WO2017043380A1 - 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
- F16D48/02—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
- 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
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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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
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
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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
- F16D2500/1045—Friction 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
- F16D2500/10—System to be controlled
- F16D2500/11—Application
- F16D2500/1107—Vehicles
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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
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
- F16D2500/50251—During operation
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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
Definitions
- 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 calculates a lockup transmission torque estimated value based on a difference between the engine torque and the torque converter transmission torque when the lockup clutch experiences a transition to the engaged state during traveling. If the estimated value of the lockup transmission torque exceeds the excessive capacity determination transmission torque threshold within a predetermined time after instructing the initial pressure based on the learning value, it is detected that the clutch capacity is excessive. When excessive clutch capacity is detected, learning value correction is performed to reduce the learning value.
- 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.
- 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.
- 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 S11 it is determined that LU transmission torque estimated value in step S9 ⁇ LU transmission torque estimated value calculation variation, or capacity determination flag CAPAFLG is set in step S10, or excessive capacity detection determination flow (FIG. 6).
- the “lower point” and “upper point” are both points that are 50% or less of the T / C input torque.
- 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 S23 following the determination that the LU transmission torque estimate value in step S22 is larger than the excess capacity determination transmission torque threshold value, it is determined whether or not the excess capacity detection permission condition is satisfied. If YES (overcapacity detection permission condition satisfied), the process proceeds to step S24. If NO (overcapacity detection permission condition is not satisfied), the process returns to step S11.
- the excessive capacity detection permission condition is performed by monitoring changes in the engine torque and the throttle opening. When the engine torque is determined to be stable and the throttle opening is determined to be stable, the excessive capacity detection permission condition is set. Is determined to be established.
- step S26 following the determination that the excessive capacity continuous detection count ⁇ the threshold value in step S25, the learning value correction amount at the time of excessive capacity determination is calculated, and the process proceeds to step S35 of the learning value update flow (FIG. 7).
- the learning value correction amount at the time of excessive capacity determination is a learning value correction amount for lowering the learning value so as to surely avoid excessive capacity.
- the normal learning value correction amount A value several times the maximum value (for example, 5 times) is given.
- step S27 following the determination that the number of times of excessive capacity continuous detection ⁇ threshold value in step S25, the learning value correction amount at the time of excessive capacity detection is calculated, and the process proceeds to step S35 of the learning value update flow (FIG. 7).
- the learning value correction amount at the time of excessive capacity detection is a learning value correction amount for reducing the learning value so as to avoid excessive capacity, and based on the detection of excessive capacity, the normal learning value correction amount maximum value Give a degree value.
- step S31 following the determination that the learning value has been updated twice or more in step S28, n detection errors E_n are calculated, and the process proceeds to step S32.
- step S33 following the determination that E_n and E_n-1 have the same sign in step S32, a learning value correction amount (second and subsequent times) during normal learning is calculated, and the process proceeds to step S35.
- the learning value correction amount at the time of normal learning determines the basic correction pressure f (E_n) based on the current detection error E_n.
- step S38 following the storage of the detection error in step S37 or the determination that the number of excessive continuous detections is increased in step S35, the update correction amount of the learning value of the meet point is selected, and the process proceeds to step S39.
- the update correction amount selection of the learning value of the meet point is performed when the “normal learning determination” and the “overcapacity detection (determination) determination” are simultaneously established, and the learning value correction in the “overcapacity detection (determination) determination” Prioritize quantity.
- step S40 it is determined in step S7 that the 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.
- 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 S40 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 S40 to end, and the meet point learning value is likely to be erroneously learned, and the meet point learning process is terminated.
- step S21 the time condition after instructing the engagement initial pressure in step S21, the torque condition that the LU transmission torque estimated value in step S22 is larger than the excessive capacity determination transmission torque threshold, and in step S23 It is determined that the excessive capacity detection permission condition is satisfied.
- step S24 the excess capacity detection count is counted. If the excess capacity detection count has already been counted, 1 is added and the excess capacity continues. Counted as the number of detections.
- step S25 it is determined whether or not the excessive capacity continuous detection count is greater than or equal to a threshold value (2 to 3 times). If the excessive capacity continuous detection count is smaller than the threshold value, the process proceeds to step S27.
- a learning value correction amount at the time of detection is calculated.
- the learning value correction amount at the time of excessive capacity detection is a learning value correction amount for reducing the learning value so as to avoid excessive capacity, and a value that is about the normal maximum value of the learning value correction amount is given.
