque-related characteristics of the engine 1 and the engine rotational speed and fuel injection amount at that time. When there is a request from the CVT control unit 12, the engine torque signal information is provided to the CVT control unit 12.
- the CVT control unit 12 performs shift control for controlling the gear ratio of the continuously variable transmission 6, lockup clutch control for switching engagement / slip engagement / release of the lockup clutch 3, and the like. Further, meet point learning control is performed to acquire a meet point learning value (LU command pressure) for starting torque transmission when the lockup clutch 3 is engaged.
- meet point learning control is performed to acquire a meet point learning value (LU command pressure) for starting torque transmission when the lockup clutch 3 is engaged.
- the basic control of the lock-up clutch control is performed by a lock-up control unit 12b included in the CVT control unit 12, and is intended to improve fuel consumption in a driving state by depressing the accelerator, using a lock-up map shown in FIG. Done. That is, when the operating point determined by the vehicle speed VSP and the accelerator opening APO crosses the OFF ⁇ ON line in FIG. 3 in the low vehicle speed range, an LU engagement request is issued and the unlocked lockup clutch 3 is engaged. On the other hand, when the operating point determined by the vehicle speed VSP and the accelerator opening APO crosses the ON ⁇ OFF line in FIG. 3, an LU release request is issued, and the lockup clutch 3 in the engaged state is released.
- the meet point learning control is performed by the meet point learning control unit 12c included in the CVT control unit 12.
- [Meetpoint learning control processing configuration] 4 and 5 show the flow of a meet point learning control process executed by the meet point learning control unit 12c of the CVT control unit 12 of the first embodiment (meet point learning control means).
- this meet point learning control process is started every time an LU engagement operation for engaging the unlocked lockup clutch 3 is started when the LU engagement request is output in the lockup clutch control.
- “LU” is an abbreviation for “lock-up”
- “LU / C” is an abbreviation for “lock-up clutch”
- T / C” is an abbreviation for “torque converter”. It is.
- the LU transmission torque is estimated, and the process proceeds to step S2.
- the LU transmission torque estimated value which is the estimated value of the LU transmission torque, is basically obtained from the difference between the engine torque and the torque converter transmission torque. More specifically, it is calculated by the following equation.
- Estimated LU transmission torque Te- ⁇ x Ne 2 -OPLOS (1)
- Te Engine torque signal value
- ⁇ Torque capacity coefficient (default)
- Ne Engine speed signal value (from engine speed sensor 14)
- OPLOS Oil pump friction loss torque
- the engine torque signal value Te is obtained from the engine control unit 11 by issuing an information request.
- the torque capacity coefficient ⁇ is given as a value corresponding to the speed ratio at that time using the torque capacity coefficient characteristic with respect to the speed ratio.
- the engine speed signal value Ne is acquired from the engine speed sensor 14. ( ⁇ ⁇ Ne 2 ) in the equation (1) is a torque converter transmission torque.
- Oil pump friction loss torque OPLOS OPLOS PL x O / P specific discharge amount + Ne x Engine rotation dependency coefficient (2)
- PL Line pressure
- O / P specific discharge amount O / P discharge amount on the engine shaft
- Engine rotation dependency coefficient Calculated by a coefficient expression obtained through experiments or the like.
- step S2 following the estimation of the LU transmission torque in step S1, a change amount of the LU transmission torque estimated value is calculated, and the process proceeds to step S3.
- the LU transfer torque estimated value change amount is a change amount per unit time of the LU transfer torque estimated value
- the LU transfer torque estimated value change amount LU transfer torque estimated value (current) ⁇ LU transfer torque estimated value ( For a predetermined time).
- the monotonic increase determination flag TLUEDGEFLG is set in step S5 when the LU transfer torque estimated value change amount exceeds the edge detection threshold.
- the “edge detection threshold value” is a value by which the LU transmission torque estimated value change amount can be determined that the LU transmission torque estimated value has entered an upward trend regardless of the influence of the rotational speed fluctuation or torque fluctuation of the engine 1, that is, The LU transmission torque estimated value change amount corresponding to the variation fluctuation is set to a value slightly larger.
- step S6 following the setting of the monotonic increase determination flag TLUEDGEFLG in step S5, the LU transmission torque estimated value TLUEDGE and the LU command value LUPRSEDGE when it is determined that the LU transmission torque estimated value change amount> the edge detection threshold value are stored, Proceed to step S8.
- the “monotonic increase determination threshold value” is a value for determining that the LU transfer torque estimated value change amount is increasing monotonically, that is, when the increase gradient of the LU transfer torque estimated value is low or does not increase. It is set to a value that excludes the case where it is horizontal.
- step S8 LU transmission torque estimated value TLUEDGE and LU command value LUPRSEDGE in step S6 are stored, or LU transmission torque estimated value change amount in step S7> monotonic increase determination threshold value, LU transmission.
- the calculation variation of the estimated torque value is calculated, and the process proceeds to step S9.
