WO2020217577A1 - Automatic transmission and control method of automatic transmission - Google Patents

Automatic transmission and control method of automatic transmission Download PDF

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Publication number
WO2020217577A1
WO2020217577A1 PCT/JP2019/047894 JP2019047894W WO2020217577A1 WO 2020217577 A1 WO2020217577 A1 WO 2020217577A1 JP 2019047894 W JP2019047894 W JP 2019047894W WO 2020217577 A1 WO2020217577 A1 WO 2020217577A1
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WO
WIPO (PCT)
Prior art keywords
control
lockup clutch
smooth
automatic transmission
torque
Prior art date
Application number
PCT/JP2019/047894
Other languages
French (fr)
Japanese (ja)
Inventor
鵬 劉
匡史 諏訪部
隆宏 山田
幸司 古口
一徳 木村
Original Assignee
ジヤトコ株式会社
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Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Priority to JP2021515776A priority Critical patent/JP7202455B2/en
Publication of WO2020217577A1 publication Critical patent/WO2020217577A1/en

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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
    • F16H61/02—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 the signals used
    • 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

Definitions

  • the present invention relates to an automatic transmission and a control method for the automatic transmission.
  • JP2016-48100A when the lockup clutch of the torque converter is in the engaged state and it is determined that the running state of the vehicle is in a state where vibration can occur, the lockup clutch is put into the slip engaged state and vibrates.
  • a control device for an automatic transmission that prevents the generation of noise due to vibration is disclosed.
  • the engagement pressure (engagement pressure) of the lockup clutch is gradually reduced to bring the lockup clutch into the first slip engagement state, and then the engagement pressure (engagement pressure) is applied.
  • the combined pressure) is gradually increased to shift the lockup clutch to the second slip engagement state in which the slip amount is smaller than that in the first slip engagement state.
  • the lockup clutch when shifting from the first slip-engaged state to the second slip-engaged state, the lockup clutch may be delayed due to a delay in valve response or the like. The amount of slip may become too large and the engine may be blown up. In this way, when the engine is blown up, the driver may feel uncomfortable or the fuel efficiency may deteriorate.
  • the present invention has been made in view of such technical problems, and an object of the present invention is to suppress engine run-up when slip control is performed on a lockup clutch of a torque converter.
  • the automatic transmission has a transmission mechanism, a torque converter provided on a power transmission path between the engine and the transmission mechanism, and having a lockup clutch, and an output torque of the engine.
  • 1 Smooth-off control that gradually lowers the engagement pressure of the lockup clutch when the torque exceeds a predetermined torque, and slips the lockup clutch by gradually increasing the engagement pressure of the lockup clutch after executing the smooth-off control.
  • a control device for executing the drive slip control to be in a state is provided, and the control device has a first predetermined value of the difference between the rotation speed on the input shaft side of the torque converter and the rotation speed on the output shaft side of the torque converter.
  • FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention.
  • FIG. 2 is a flowchart showing the flow of slip control according to the embodiment of the present invention.
  • FIG. 3 is a flowchart showing the flow of slip control according to the embodiment of the present invention.
  • FIG. 4 is a map showing slip start conditions according to the embodiment of the present invention.
  • FIG. 5 is a map showing the relationship between the predetermined value D1 and the amount of change in the turbine rotation speed Ntout according to the embodiment of the present invention.
  • FIG. 6 is a slip control timing chart according to the embodiment of the present invention.
  • FIG. 7 is a slip control timing chart according to the embodiment of the present invention.
  • FIG. 8 is a slip control timing chart according to the embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of the vehicle 100.
  • the vehicle 100 includes an engine 1, an automatic transmission 3, an oil pump 5, drive wheels 6, and a controller 10 as a control device.
  • Engine 1 is an internal combustion engine that uses gasoline, light oil, etc. as fuel, and functions as a driving source for traveling.
  • the engine 1 is controlled in rotation speed, torque, and the like based on a command from the controller 10.
  • the automatic transmission 3 includes a torque converter 2, a fastening element 31, a variator 30 as a transmission mechanism, a hydraulic control valve unit 40 (hereinafter, also simply referred to as “valve unit 40”), and oil (hydraulic oil).
  • valve unit 40 hydraulic control valve unit 40
  • oil hydroaulic oil
  • the torque converter 2 is provided on the power transmission path between the engine 1 and the drive wheels 6.