- step S25 it is determined whether or not the excessive capacity continuous detection count is equal to or greater than the threshold value. If the excessive capacity continuous detection count is equal to or greater than the threshold value, the process proceeds to step S26. A quantity is calculated.
- the learning value correction amount at the time of excessive capacity determination is a learning value correction amount for reducing the learning value so as to reliably avoid excessive capacity, and is a value that is several times the normal maximum learning value correction value (for example, 5 times).
- step S38 the learning value correction amount at the time of normal learning is set.
- the update correction amount is preferentially selected, and the process proceeds to the next step S39, where the 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 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 value LUPRSEDGE. Is done. That is, as shown in FIG.
- 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).
- the LU command value (LUPRS) at time t2 is the stored learning initial value L_0
- the LU command value (LUPRS) at time t4 is detected as the learning detection value M_1 as a meet point.
- the LU command value (LUPRS) to the lock-up clutch 3 is increased at a predetermined slope (applicable value).
- the LU command value (LUPRS) at time t2 is the stored learning value L_ (n-1)
- the LU command value (LUPRS) at time t5 is the meet detection value M_n.
- the learning value is corrected only when the current detection error E_n and the previous detection error E_n-1 are in the same direction (same sign) (FIG. 15). That is, as shown in 15A and 15B, when the meet point (learning detection value) goes up and down (E_n and E_n-1 are different signs), the previous learning value is maintained. As shown in 15C and 15D, when the meet points (learning detection values) are continuously detected on the same side (E_n and E_n-1 have the same sign), the current detection error E_n and the previous detection error E_n The learning value is corrected based on -1.
- both the basic correction pressure f (E_n) and the correction coefficient g (E_ (n ⁇ 1)) are given by small values. Therefore, after convergence without a change in the true value, as shown in FIG. 15, unless the meet point (learning detection value) is continuously detected on the same side, the previous learning value is maintained, so that the learning value is true. Stable with the value close to the value.
- a guard works against a single false detection (FIG. 16). That is, as shown in 16A, when the meet point (learning detection value) goes up and down (E_n and E_n-1 are different signs), the previous learning value is maintained. 16F at this time is clearly a meet point (learning detection value) due to erroneous detection, but the sign is different from the preceding and succeeding meet points and is not subject to learning. As shown in 16C, when the meet points (learning detection values) are continuously detected on the same side (E_n and E_n-1 have the same sign), the current detection error E_n and the previous detection error E_n-1 The learning value is corrected based on.
- the learning value L_n is obtained by adding ⁇ basic correction pressure f (E_n) ⁇ correction coefficient g (E_ (n-1)) ⁇ to the previous learning value L_n-1, but the basic correction pressure f Both (E_n) and the correction coefficient g (E_ (n-1)) are small values, and the learning value L_n gradually increases as the number of learning increases. Therefore, when the true value changes slowly, the learning value follows the gradually changing true value as shown in FIG.
- the learning value correction amount of the learning value is set to the maximum learning value correction amount (for example, about 10 kPa) at the initial update of the true value at the initial stage of sudden change, and then gradually decreased as the number of learning increases. . Therefore, when the true value changes suddenly, as shown in FIG. 19, the detected value converges with a good response to the true value in the early learning frequency range, and each time the learning number is increased, It converges smoothly according to E_n and the previous detection error E_n-1.
- the maximum learning value correction amount for example, about 10 kPa
- the time t1 is the accelerator depression start time
- the time t5 is the engagement completion time of the lockup clutch 3
- the time t6 is the meet point detection time when an appropriate initial engagement pressure is applied.
- the excessive capacity determination processing in the excessive capacity determination logic includes, for example, “learning reset”, “reduced learning value significantly”, “reduced learning value variably”, and the like.
- the first embodiment focusing on the fact that there are mislearning and meet point fluctuations as the cause of the excess capacity determination, whether or not the number of excess capacity detections is only one so as to correspond to these causes, Different learning value correction amount is given depending on whether it is continuous.
- the LU transmission torque estimated value indicates the initial pressure P_n based on the learned value L_n, and the excessive capacity determination is performed within a predetermined time.
- the transmission torque threshold is exceeded, it is detected that the clutch capacity is excessive.
- learning value correction for reducing the learning value L_n is performed. That is, when the LU transmission torque is monitored, it can be said that the initial pressure is excessive if this is a rapid rise, and conversely, if it is a reasonable increase speed, it can be said that the initial pressure is not excessive.