- step S9 following the calculation of the LU transmission torque estimated value calculation variation in step S8, it is determined whether or not the LU transmission torque estimated value is larger than the LU transmission torque estimated value calculation variation. If YES (LU transmission torque estimated value> LU transmission torque estimated value calculation variation), the process proceeds to step S10. If NO (LU transmission torque estimated value ⁇ LU transmission torque estimated value calculation variation), the process proceeds to step S11.
- the “lower point” and “upper point” are both points that are 50% or less of the T / C input torque.
- step S13 following the determination that the lower point has been passed in step S12, the LU transmission torque estimated value TLULOP and the LU command value LUPRSLOP when passing the lower point are stored, and the process proceeds to step S14.
- step S14 following the determination that the lower point has not been passed in step S12 or the storage of the LU transmission torque estimated value TLULOP and LU command value LUPRSLOP in step S13, the LU transmission torque estimated value is T / It is determined whether or not a predetermined ratio (upper point) has passed with respect to the C input torque. If YES (passed the upper point), the process proceeds to step S15. If NO (passed the upper point), the process proceeds to step S17.
- the predetermined ratio of the “upper point” to the T / C input torque is higher than the “lower point” and 50% or less of the T / C input torque, and the “lower point” is a predetermined ratio width. This is the point of the estimated LU transmission torque that has been deviated.
- step S15 following the determination that the upper point has been passed in step S14, the LU transmission torque estimated value TLUHIP and the LU command value LUPRSHIP when passing the upper point are stored, and the process proceeds to step S16.
- step S16 following the storage of the LU transmission torque estimated value TLUHIP and LU command value LUPRSHIP in step S15, a meet point estimated pressure is calculated, and the process proceeds to step S17.
- the “meet point estimated pressure” is the LU command value at the meet point from the LU transfer torque estimated value TLULOP and LU command value LUPRSLOP at the lower point, the LU transfer torque estimated value TLUHIP and the LU command value LUPRSHIP at the upper point.
- LUPRSEDGE # LUPRSLOP- (LUPRSHIP-LUPRSLOP) / (TLUHIP-TLULOP) * (TLULOP-TLUEDGE).
- This calculation formula is a formula for calculating the LU command value at the point where the LU transmission torque estimated value starts increasing when the lower point and the upper point are connected.
- step S17 it is determined whether or not the lock-up clutch LU / C is engaged following the determination that the upper point has not been passed in step S14 or the calculation of the estimated meet point pressure in step S16. If YES (LU / C is engaged), the process proceeds to step S18. If NO (LU / C is not engaged), the process returns to step S1.
- “LU / C has been engaged” is a determination that the lockup clutch LU / C has completed the engagement, and this determination is based on the assumption that the LU transmission torque estimate is relative to the T / C input torque. This is done by reaching a fastening determination ratio (for example, a value of 80% or more).
- step S18 following the determination that the LU / C is engaged in step S17, the LU command value LUPRSEDGE stored in step S6 is set as the meet point detection pressure, and the process proceeds to step S19.
- the meet point detection pressure refers to a value temporarily set by the current process as an LU command value corresponding to the meet point detection pressure.
- step S19 following the temporary setting of the meet point detection pressure in step S18, it is determined whether the learning value update permission condition is satisfied. If YES (study value update permission condition is satisfied), the process proceeds to step S20. If NO (learning value update permission condition is not satisfied), the process proceeds to step S23.
- step S20 following the determination that the learning value update permission condition is satisfied in step S19, it is determined whether the meet point verification result is valid. If YES (meet point verification result is valid), the process proceeds to step S21. If NO (meet point verification result is not valid), the process proceeds to step S23.
- the meat point is verified by a lower limit predetermined value ⁇
- step S21 following the determination that the meet point verification result in step S20 is valid, the update correction amount of the meet point learning value is calculated, and the process proceeds to step S22.
- the meet point learning value is a value obtained based on the meet point detection pressure (the LU command value stored in step S6).
- the difference amount is set.
- the “learning correction amount” refers to a maximum correction amount that is determined in advance as a magnitude to be corrected each time one learning correction is experienced.
- step S22 following the update correction amount calculation of the learning value in step S21, the meet point learning value is updated, and the process proceeds to step S23.
- the update of the meet point learning value means that the meet point learned value stored up to the previous time is rewritten and stored as a new meet point learned value obtained from the previous meet point learned value and the learning correction amount. It means to make it.
- step S23 it is determined in step S7 that LU transmission torque estimated value change amount ⁇ monotonic increase determination threshold, or in step S19, it is determined that the learning value update permission condition is not satisfied, or in step S20.
- the flag is cleared and the process proceeds to the end.
- the flags to be cleared are the monotonic increase determination flag TLUEDGEFLG and the capacity determination flag CAPAFLG.
- the operations of the lockup clutch control device and the lockup clutch control method applied to the engine vehicle of the first embodiment are the “meet point learning control processing operation”, “meet point learning control operation”, and “meet point learning control characteristic operation”. It is divided and explained.