  • the torque converter 2 transmits power via a fluid. Further, the torque converter 2 can improve the power transmission efficiency of the driving force from the engine 1 by engaging the lockup clutch 2a.
  • the fastening element 31 is arranged on the power transmission path between the torque converter 2 and the variator 30.
  • the fastening element 31 includes a forward clutch and a reverse brake (not shown).
  • the fastening element 31 is controlled by the oil adjusted by the valve unit 40 with the discharge pressure of the oil pump 5 as the original pressure based on the command from the controller 10.
  • a wet multi-plate clutch is used as the fastening element 31, for example.
  • the variator 30 is arranged on the power transmission path between the fastening element 31 and the drive wheels 6, and changes the gear ratio steplessly according to the vehicle speed, the accelerator opening, and the like.
  • the variator 30 includes a primary pulley 30a, a secondary pulley 30b, and a belt 30c wound around both pulleys 30a and 30b.
  • the gear ratio is steplessly changed by moving the movable pulley of the primary pulley 30a and the movable pulley of the secondary pulley 30b in the axial direction by the pulley pressure and changing the pulley contact radius of the belt 30c.
  • the pulley pressure acting on the primary pulley 30a and the pulley pressure acting on the secondary pulley 30b are adjusted by the valve unit 40 with the discharge pressure from the oil pump 5 as the original pressure.
  • a differential 12 is connected to the output shaft of the secondary pulley 30b of the variator 30 via a final reduction gear mechanism (not shown).
  • the drive wheels 6 are connected to the differential 12 via the drive shaft 13.
  • the oil pump 5 is driven by transmitting the rotation of the engine 1 via the belt.
  • the oil pump 5 is composed of, for example, a vane pump.
  • the oil pump 5 sucks up the oil stored in the oil pan 32 and supplies the oil to the valve unit 40.
  • the oil supplied to the valve unit 40 is used for driving the lockup clutch 2a, driving the pulleys 30a and 30b, driving the fastening element 31, and lubricating each element of the automatic transmission 3.
  • the controller 10 is composed of a microcomputer provided with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • the controller 10 is composed of a plurality of microcomputers. Specifically, the controller 10 is composed of an ATCU that controls the automatic transmission 3, an SCU that controls the shift range, an ECU that controls the engine 1, and the like.
  • the controller 10 includes a first rotation speed sensor 51 that detects the rotation speed Ne of the engine 1, a second rotation speed sensor 52 that detects the rotation speed of the turbine (turbine rotation speed Ntout) on the output shaft side of the torque converter 2.
  • the inhibitor switch 56 that detects the select range of the fastening element 31 (the state of the select lever or the select switch that switches between forward, reverse, neutral and parking), the accelerator opening sensor 57 that detects the accelerator opening AP, and the pedaling force of the brake. Signals are input from the tread force sensor 58 to detect, the torque sensor 59 to detect the output torque ⁇ of the engine 1, and the like.
  • the controller 10 controls various operations of the engine 1 and the automatic transmission 3 based on these input signals.
  • the fastening pressure Pc of the lockup clutch 2a is gradually lowered.
  • the engagement pressure Pc of the lockup clutch 2a is gradually increased to control the slip amount to reach the target value.
  • step S1 it is determined whether or not the slip control start condition of the lockup clutch 2a is satisfied. Specifically, the controller 10 determines whether or not the output torque ⁇ of the engine 1 detected by the torque sensor 59 is equal to or greater than a predetermined value ⁇ 1 based on the map shown in FIG. If the output torque ⁇ of the engine 1 is equal to or greater than the predetermined value ⁇ 1, the controller 10 determines that the slip control start condition for the lockup clutch 2a is satisfied, and proceeds to step S2. If the output torque ⁇ of the engine 1 is less than the predetermined value ⁇ 1, the lockup clutch 2a is maintained in the completely lockedup state, and the process proceeds to END. In step S1 (map shown in FIG.
  • the slip control start condition is satisfied only by the change in the output torque ⁇ of the engine 1, but the output of the engine 1 is not limited to this.
  • the determination may be made according to changes in turbine rotation speed Ntout, oil temperature, gear ratio, and the like.
  • step S2 smooth-off control is executed.
  • the smooth-off control in the present embodiment is a control for smoothly shifting from a state in which the lockup clutch 2a is completely engaged to a drive slip state in which power transmission is performed while maintaining a predetermined slip amount.