- the clutch capacity is excessive. Detect. Then, when excessive clutch capacity is detected, an excessive capacity determination logic capable of reducing the learned value before entering the shock NG concern region is incorporated by performing learned value correction for reducing the learned value. As a result, when the lock-up clutch 3 performs learning control based on the meet point information at which torque transmission is started, the initial pressure P_n supplied to the lock-up clutch 3 is suppressed from being excessive.
- Example 1 when excessive clutch capacity is detected first, the learning value correction amount at the time of excessive capacity detection is given as the maximum value of the learning value correction amount in the meet point learning control. Then, the learning value is updated by subtracting the learning value correction amount at the time of excessive capacity detection from the stored learning value L_n. In other words, when excessive clutch capacity is first detected, the learning value is greatly reduced to eliminate the excessive capacity. If the cause of excessive clutch capacity is an erroneous learning, then the true value of the meet point is set. It takes a lot of learning experience to converge. If the learning value decrease correction is not performed even if the clutch capacity is detected first, if the cause of the excessive clutch capacity is the meet point fluctuation, there is a possibility that a shock NG concern region may be entered. Therefore, when excessive clutch capacity is detected first, the learning value is reduced by about the maximum value of the learning value correction amount, and when the clutch capacity becomes excessive due to one erroneous learning, the shock NG concern region is entered. It is prevented.
- an excessive capacity determination logic (FIG. 6) that detects an excessive clutch capacity and calculates a learning value correction amount calculates a learning value correction amount based on a detection error E_n between the learning detection value M_n and the learning value L_n. It is executed in parallel with the normal learning determination logic (FIG. 7).
- the learning value L_n is updated, if the learning value correction amount from the excessive capacity determination logic (FIG. 6) and the learning value correction amount from the normal learning determination logic (FIG. 7) are calculated at the same time, the excessive capacity determination logic.
- the learning value correction amount from (FIG. 6) is selected with priority.
- the normal learning determination logic converges and updates the learning value from the capacity clear side toward the true value of the meet point based on a large number of learning experiences.
- the excessive capacity determination logic detects that the learning value has fallen to the excessive capacity side, if it does not respond well to this, there is a concern that a shock or the like may occur due to a quick grasp of the lockup clutch 3. Therefore, when the learning value correction amount is calculated at the same time, the learning value correction amount from the excessive capacity determination logic that requires urgency is preferentially selected, so that it is quickly prevented from entering the shock NG concern region.
- the lockup clutch 3 shifts from the non-engaged state to the engaged state during traveling, based on the difference between the engine torque (engine torque signal value Te) and the torque converter transmission torque ( ⁇ ⁇ Ne 2 ).
- Estimate LU transmission torque 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 4 changes, and the transmission torque of the lockup clutch 3 also changes.
- 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. 7
- meet point learning control means for obtaining a learning value L based on meet point information at which the lockup clutch 3 starts torque transmission. 7
- the lock-up control means uses the meet point learning as the next initial pressure P_ (n + 1) to be supplied to the lock-up clutch 3 when the lock-up clutch 3 is engaged. It is calculated by subtracting the offset pressure from the current learning value L_n acquired by the control means (meet point learning control unit 12c, FIGS. 4 to 7). For this reason, in addition to the effects (1) to (4), even if there are manufacturing variations and 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 initial pressure P_ (n + 1) is applied by offsetting the learning value L_n, the initial pressure P_ (n + 1) is prevented from becoming higher than the engagement pressure of the lockup clutch 3, and the lockup clutch 3 can suppress the fluctuation of the vehicle behavior due to the rapid fastening.
- the meet point learning control means uses the learning detection value M_n as the engine torque (engine torque signal value Te) and the torque converter transmission torque ( ⁇ ⁇ Ne 2 ).
- the lockup transmission torque (LU transmission torque) is estimated on the basis of the difference between the values (S1 in FIG. 4), and the meat when it is determined that the lockup transmission torque estimation value (LU transmission torque estimation value) has entered an upward trend.
- the point detection pressure is LUPRSEDGE (S18 in FIG. 5).