- step S5 it is determined whether or not LU transmission torque estimated value change amount> monotonic increase determination threshold value. If LU transfer torque estimated value change amount> monotonic increase determination threshold value, the process proceeds to step S8 to meet point learning processing. Continue. If the LU transfer torque estimated value change amount ⁇ monotonic increase determination threshold value, the process proceeds from step S23 to the end, where the LU transfer torque estimated value change amount does not have a monotonically increasing relationship (using the monotonically increasing characteristic of the LU transfer torque estimated value) Therefore, the meeting point learning process is terminated.
- step S7 While it is determined in step S7 that the LU transmission torque estimated value change amount is larger than the monotonic increase determination threshold value, the process proceeds from step S7 to step S8 to step S9.
- step S8 the calculation variation of the LU transmission torque estimated value is calculated.
- step S9 it is determined whether or not the LU transmission torque estimated value is larger than the LU transmission torque estimated value calculation variation. Then, when the process shifts from (LU transmission torque estimated value ⁇ LU transmission torque estimated value calculation variation) to (LU transmission torque estimated value> LU transmission torque estimated value calculation variation) in step S9, the process proceeds to step S10.
- step S12 it is determined whether or not the LU transmission torque estimated value has passed a predetermined ratio (lower point) with respect to the T / C input torque. If the lower point has been passed, the process proceeds to step S13. In step S13, the LU transmission torque estimated value TLULOP and the LU command value LUPRSLOP when the lower point has been passed are stored. After passing the lower point, in step S14, it is determined whether or not the LU transmission torque estimated value has passed a predetermined ratio (upper point) with respect to the T / C input torque. If the upper point is passed, the process proceeds to step S15, and in step S15, the LU transmission torque estimated value TLUHIP and the LU command value LUPRSHIP when the upper point is passed are stored.
- a predetermined ratio lower point
- step S16 the meet point estimated pressure LUPRSEDGE #, which is the LU command value at the point where the LU transmission torque estimated value starts increasing when the lower point and the upper point are connected, is calculated, and the process proceeds to step S17. .
- step S17 it is determined whether or not the lockup clutch LU / C is engaged. When the engagement of the lockup clutch LU / C is completed, the process proceeds to step S18 and subsequent steps. If the engagement of the lockup clutch LU / C has not been completed, the process returns to step S1, and the calculation of the LU transmission torque estimated value in step S1 and the calculation of the LU transmission torque estimated value change amount in step S2 are locked. The process continues until it is determined that the up-clutch LU / C has been engaged.
- step S17 If it is determined in step S17 that the engagement of the lockup clutch LU / C has been completed, the process proceeds to step S18.
- step S18 the LU command value LUPRSEDGE stored in step S6 is set as the meet point detection pressure.
- step S19 it is determined whether or not the learning value update permission condition is satisfied. If it is determined in step S19 that the learning value update permission condition is not satisfied, the process proceeds from step S23 to end, and the meet point learning value is likely to be erroneously learned, and the meet point learning process is terminated. If it is determined in step S19 that the learning value update permission condition is satisfied, the process proceeds to step S20. In step S20, it is determined whether or not the meet point verification result is valid. If it is determined in step S20 that the meet point verification result is not valid, the process proceeds from step S23 to end, and the meet point learning value is likely to be erroneously learned, and the meet point learning process is terminated.
- step S19 If it is determined in step S19 that the learning value update permission condition is satisfied, and it is determined in step S20 that the meet point verification result is valid, step S20 ⁇ step S21 ⁇ step S22 ⁇ step S23 ⁇ end. Advance and the meet point learning value is updated. That is, in step S21, the learning correction amount of the meet point learning value is calculated, and in the next step S22, the meet point learning value is updated.
- time t1 is the output time of the LU engagement request.
- Time t2 is the time for calculating the estimated meet point pressure.
- Time t3 is the determination time of the meet point detection pressure, and time t4 is the lower point passage time.
- Time t5 is the upper point passage time.
- Time t6 is a 50% passage time with respect to the T / C input torque.
- Time t7 is an engagement completion determination time of the lockup clutch 3.
- the LU transfer torque estimated value and the LU transfer torque estimated value change amount are calculated from the time t1 when the LU engagement request is output, and when the LU transfer torque estimated value change amount exceeds the edge detection threshold at time t3, at time t3 LU command pressure is stored.
- the stored LU command pressure reaches time t7, it is set to meet point detection pressure LUPRSEDGE.
- the meet point estimated pressure LUPRSEDGE # is calculated using the acquired information at the lower point, the acquired information at the upper point, and the LU command pressure LUPRSEDGE. Is done. That is, as shown in FIG.
- the LU command value at the position of the intersection (time t2) between the extension point and the coordinate line where the estimated value of the LU transmission torque is zero is connected to the lock-up clutch.
- 3 is the meet point estimated pressure LUPRSEDGE # at which the torque transmission state is switched.
- the meet point estimated pressure LUPRSEDGE # is calculated and it is determined that the learning value update permission condition is satisfied, it is determined whether or not the verification result of the meet point detection pressure LUPRSEDGE is valid. That is, as shown in FIG. 6, when the difference absolute value between the meet point detection pressure LUPRSEDGE and the meet point estimated pressure LUPRSEDGE # is within the range from the lower limit predetermined value to the upper limit predetermined value, the meet point verification result is valid. It is judged. When it is determined that the meet point verification result is valid, the currently acquired meet point detection pressure LUPRSEDGE is taken into the learning value update processing, and the meet point learned value stored up to the previous time is updated. If it is determined that the meet point verification result is not valid, the currently acquired meet point detection pressure LUPRSEDGE is discarded and the meet point learning value is not updated.