  • the controller 10 controls the valve unit 40 so as to gradually reduce the engagement pressure Pc of the lockup clutch 2a of the torque converter 2.
  • step S3 the correction process of the engagement pressure Pc of the lockup clutch 2a is executed. Specifically, the controller 10 corrects the instruction pressure Pt of the lockup clutch 2a during the execution of the smooth-off control. The content of the correction process will be described in detail later.
  • step S4 drive slip control is executed. Specifically, the controller 10 controls the valve unit 40 so that the lockup clutch 2a maintains a predetermined slip amount after the smooth-off control is completed.
  • step S31 the output torque ⁇ of the engine 1 is stored.
  • the controller 10 stores the output torque ⁇ of the engine 1 detected by the torque sensor 59 at the start of the smooth-off control.
  • the output torque stored at this time is referred to as an output torque ⁇ s.
  • step S32 it is determined whether or not the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 1.
  • the controller 10 calculates the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59, and this torque deviation amount ⁇ d. Determines whether or not is equal to or greater than the predetermined value ⁇ 1. If the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 1, the process proceeds to step S33, and if the torque deviation amount ⁇ d is less than the predetermined value ⁇ 1, the process proceeds to step S38.
  • step S33 the indicated pressure Pt is increased by a predetermined amount P2. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P2.
  • step S34 it is determined whether or not the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 2.
  • the controller 10 calculates the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59, and this torque deviation amount ⁇ d. Determines whether or not is equal to or greater than the predetermined value ⁇ 2. If the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 2, the process proceeds to step S35, and if the torque deviation amount ⁇ d is less than the predetermined value ⁇ 2, the process proceeds to step S38.
  • step S35 the indicated pressure Pt is increased by a predetermined amount P3. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P3.
  • step S36 it is determined whether or not the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 3. Specifically, the controller 10 calculates the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59, and this torque deviation amount ⁇ d. Determines whether or not is equal to or greater than the predetermined value ⁇ 3. If the torque deviation amount ⁇ d is equal to or greater than the predetermined value ⁇ 3, the process proceeds to step S37, and if the torque deviation amount ⁇ d is less than the predetermined value ⁇ 3, the process proceeds to step S38.
  • step S37 the indicated pressure Pt is increased by a predetermined amount P4. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P4.
  • the slip amount of the lockup clutch 2a increases even with the same fastening pressure Pc. Therefore, when the torque deviation amount ⁇ d is large, the indicated pressure Pt is increased by a predetermined amount P2, P3, P4 in advance. Thereby, when shifting from the smooth-off control to the drive slip control, it is possible to prevent the engine 1 from being blown up due to a large slip amount.
  • the predetermined amounts P2, P3, and P4 may have the same value or different values.
  • step S38 it is determined whether or not the differential rotation D is equal to or greater than the predetermined value D1.
  • the controller 10 has a rotation speed Ne of the engine 1 detected by the first rotation speed sensor 51 and a rotation speed Ntout of the output shaft of the torque converter 2 detected by the second rotation speed sensor 52.
  • the difference rotation D which is the absolute value of the difference in rotation speeds, is calculated, and it is determined whether or not the difference rotation D is equal to or greater than the predetermined value D1.
  • the rotation speed Ne of the engine 1 corresponds to the rotation speed Ntin on the input shaft side of the torque converter 2.
  • the predetermined value D1 changes according to the amount of change in the turbine rotation speed Ntout, as shown in the map shown in FIG.
  • the amount of change in the turbine rotation speed Ntout is a value corresponding to the rotational acceleration of the output shaft of the torque converter 2.
  • the predetermined value D1 may be a constant value.
  • step S39 If the differential rotation D is greater than or equal to the predetermined value D1, the process proceeds to step S39, and if the differential rotation D is less than the predetermined value D1, the process returns to step S32.
  • step S39 it is determined whether or not the foot return determination condition is satisfied.
  • the controller 10 determines from the accelerator opening degree AP detected by the accelerator opening degree sensor 57 whether or not the accelerator pedal is depressed during the smooth-off control. More specifically, the controller 10 calculates the speed Vap of the accelerator pedal from the accelerator opening AP detected by the accelerator opening sensor 57, and whether or not the accelerator opening AP decreases at a predetermined speed V1 or more. To judge. If the accelerator opening AP decreases at a predetermined speed V1 or higher, it is determined that the foot return determination condition is satisfied, and the process proceeds to step S40. If the accelerator opening AP does not decrease at a predetermined speed V1 or higher, it is determined that the foot return determination condition is not satisfied, and the process proceeds to END.