- the meet point learning control unit 12c As the meet point learning control unit 12c, the learning value correction amount at the time of excessive capacity detection when the excessive clutch capacity is first detected, and the excessive capacity determination when the excessive clutch capacity is continuously detected. An example in which the learning value correction amount at the time is made different is shown. However, the meet point learning control unit 12c may be an example in which when excessive clutch capacity is detected, the learning value is decreased by a predetermined amount so as to avoid excessive capacity regardless of the detection mode and the number of detections.
- 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.
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~図7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のミートポイント検知フロー(S1~S20)、図6の容量過多検知判定フロー(S21~S27)、図7の学習値更新フロー(S28~S39)の各ステップについて説明する。
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、「LU伝達トルク推定値の演算ばらつき」とは、「エンジントルク信号値Teばらつき」と「トルク容量係数τばらつきによるトルクコンバータ伝達トルク(=τ×Ne2)のばらつき」との総和をいう。
・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、(ミートポイント検知処理作用:図4及び図5)、(容量過多検知判定処理作用:図6)、(通常学習判定処理作用:図7)、に分けて説明する。
停車からの発進により車速VSPが上昇し、LU締結要求が出力された直後は、単調増加判定フラグTLUEDGEFLGがTLUEDGEFLG=0であり、かつ、LU伝達トルク推定値変化量≦エッジ検出閾値である。このため、図4に示すフローチャートにおいて、ステップS1→ステップS2→ステップS3→ステップS4へと進む流れが繰り返される。この間は、ステップS1でLU伝達トルクが推定され、ステップS2では、LU伝達トルク推定値の変化量が算出される。
ステップS11でCAPAFLG=1と判断された場合は、ステップS11から図5のステップS12以降へ進むことでのミートポイント検知処理と、ステップS11から図6のステップS21以降へ進むことでの容量過多検知判定処理とが並行に実施される。
ステップS19にて学習値更新許可条件成立と判断され、かつ、ステップS20にてミートポイント検証結果は妥当であると判断された場合は、ミートポイントを学習検知値とし、ステップS20からは図7に示すステップS28以降に進んで、通常学習判定処理が行われる。
実施例1におけるミートポイント検知作用を、図8に示すタイムチャートに基づき説明する。図8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。
次に、ミートポイント検知圧LUPRSEDGE(=学習検知値)をミートポイント情報として取り込んだときの通常学習判定に基づく学習値更新作用を、(初回学習検知作用:図9及び図10)、(2回目以降学習検知作用:図11~図13)、(学習値の真値への収束イメージ作用:図14~図19)に基づき説明する。
図9において、時刻t0にてブレーキオフ操作を行うと、スタンバイ圧を得るロックアップクラッチ3へのLU指令値(LUPRS)とされる。そして、時刻t0から少し時間が経過し、アクセルペダルが踏みこまれ(APO>0)、さらに、車速(VSP)がL/U車速に到達する時刻t1になると、初期圧Pを得るロックアップクラッチ3へのLU指令値(LUPRS)とされる。
図11において、時刻t1は前回の初期圧P_(n-1)の指令立ち上げ時刻、時刻t2は前回の学習値L_(n-1)への到達時刻、時刻t3は補正係数g(E_(n-1))を加えたときの今回の学習値L_(n)への到達時刻、時刻t4は補正係数g(E_(n-1))を除いたときの今回の学習値L_(n)への到達時刻、時刻t5は今回の学習検知値M_nへの到達時刻である。
学習値の初期収束(真値:変化なし)については、ミートポイントに向かって学習値を一発更新せず、学習値は真値に向かって応答良く滑らかに収束する(図14)。即ち、学習初期においては、真値に対し学習値が同じ方向に大きく乖離している。このため、学習初期値L_0の次の新たな学習値L_1は、学習初期値L_0に、最大学習値補正量による基本補正圧f(E_1)が加算される。次からの学習値L_nは、今回の検知誤差E_nと前回の検知誤差E_n-1が同じ方向(同符号)であるため、前回の学習値L_n-1に、{基本補正圧f(E_n)×補正係数g(E_(n-1))}が加算される。つまり、学習値の学習値補正量は、学習初期において1回更新の上限が最大学習値補正量(例えば、10kPa程度)とされ、その後、学習回数が増える毎に徐々に小さくされる。従って、真値の変化がない初期収束時には、図14に示すように、初期学習回数域で学習値が真値に対し応答良く収束し、その後、学習回数を増やす毎に、今回の検知誤差E_nと前回の検知誤差E_n-1に応じて滑らかに収束する。