- the “standby pressure” is a hydraulic pressure that does not have an L / U capacity for storing hydraulic oil in the lockup hydraulic circuit in preparation for the stroke start of the lockup clutch 3.
- “Initial pressure P” is a hydraulic pressure given by an LU command value that rises stepwise so that the stroke of the lockup clutch 3 can be completed within a predetermined time at the start of LU engagement control. The lower oil pressure does not have L / U capacity.
- the “learning value L” is set as an upper limit value to a lower limit value that can be taken due to hardware variations, and the initial learning value is determined as the variation lower limit value.
- the “offset pressure” is a constant (adapted value for each accelerator opening) determined by how much the initial pressure P is lowered from the meet point M.
- the LU command value (LUPRS) to the lock-up clutch 3 is increased at a predetermined slope (applicable value).
- L_1 existing meet point learning value L_0 + learning correction amount E.
- the LU command value is updated with the updated meet point learned value L_1 and the offset pressure. Is increased to the next initial pressure P_1 obtained at the same time. Then, LU engagement control is performed in which the LU command value raised to the initial pressure P_1 is increased by an inclination that suppresses the lock-up shock.
- a stable lock-up clutch can be used so that the time required from the LU engagement request to the generation of the clutch transmission torque can be set to a short fixed time even if there are manufacturing variations and aging. 3 fastening responsiveness is ensured.
- the LU transmission torque estimated value estimated based on the difference between the engine torque (engine torque signal value Te) and the torque converter transmission torque ( ⁇ ⁇ Ne 2 ) tends to increase. This is the hydraulic pressure at which the transmission torque of the lockup clutch 3 can no longer be reduced.
- the learning value L is determined using the meet point detection pressure LUPRSEDGE when it is determined that the estimated lockup transmission torque value has entered an upward trend, so that erroneous learning is prevented.
- the meet point learning control process is started.
- learning control is performed based on the meet point information at which the lockup clutch 3 starts torque transmission, erroneous learning is prevented while ensuring the learning frequency.
- the clutch meet point determination condition is that the amount of change in the LU transmission torque estimated value exceeds the edge detection threshold value indicating the start of monotonic increase in the LU transmission torque estimated value.
- the meet point estimated pressure LUPRSEDGE # at which the lockup clutch 3 starts torque transmission is calculated based on an extension line connecting the lower point and the upper point on the rising characteristic line of the LU transmission torque estimated value. Then, the meet point detection pressure LUPRSEDGE and the meet point estimated pressure LUPRSEDGE # are compared, and if the difference is less than a predetermined value, the meet point detection pressure LUPRSEDGE is captured as meet point information for obtaining the learning value L. In other words, the meet point detection pressure LUPRSEDGE can be stored as the learning value of the meet point as it is, but since the determination of the clutch meet point using the LU transmission torque estimated value, the meet point detection pressure LUPRSEDGE is falsely detected.
- the meet point estimated pressure LUPRSEDGE # This is confirmation information as to whether or not the point detection pressure LUPRSEDGE is incorrect. Therefore, when the meet point detection pressure LUPRSEDGE is erroneously detected, the erroneously detected meet point detection pressure LUPRSEDGE is prevented from being taken in as meet point information for obtaining the learning value L.
- the intersection of the extended line of the connected lines and the coordinate line having the LU transmission torque estimated value of zero is set as the meet point estimated pressure LUPRSEDGE # at which the lockup clutch 3 starts torque transmission. That is, when the LU command pressure is given by a monotonically increasing characteristic, the LU transmission torque estimated value basically has a monotonically increasing characteristic.
- the monotonic increase characteristic linear function characteristic
- the monotonic increase characteristic of the LU transmission torque estimated value can be approximated by drawing a line connecting two separated points. Therefore, by approximating the monotonic increase characteristic of the LU transmission torque estimated value by connecting two points, the meet point estimated pressure LUPRSEDGE # is obtained with a simple calculation process.
- the first predetermined ratio and the second predetermined ratio are set to 50% or less with respect to the T / C input torque. That is, when the LU command pressure is given by a monotonic increase characteristic, the increase characteristic of the LU transmission torque estimated value becomes a monotonic increase characteristic up to about 50% of the T / C input torque, and the T / C input torque If it exceeds 50%, the increasing gradient will gradually decrease. When approximating the characteristics of the LU transmission torque estimated value by connecting two points, the closeness is enhanced by selecting two points up to about 50% of the T / C input torque that is monotonically increasing.
- the closeness to the monotonically increasing characteristic of the LU transmission torque estimated value can be improved and the accuracy can be improved.
- the meet point estimated pressure LUPRSEDGE # is well acquired.