  • step S40 the indicated pressure Pt is increased by a predetermined amount P1.
  • the controller 10 stepwise increases the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P1.
  • the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque ⁇ s of the engine 1 at the time t2 detected by the torque sensor 59.
  • the controller 10 calculates the speed Vap of the accelerator pedal from the accelerator opening AP detected by the accelerator opening sensor 57.
  • the lockup clutch 2a slips (time t3).
  • the difference between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1 (time t4). ..
  • the controller 10 controls the slip of the lockup clutch 2a. Shifts from smooth-off control to drive-slip control. At this time, the controller 10 steps up the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P1. After that, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
  • the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
  • the indicated pressure Pt and the dotted line at the rotation speed shown in FIG. 6 indicate the indicated pressure Pt and the engine rotation when the indicated pressure Pt is not increased stepwise when shifting from the smooth-off control to the drive slip control (time t4).
  • the characteristics of velocity Ne are shown. In this case, as is clear from FIG. 6, the rotation speed Ne of the engine 1 is greatly increased.
  • the indicated pressure Pt is stepwise increased to quickly increase the fastening pressure Pc of the lockup clutch 2a. By suppressing the increase in the slip amount, it is possible to prevent the engine 1 from running up.
  • the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque ⁇ s of the engine 1 at the time t12 detected by the torque sensor 59.
  • the output torque t of the engine 1 rises, and at time t13, the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59 is a predetermined value.
  • the controller 10 raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P2.
  • the output torque t of the engine 1 further increases, and at time t14, the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59 is predetermined.
  • the controller 10 further raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P3.
  • the predetermined value D1 is changed according to the amount of change in the turbine rotation speed Ntout (see FIG. 5). As a result, even if the differential rotation D becomes large due to noise when the amount of change in the turbine rotation speed Ntout is large, the predetermined value D1 rises, so that erroneous determination can be prevented.
  • the lockup clutch 2a slips (time t15).
  • the difference (difference rotation D) between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1.
  • the controller 10 shifts the slip control of the lockup clutch 2a from the smooth-off control to the drive slip control.
  • the controller 10 steps up the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P1. After that, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
  • the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
  • the indicated pressure Pt and the dotted line at the rotation speed shown in FIG. 7 indicate the indicated pressure Pt and the engine when the indicated pressure Pt is not increased even when the torque deviation amount ⁇ d reaches the predetermined values ⁇ 1 and ⁇ 2 (time t13, t14).
  • the characteristics of the rotation speed Ne and the characteristics of the instruction pressure Pt and the engine rotation speed Ne when the instruction pressure Pt is not stepwise increased when shifting from the smooth-off control to the drive slip control (time t16) are shown.
  • the indicated pressure Pt is increased when the torque deviation amount ⁇ d becomes a predetermined value (predetermined value ⁇ 1, ⁇ 2) or more. This prevents the lockup clutch 2a from slipping unintentionally.
  • the slip amount of the lockup clutch 2a becomes large even with the same fastening pressure Pc.
  • the indicated pressure Pt is increased when the torque deviation amount ⁇ d becomes a predetermined value (predetermined value ⁇ 1, ⁇ 2) or more, so that the slip amount when shifting from the smooth-off control to the drive slip control. Can be prevented from increasing and causing the engine 1 to blow up.
  • the indicated pressure Pt is stepwise increased to quickly increase the fastening pressure Pc of the lockup clutch 2a and slip. By suppressing the increase in the amount, it is possible to prevent the engine 1 from running up.
  • the predetermined value D1 is increased, so that erroneous determination due to sensor noise or the like can be prevented and control is performed. Can be done accurately.
  • the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque ⁇ (output torque ⁇ s) of the engine 1 at the time t22 detected by the torque sensor 59.
  • the output torque t of the engine 1 rises, and at time t23, the difference (torque deviation amount ⁇ d) between the stored output torque ⁇ s and the current output torque ⁇ r of the engine 1 detected by the torque sensor 59 is a predetermined value.
  • the controller 10 raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P2.
  • the controller 10 determines that the foot return determination condition is satisfied.