まず、本学習制御は、容量クリア側からミートポイントの真値に向けて学習値を収束更新していく。しかし、誤学習やミートポイント変動により、学習値が容量過多側に陥ってしまった場合、締結初期圧による急掴みによってショックやエンジンストールやエンジン回転急低下が発生する懸念がある。ここで、「誤学習」とは、図20に示すように、学習値が単発的に収束幅から乖離することをいう。「ミートポイント変動」とは、長時間車両を放置したあとの締結等により、部品特性が変化してミートポイントの真値そのものが変動することをいう。
実施例1では、走行中にロックアップクラッチ3が締結状態への移行を経験するとき、LU伝達トルク推定値が、学習値L_nに基づく初期圧P_nを指示してから所定時間内に容量過多判定伝達トルク閾値を超えると、クラッチ容量過多であると検知する。そして、クラッチ容量過多が検知されると、学習値L_nを低下させる学習値補正を行なうようにした。即ち、LU伝達トルクを監視したとき、これが急上昇であれば初期圧が過多であるといえ、反対に妥当な上昇速度であれば初期圧が過多でないといえる。そこで、LU伝達トルク推定値を用い、LU伝達トルク推定値が、学習値L_nに基づく初期圧P_nを指示してから所定時間内に容量過多判定伝達トルク閾値を超えると、クラッチ容量過多であると検知する。そして、クラッチ容量過多が検知されると、学習値を低下させる学習値補正を行うことで、ショックNG懸念領域に入る前に学習値を下げることのできる容量過多判定ロジックが織り込まれる。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、ロックアップクラッチ3へ供給される初期圧P_nが容量過多になるのが抑制される。
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、走行中に前記ロックアップクラッチが締結状態への移行を経験するとき、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推定値を算出し、
前記ロックアップ伝達トルク推定値が、前記学習値に基づく初期圧を指示してから所定時間内に容量過多判定伝達トルク閾値を超えると、クラッチ容量過多であると検知し、
前記クラッチ容量過多が検知されると、前記学習値を低下させる学習値補正を行う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、前記クラッチ容量過多が最初に検知されると、容量過多検知時の学習値補正量を、ミートポイント学習制御における学習値補正量の最大値程度として与え、
前記容量過多検知時の学習値補正量を、記憶されている学習値から差し引いて学習値を更新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、
前記ミートポイント学習制御部は、前記クラッチ容量過多が連続して所定回数検知されると、容量過多確定時の学習値補正量を、前記容量過多検知時の学習値補正量よりも大きな学習値補正量として与え、
前記容量過多確定時の学習値補正量を、記憶されている学習値から差し引いて学習値を更新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3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、
前記ミートポイント学習制御部は、前記クラッチ容量過多を検知して学習値補正量を算出する容量過多判定ロジックを、学習検知値と学習値の検知誤差に基づき学習値補正量を算出する通常学習判定ロジックと並行に実施し、
前記学習値を更新する際、前記容量過多判定ロジックからの学習値補正量と前記通常学習判定ロジックからの学習値補正量が同時に算出されると、前記容量過多判定ロジックからの学習値補正量を優先して選択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4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を締結するとき、前記ロックアップクラッチに供給する次回の初期圧を、前記ミートポイント学習制御部により取得された今回の学習値からオフセット圧を差し引くことで算出する車両のロックアップクラッチ制御装置。 - 請求項4又は請求項5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、前記学習検知値を、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、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されたときの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。 - 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、走行中に前記ロックアップクラッチが締結状態への移行を経験するとき、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推定値を算出し、
前記ロックアップ伝達トルク推定値が、前記学習値に基づく初期圧を指示してから所定時間内に容量過多判定伝達トルク閾値を超えると、クラッチ容量過多であると検知し、
前記クラッチ容量過多が検知されると、前記学習値を低下させる学習値補正を行う車両のロックアップクラッチ制御方法。
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Publication number | Publication date |
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KR102077950B1 (ko) | 2020-02-14 |
JP6628257B2 (ja) | 2020-01-08 |
CN107949731A (zh) | 2018-04-20 |
CN107949731B (zh) | 2019-11-01 |
US10612651B2 (en) | 2020-04-07 |
EP3348878A4 (en) | 2018-09-12 |
US20180216729A1 (en) | 2018-08-02 |
JPWO2017043380A1 (ja) | 2018-06-07 |
KR20180037248A (ko) | 2018-04-11 |
EP3348878A1 (en) | 2018-07-18 |
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