- lock-up control means for controlling the engagement of the lock-up clutch 3 Unit 12b, FIG. 3
- meet point learning control means for performing learning control for obtaining a learning value L based on meet point information at which the lockup clutch 3 starts torque transmission. 5
- meet point learning control means meet point learning control unit 12c, FIG. 4 and FIG. 5 is used when the lockup clutch 3 shifts from the non-engaged state to the engaged state while the vehicle is running.
- Lockup transmission based on the difference between engine torque (engine torque signal value Te) and torque converter transmission torque ( ⁇ ⁇ Ne 2 )
- the estimated torque (LU transmission torque) (S1 in FIG. 4) and the meet point detection pressure LUPRSEDGE when it is determined that the lockup transmission torque estimated value (LU transmission torque estimated value) has entered an upward trend, Information (S18 in FIG. 5).
- the meet point learning control means (meet point learning control unit 12c, FIG. 4 and FIG. 5) is an edge where the lockup transmission torque estimated value change amount (LU transfer torque estimated value change amount) indicates the start of monotonic increase.
- the detection threshold is exceeded (YES in S4 in FIG. 4)
- the lockup transmission torque estimated value (LU transmission torque estimated value) has started to increase
- the hydraulic pressure information (LU command value) acquired at this determination timing is determined.
- the meet point detection pressure LUPRSEDGE is set (S6 in FIG. 4). For this reason, in addition to the effect of (1), when the clutch meet point is determined using the lockup transmission torque estimated value (LU transmission torque estimated value), the meet point detection pressure LUPRSEDGE can be obtained with high accuracy.
- the meet point learning control means (meet point learning control unit 12c, FIG. 4 and FIG. 5) has a plurality of hydraulic points (lower points) on the rising characteristic line of the lockup transmission torque estimated value (LU transmission torque estimated value).
- Upper point is estimated based on the extension line connecting the lockup clutch 3 to estimate torque point LUPRSEDGE # at which torque transmission is started, and meet point detection pressure LUPRSEDGE and meet point estimation pressure LUPRSEDGE # are compared. Is less than the predetermined value, the meet point detection pressure LUPRSEDGE is taken in as meet point information for obtaining the learning value L (S20 ⁇ S21 ⁇ S22 in FIG. 5).
- the meet point learning control means (meet point learning control unit 12c, FIG. 4 and FIG. 5) has a first predetermined ratio with respect to the torque converter input torque (T / C input torque) of the lockup clutch 3.
- the first hydraulic pressure point (lower point) and the second hydraulic pressure point (upper point) having a second predetermined ratio larger than the first predetermined ratio are connected, and the extension line and the lockup transmission torque
- the intersection with the coordinate line where the estimated value (LU transmission torque estimated value) is zero is estimated as the meet point estimated pressure LUPRSEDGE # at which the lockup clutch 3 starts torque transmission. For this reason, in addition to the effect of (3), the meet point estimated pressure LUPRSEDGE # can be obtained with high accuracy by a simple calculation process.
- the meet point learning control means determines the first predetermined ratio and the second predetermined ratio as torque converter input torque (T / C input torque). 50% or less. For this reason, in addition to the effect of (4), the closeness to the monotonic increase characteristic of the lockup transmission torque estimated value (LU transmission torque estimated value) is enhanced, and the meet point estimated pressure LUPRSEDGE # can be obtained with high accuracy.
- the lockup control means (lockup control unit 12b, FIG. 3) subtracts the offset pressure from the learning value L determined based on the meet point detection pressure LUPRSEDGE, for the initial pressure P supplied to the lockup clutch 3.
- the engagement control of the lockup clutch 3 is performed using the calculated initial pressure P. For this reason, in addition to the effects of (1) to (5), even if there is a manufacturing variation or aging, the time required from the LU engagement request to the generation of the clutch transmission torque becomes a short fixed time, and the stable lock-up clutch 3 The fastening responsiveness can be ensured.
- the meet point learning control unit 12c performs the learning control to obtain the meet value L of the meet point by the LU command value using the meet point detection pressure LUPRSEDGE at which the lockup clutch 3 starts torque transmission as the meet point information.
- the meet point learning control unit 12c may be an example in which the meet point detection pressure LUPRSEDGE is used as meet point information and learning control is performed to obtain a learning value of the initial pressure based on the LU command value.
- Example 1 shows an example in which the learning value L is obtained based on the meet point detection pressure LUPRSEDGE when the meet point learning control unit 12c is determined to be valid based on the verification result based on the meet point estimated pressure LUPRSEDGE #.
- the meet point learning control unit 12c is verified based on conditions other than the meet point estimated pressure, such as a deviation range condition from the already stored meet point learned value, and is determined to be appropriate in the verification result.
- the learning value may be obtained based on the meet point detection pressure.
- the meet point learning control unit 12c may be configured to omit the verification by tightening the learning value update permission condition and obtain the learning value based on the meet point detection pressure when the learning value update permission condition is satisfied.
- the meet point learning control unit 12c assumes that the LU transmission torque estimated value is a monotonic increase characteristic, determines the monotonic increase characteristic based on information from two points, the upper point and the lower point, and determines the meet point estimated pressure.