  • the lockup clutch 2a slips (time t25).
  • the difference (difference rotation D) between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1.
  • the controller 10 shifts the slip control of the lockup clutch 2a from the smooth-off control to the drive slip control.
  • the controller 10 determines that the foot return determination condition is satisfied at time t24, the controller 10 drives from the smooth-off control without increasing the indicated pressure Pt of the lockup clutch 2a stepwise by a predetermined amount P1. Shift to slip control. Then, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
  • the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
  • the accelerator opening AP decreases at a predetermined speed V1 or higher, the output torque ⁇ decreases. Therefore, if the indicated pressure Pt is stepwise increased by a predetermined amount P1 in the same manner as when the output torque ⁇ increases, a shock may occur. Therefore, in the present embodiment, when the accelerator opening AP is decreasing at a predetermined speed V1 or more, the instruction pressure Pt of the lockup clutch 2a is not gradually increased by a predetermined amount P1 from the smooth-off control. Shift to drive slip control. As a result, it is possible to suppress the occurrence of a shock when shifting from smooth-off control to drive slip control.
  • the automatic transmission 3 is provided on the power transmission path between the transmission mechanism (variator 30) and the engine 1 and the transmission mechanism (variator 30), and has a torque converter 2 having a lockup clutch 2a and an output of the engine 1. Smooth-off control that gradually lowers the engagement pressure Pc of the lockup clutch 2a when the torque ⁇ becomes the first predetermined torque (predetermined value ⁇ 1) or more, and the engagement pressure Pc of the lockup clutch 2a after the smooth-off control is executed.
  • the control device (controller 10) includes a control device (controller 10) for executing drive slip control for gradually raising the lock-up clutch 2a to a predetermined slip state, and the control device (controller 10) is an input shaft of the torque converter 2.
  • the engagement pressure of the lockup clutch 2a is stepwise increased by a first predetermined amount (predetermined amount P1) to shift from smooth-off control to drive-slip control.
  • the hydraulic pressure supply is delayed by stepwise increasing the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by the first predetermined amount (predetermined amount P1). Can be suppressed.
  • predetermined amount P1 the first predetermined amount
  • control device changes the first predetermined amount (predetermined amount P1) according to the oil temperature.
  • the viscosity of the oil becomes high and the response tends to be delayed. Therefore, when the oil temperature is low, a delay in response can be suppressed by increasing the first predetermined amount (predetermined amount P1). Therefore, the control can be stabilized by changing the first predetermined amount (predetermined amount P1) according to the oil temperature.
  • control device changes the first predetermined value (predetermined value D1) according to the amount of change in the rotation speed Ntout on the output shaft side.
  • predetermined value D1 when the amount of depression of the accelerator pedal is large, the amount of change in the rotation speed Ntout on the output shaft side becomes large. At this time, noise is likely to occur in the sensor that detects the rotation speed Ntout on the output shaft side, and an erroneous determination may occur. Therefore, by changing the first predetermined value (predetermined value D1) according to the amount of change in the rotation speed Ntout on the output shaft side, erroneous determination can be prevented.
  • the control device determines the difference (torque) between the current output torque ⁇ r of the engine 1 and the output torque ⁇ s of the engine 1 at the time when the smooth-off control is started during the smooth-off control execution.
  • the deviation amount ⁇ d becomes equal to or greater than the second predetermined value (predetermined value ⁇ 1)
  • the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased by the second predetermined amount (predetermined amount P2).
  • the lockup clutch 2a may unintentionally start slipping when the indicated pressure Pt is decreasing, and the engine 1 may blow up. Therefore, in the present embodiment, the indicated pressure Pt is increased when the torque deviation amount ⁇ d becomes the second predetermined value (predetermined value ⁇ 1) or more. This prevents the lockup clutch 2a from slipping unintentionally.
  • the torque deviation amount ⁇ d becomes large, that is, when the output torque ⁇ becomes large, the slip amount of the lockup clutch 2a becomes large even with the same fastening pressure Pc. Therefore, when the torque deviation amount ⁇ d is large, the instruction pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased by a second predetermined amount (predetermined amount P2) in advance to shift from smooth-off control to drive slip control. At that time, it is possible to prevent the engine 1 from blowing up due to a large slip amount.
  • predetermined amount P2 second predetermined amount
  • the control device (controller 10) has a difference (difference between the rotation speed Ntin on the input shaft side and the rotation speed Ntout on the output shaft side).
  • difference rotation D difference between the rotation speed Ntin on the input shaft side and the rotation speed Ntout on the output shaft side.
  • the difference rotation D becomes equal to or higher than the first predetermined value (predetermined value D1)
  • the indicated pressure Pt of the fastening pressure Pc of the lockup clutch 2a is stepwise increased by the first predetermined amount (predetermined amount P1). It shifts from smooth-off control to drive-slip control without any effort.
  • the accelerator opening AP decreases at a predetermined speed V1 or higher, the output torque ⁇ decreases. Therefore, if the indicated pressure Pt is stepwise increased by the first predetermined amount (predetermined amount P1) as in the case where the output torque ⁇ is increased, a shock may occur. Therefore, when the accelerator opening AP is decreasing at a predetermined speed V1 or higher, the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased stepwise by the first predetermined amount (predetermined amount P1). There is no shift from smooth-off control to drive slip control. As a result, it is possible to suppress the occurrence of a shock during slip control.
  • the above slip control can also be applied to a CVT with an auxiliary transmission and a stepped transmission mechanism.
  • the indicated pressure Pt is increased in three steps (predetermined amount P2, P3, P4) according to the torque deviation amount ⁇ d, but the present invention is not limited to this, and the indicated pressure Pt is not limited to this, but is limited to one step, two steps, or four steps or more. There may be. Further, when the indicated pressure is increased by a predetermined amount P2, P3, P4, it may be increased stepwise.

Abstract

This automatic transmission comprises a controller which executes a smooth-off control for gradually reducing the engagement pressure Pc of a lockup clutch, when the output torque τ of an engine is a predetermined value τ1 or more, and a drive slip control for gradually increasing the engagement pressure Pc of the lock-up clutch after the smooth-off control is executed to bring the lock-up clutch into a predetermined slip state, and when a difference between the rotation speed Ntin on the input shaft side of the torque converter and the rotation speed Ntout on the output shaft side of the torque converter becomes a predetermined value D1 or more, the controller increases stepwise the instruction pressure Pt of the engagement pressure Pc of the lockup clutch by a predetermined amount P1 to shift from the smooth-off control to the drive slip control.

Description

自動変速機及び自動変速機の制御方法Automatic transmission and control method for automatic transmission
　本発明は、自動変速機及び自動変速機の制御方法に関する。 The present invention relates to an automatic transmission and a control method for the automatic transmission.
　ＪＰ２０１６－４８１００Ａには、トルクコンバータのロックアップクラッチが係合状態で、車両の走行状態が振動の発生しうる状態であると判定された場合に、ロックアップクラッチをスリップ係合状態にして、振動による騒音の発生を防止する自動変速機の制御装置が開示されている。 In JP2016-48100A, when the lockup clutch of the torque converter is in the engaged state and it is determined that the running state of the vehicle is in a state where vibration can occur, the lockup clutch is put into the slip engaged state and vibrates. A control device for an automatic transmission that prevents the generation of noise due to vibration is disclosed.
　ＪＰ２０１６－４８１００Ａに記載の自動変速機の制御装置では、ロックアップクラッチの締結圧（係合圧）を徐々に低下させてロックアップクラッチを第１のスリップ係合状態とした後、締結圧（係合圧）を徐々に上昇させて、ロックアップクラッチを第１のスリップ係合状態よりもスリップ量の少ない第２のスリップ係合状態に移行させている。 In the control device for the automatic transmission according to JP2016-48100A, the engagement pressure (engagement pressure) of the lockup clutch is gradually reduced to bring the lockup clutch into the first slip engagement state, and then the engagement pressure (engagement pressure) is applied. The combined pressure) is gradually increased to shift the lockup clutch to the second slip engagement state in which the slip amount is smaller than that in the first slip engagement state.
　しかしながら、ＪＰ２０１６－４８１００Ａに記載された自動変速機の制御装置では、第１のスリップ係合状態から第２のスリップ係合状態に移行させるときに、バルブの応答の遅れなどによって、ロックアップクラッチのスリップ量が大きくなりすぎ、エンジンが吹け上がった状態になるおそれがある。このように、エンジンが吹け上がった状態になると、ドライバーが違和感を覚えたり、燃費が悪化するおそれがある。 However, in the control device of the automatic transmission described in JP2016-48100A, when shifting from the first slip-engaged state to the second slip-engaged state, the lockup clutch may be delayed due to a delay in valve response or the like. The amount of slip may become too large and the engine may be blown up. In this way, when the engine is blown up, the driver may feel uncomfortable or the fuel efficiency may deteriorate.