- An example of obtaining LUPRSEDGE # is shown.
- the meet point learning control unit 12c assuming that the LU transfer torque estimated value is a high-order function characteristic, the high-order function characteristic is determined based on information from three or more points, and the meet point estimated pressure is obtained. good.
- Embodiment 1 shows an example in which the lockup clutch control device and the lockup clutch control method of the present invention are applied to an engine vehicle equipped with a continuously variable transmission.
- the lock-up clutch control device and the lock-up clutch control method of the present invention can be applied to a hybrid vehicle as long as the vehicle is equipped with an engine as a drive source, and can also be used as a transmission.
- a stepped transmission that performs automatic shifting in stages may be used. In short, 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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Abstract
Description
図1は、実施例1のロックアップクラッチ制御装置及びロックアップクラッチ制御方法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4及び図5は、実施例1のCVTコントロールユニット12のミートポイント学習制御部12cにて実行されるミートポイント学習制御処理の流れを示す(ミートポイント学習制御手段)。以下、ミートポイント学習制御処理構成をあらわす図4及び図5の各ステップについて説明する。なお、このミートポイント学習制御処理は、ロックアップクラッチ制御において、LU締結要求が出力されると処理を開始し、解放状態のロックアップクラッチ3を締結するLU締結動作を経験する毎に実行される。また、図4及び図5で用いる「LU」は「ロックアップ」の略称であり、「LU/C」は「ロックアップクラッチ」の略称であり、「T/C」は「トルクコンバータ」の略称である。
LU伝達トルク推定値=Te-τ×Ne2-OPLOS …(1)
Te:エンジントルク信号値
τ:トルク容量係数(既定値)
Ne:エンジン回転信号値(エンジン回転数センサ14から)
OPLOS:オイルポンプフリクションロストルク
なお、エンジントルク信号値Teは、情報要求を出してエンジンコントロールユニット11から取得する。トルク容量係数τは、速度比に対するトルク容量係数特性を用い、そのときの速度比に応じた値で与える。エンジン回転信号値Neは、エンジン回転数センサ14から取得する。(1)式の(τ×Ne2)は、トルクコンバータ伝達トルクである。オイルポンプフリクションロストルクOPLOSは、
OPLOS=PL×O/P固有吐出量+Ne×エンジン回転依存係数 …(2)
PL:ライン圧
O/P固有吐出量:エンジン軸上のO/P吐出量
エンジン回転依存係数:実験等により求められた係数
の式により演算される。
ここで、学習値更新許可条件としては、
・下限所定値<油温<上限所定値(油温条件)
・下限所定値<スロットル開度<上限所定値(スロットル開度条件)
・エンジントルク変化幅<トルク変化閾値(エンジントルク安定条件)
・スロットル開度変化幅<開度変化閾値(スロットル開度安定条件)
・所定値<エンジン回転数(油量収支判定条件)
があり、これらの条件を全て満足するときに学習値更新許可条件成立と判断される。
以下、実施例1におけるミートポイント学習制御処理作用を、図4及び図5に示すフローチャートに基づき説明する。
まず、実施例1におけるミートポイント検知作用を、図6に示すタイムチャートに基づき説明する。図6において、時刻t1はLU締結要求の出力時刻である。時刻t2はミートポイント推定圧の計算時刻である。時刻t3はミートポイント検知圧の判断時刻、時刻t4は下点通過時刻である。時刻t5は上点通過時刻である。時刻t6はT/C入力トルクに対する50%通過時刻である。時刻t7はロックアップクラッチ3の締結完了判定時刻である。なお、LU指令値を、LU締結要求が出力される時刻t1(LU指令値=初期圧)から比例的に上昇させ、ロックアップクラッチ3を締結させるときのLU伝達トルク推定値によるミートポイント検知作用を例として説明する。
実施例1では、車両の走行中にロックアップクラッチ3が非締結状態から締結状態へ向かって移行するとき、エンジントルク(エンジントルク信号値Te)とトルクコンバータ伝達トルク(τ×Ne2)との差分に基づいてLU伝達トルクを推定する。そして、ロックアップ伝達トルク推定値が上昇傾向に入ったと判断されたときのミートポイント検知圧LUPRSEDGEを、ミートポイント学習制御でのミートポイント情報とする構成とした。即ち、車両の走行中においてエンジン回転数が変動すると、トルクコンバータ4の伝達トルクが変化するし、ロックアップクラッチ3の伝達トルクも変化する。これに対し、ミートポイント検知圧LUPRSEDGEは、エンジントルク(エンジントルク信号値Te)とトルクコンバータ伝達トルク(τ×Ne2)との差分に基づいて推定されるLU伝達トルク推定値が上昇傾向となった油圧、つまり、ロックアップクラッチ3の伝達トルクが下がらなくなった油圧である。このように、ロックアップ伝達トルク推定値が上昇傾向に入ったと判断されたときのミートポイント検知圧LUPRSEDGEを、ミートポイント情報として学習値Lが決められるので、誤学習が防止される。そして、車両の走行中にロックアップクラッチ3が非締結状態から締結状態へ向かって移行するロックアップ締結制御を経験すると、ミートポイント学習制御処理が開始される。この結果、ロックアップクラッチ3がトルク伝達を開始するミートポイント情報に基づいて学習制御を行うとき、学習頻度を確保しながらも誤学習が防止される。
Claims (7)
- エンジンと変速機の間にロックアップクラッチを有するトルクコンバータを搭載した車両において、
前記ロックアップクラッチの締結制御を行うロックアップ制御部と、
前記ロックアップクラッチがトルク伝達を開始するミートポイント情報に基づいて学習値を得る学習制御を行うミートポイント学習制御部と、を備え、
前記ミートポイント学習制御部は、前記車両の走行中に前記ロックアップクラッチが非締結状態から締結状態へ向かって移行するとき、エンジントルクとトルクコンバータ伝達トルクとの差分に基づいてロックアップ伝達トルクを推定し、ロックアップ伝達トルク推定値が上昇傾向に入ったと判断されたときのミートポイント検知圧を、前記ミートポイント情報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、
前記ミートポイント学習制御部は、前記ロックアップ伝達トルク推定値の変化量が、単調増加の開始をあらわすエッジ検出閾値を超えると、前記ロックアップ伝達トルク推定値が上昇傾向に入ったと判断し、この判断タイミングで取得した油圧情報を、前記ミートポイント検知圧とする車両のロックアップクラッチ制御装置。 - 請求項1又は請求項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、
前記ミートポイント学習制御部は、前記ロックアップ伝達トルク推定値の立ち上がり特性線上に有する複数の油圧点を結んだ延長線に基づいて推定される油圧を、前記ロックアップクラッチがトルク伝達を開始するミートポイント推定圧とし、前記ミートポイント検知圧と前記ミートポイント推定圧を比較し、その差分が所定値未満であれば、前記ミートポイント検知圧を、学習値を得るミートポイント情報として取り込む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、
前記ミートポイント学習制御部は、前記ロックアップクラッチの前記ロックアップ伝達トルク推定値が完全締結状態における前記ロックアップクラッチの伝達トルクに対し第1の所定の割合になった第1の油圧点と、前記第1の所定の割合より大きな第2の所定の割合になった第2の油圧点を結び、その延長線と前記ロックアップ伝達トルク推定値がゼロの座標線との交点を、前記ミートポイント推定圧とする車両のロックアップクラッチ制御装置。 - 請求項4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、
前記ミートポイント学習制御部は、前記第1の所定の割合及び前記第2の所定の割合を、トルクコンバータ入力トルクに対して50%以下とする車両のロックアップクラッチ制御装置。 - 請求項1から請求項5までの何れか一項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、
前記ロックアップ制御部は、前記ロックアップクラッチに供給する初期圧を、前記ミートポイント検知圧に基づき決められた学習値からオフセット圧を差し引くことで算出し、算出した初期圧を用いて前記ロックアップクラッチの締結制御を行う車両のロックアップクラッチ制御装置。 - エンジンと変速機の間にロックアップクラッチを有するトルクコンバータを搭載した車両において、
前記ロックアップクラッチの締結制御を行うロックアップ制御部と、
前記ロックアップクラッチがトルク伝達を開始するミートポイント情報に基づいて学習値を得る学習制御を行うミートポイント学習制御部と、を備え、
前記ミートポイント学習制御部は、前記車両の走行中に前記ロックアップクラッチが非締結状態から締結状態へ向かって移行するとき、エンジントルクとトルクコンバータ伝達トルクとの差分に基づいてロックアップ伝達トルクを推定し、ロックアップ伝達トルク推定値が上昇傾向に入ったと判断されたときのミートポイント検知圧を、前記ミートポイント情報とする車両のロックアップクラッチ制御方法。
Priority Applications (5)
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EP16839107.6A EP3343075A4 (en) | 2015-08-24 | 2016-08-12 | Vehicle lock-up clutch control device and lock-up clutch control method |
JP2017536740A JP6434156B2 (ja) | 2015-08-24 | 2016-08-12 | 車両のロックアップクラッチ制御装置及びロックアップクラッチ制御方法 |
CN201680049242.7A CN107923526B (zh) | 2015-08-24 | 2016-08-12 | 车辆的锁止离合器控制装置及锁止离合器控制方法 |
US15/753,705 US10371256B2 (en) | 2015-08-24 | 2016-08-12 | Vehicle lock-up clutch control device and lock-up clutch control method |
KR1020187004946A KR101992072B1 (ko) | 2015-08-24 | 2016-08-12 | 차량의 로크업 클러치 제어 장치 및 로크업 클러치 제어 방법 |
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JP2015165065 | 2015-08-24 |
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WO2017033760A1 true WO2017033760A1 (ja) | 2017-03-02 |
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PCT/JP2016/073703 WO2017033760A1 (ja) | 2015-08-24 | 2016-08-12 | 車両のロックアップクラッチ制御装置及びロックアップクラッチ制御方法 |
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US (1) | US10371256B2 (ja) |
EP (1) | EP3343075A4 (ja) |
JP (1) | JP6434156B2 (ja) |
KR (1) | KR101992072B1 (ja) |
CN (1) | CN107923526B (ja) |
WO (1) | WO2017033760A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2019158056A (ja) * | 2018-03-15 | 2019-09-19 | ジヤトコ株式会社 | 自動変速機のロックアップ制御装置 |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
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US11754175B2 (en) * | 2019-10-09 | 2023-09-12 | Jatco Ltd | Lockup control device of automatic transmission and lockup control method thereof |
CN111089166B (zh) * | 2020-03-23 | 2020-07-10 | 盛瑞传动股份有限公司 | 液力变矩器的自学习方法及装置、电子设备及存储介质 |
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JP2001330139A (ja) * | 2000-05-22 | 2001-11-30 | Toyota Motor Corp | 車両用クラッチの制御装置 |
JP2010286040A (ja) * | 2009-06-11 | 2010-12-24 | Jatco Ltd | 自動変速機のロックアップ制御装置 |
JP2012241745A (ja) * | 2011-05-17 | 2012-12-10 | Daihatsu Motor Co Ltd | ロックアップクラッチ制御装置 |
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DE10084972T1 (de) * | 2000-06-27 | 2003-04-30 | Unisia Jecs Corp | Gangwechselsteuervorrichtung eines automatischen Getriebes und Verfahren davon |
JP2002295529A (ja) | 2001-03-28 | 2002-10-09 | Isuzu Motors Ltd | クラッチのトルク点学習方法 |
JP4742434B2 (ja) * | 2001-03-23 | 2011-08-10 | いすゞ自動車株式会社 | クラッチの制御方法及びトルク点学習方法 |
JP4779452B2 (ja) * | 2005-06-01 | 2011-09-28 | トヨタ自動車株式会社 | 車両の制御装置 |
US8401755B2 (en) * | 2008-04-15 | 2013-03-19 | Allison Transmission, Inc. | System and method for detecting lockup clutch on-coming capacity |
JP4211862B1 (ja) * | 2007-09-28 | 2009-01-21 | トヨタ自動車株式会社 | 無段変速機の制御装置 |
JP4923080B2 (ja) * | 2009-03-27 | 2012-04-25 | ジヤトコ株式会社 | 無段変速機及びその制御方法 |
JP4910026B2 (ja) * | 2009-09-18 | 2012-04-04 | ジヤトコ株式会社 | 自動変速機の制御装置及びその学習方法 |
JP5031052B2 (ja) * | 2010-03-16 | 2012-09-19 | ジヤトコ株式会社 | 自動変速機の制御装置 |
JP5467974B2 (ja) * | 2010-08-30 | 2014-04-09 | ダイハツ工業株式会社 | 車両の自動変速装置 |
JP5464134B2 (ja) * | 2010-12-02 | 2014-04-09 | アイシン・エィ・ダブリュ株式会社 | ロックアップ装置およびその制御方法 |
US9108614B2 (en) * | 2012-05-04 | 2015-08-18 | Ford Global Technologies, Llc | Methods and systems for adapting a driveline disconnect clutch transfer function |
-
2016
- 2016-08-12 EP EP16839107.6A patent/EP3343075A4/en not_active Withdrawn
- 2016-08-12 KR KR1020187004946A patent/KR101992072B1/ko active IP Right Grant
- 2016-08-12 JP JP2017536740A patent/JP6434156B2/ja active Active
- 2016-08-12 CN CN201680049242.7A patent/CN107923526B/zh active Active
- 2016-08-12 WO PCT/JP2016/073703 patent/WO2017033760A1/ja active Application Filing
- 2016-08-12 US US15/753,705 patent/US10371256B2/en active Active
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JPH05296337A (ja) * | 1992-04-23 | 1993-11-09 | Nissan Motor Co Ltd | 流体作動式摩擦要素の締結制御装置 |
JP2001330139A (ja) * | 2000-05-22 | 2001-11-30 | Toyota Motor Corp | 車両用クラッチの制御装置 |
JP2010286040A (ja) * | 2009-06-11 | 2010-12-24 | Jatco Ltd | 自動変速機のロックアップ制御装置 |
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Cited By (2)
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---|---|---|---|---|
JP2019158056A (ja) * | 2018-03-15 | 2019-09-19 | ジヤトコ株式会社 | 自動変速機のロックアップ制御装置 |
JP7106207B2 (ja) | 2018-03-15 | 2022-07-26 | ジヤトコ株式会社 | 自動変速機のロックアップ制御装置 |
Also Published As
Publication number | Publication date |
---|---|
EP3343075A4 (en) | 2018-08-29 |
EP3343075A1 (en) | 2018-07-04 |
CN107923526B (zh) | 2019-08-02 |
US10371256B2 (en) | 2019-08-06 |
JP6434156B2 (ja) | 2018-12-05 |
KR101992072B1 (ko) | 2019-06-21 |
CN107923526A (zh) | 2018-04-17 |
KR20180030691A (ko) | 2018-03-23 |
US20180245688A1 (en) | 2018-08-30 |
JPWO2017033760A1 (ja) | 2018-05-24 |
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