　本発明は、このような技術的課題に鑑みてなされたもので、トルクコンバータのロックアップクラッチに対してスリップ制御を行う際に、エンジンの吹け上がりを抑制することを目的とする。 The present invention has been made in view of such technical problems, and an object of the present invention is to suppress engine run-up when slip control is performed on a lockup clutch of a torque converter.
　本発明のある態様によれば、自動変速機は、変速機構と、エンジンと前記変速機構との間の動力伝達経路上に設けられ、ロックアップクラッチを有するトルクコンバータと、エンジンの出力トルクが第１所定トルク以上になったときに、ロックアップクラッチの締結圧を徐々に低下させるスムーズオフ制御と、スムーズオフ制御実行後にロックアップクラッチの締結圧を徐々に上昇させてロックアップクラッチを所定のスリップ状態とするドライブスリップ制御と、を実行する制御装置と、を備え、制御装置は、トルクコンバータの入力軸側の回転速度とトルクコンバータの出力軸側の回転速度との差が、第１所定値以上になった場合に、ロックアップクラッチの締結圧の指示圧を第１所定量だけステップ的に上昇させてスムーズオフ制御からドライブスリップ制御に移行する。 According to an aspect of the present invention, the automatic transmission has a transmission mechanism, a torque converter provided on a power transmission path between the engine and the transmission mechanism, and having a lockup clutch, and an output torque of the engine. 1 Smooth-off control that gradually lowers the engagement pressure of the lockup clutch when the torque exceeds a predetermined torque, and slips the lockup clutch by gradually increasing the engagement pressure of the lockup clutch after executing the smooth-off control. A control device for executing the drive slip control to be in a state is provided, and the control device has a first predetermined value of the difference between the rotation speed on the input shaft side of the torque converter and the rotation speed on the output shaft side of the torque converter. When the above is achieved, the indicated pressure of the engagement pressure of the lockup clutch is stepwise increased by the first predetermined amount to shift from the smooth-off control to the drive slip control.
　この態様によれば、トルクコンバータのロックアップクラッチに対してスリップ制御を行う際に、エンジンの吹け上がりを抑制できる。 According to this aspect, it is possible to suppress the engine running up when slip control is performed on the lockup clutch of the torque converter.
図１は、本発明の実施形態に係る車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. 図２は、本発明の実施形態に係るスリップ制御の流れを示すフローチャートである。FIG. 2 is a flowchart showing the flow of slip control according to the embodiment of the present invention. 図３は、本発明の実施形態に係るスリップ制御の流れを示すフローチャートである。FIG. 3 is a flowchart showing the flow of slip control according to the embodiment of the present invention. 図４は、本発明の実施形態に係るスリップ開始条件を示すマップである。FIG. 4 is a map showing slip start conditions according to the embodiment of the present invention. 図５は、本発明の実施形態に係る所定値Ｄ１とタービン回転速度Ｎｔｏｕｔの変化量との関係を示すマップである。FIG. 5 is a map showing the relationship between the predetermined value D1 and the amount of change in the turbine rotation speed Ntout according to the embodiment of the present invention. 図６は、本発明の実施形態に係るスリップ制御のタイミングチャートである。FIG. 6 is a slip control timing chart according to the embodiment of the present invention. 図７は、本発明の実施形態に係るスリップ制御のタイミングチャートである。FIG. 7 is a slip control timing chart according to the embodiment of the present invention. 図８は、本発明の実施形態に係るスリップ制御のタイミングチャートである。FIG. 8 is a slip control timing chart according to the embodiment of the present invention.
　以下、添付図面を参照しながら本発明の実施形態について説明する。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
　図１は、車両１００の概略構成図である。車両１００は、エンジン１と、自動変速機３と、オイルポンプ５と、駆動輪６と、制御装置としてのコントローラ１０と、を備える。 FIG. 1 is a schematic configuration diagram of the vehicle 100. The vehicle 100 includes an engine 1, an automatic transmission 3, an oil pump 5, drive wheels 6, and a controller 10 as a control device.
　エンジン１は、ガソリン、軽油等を燃料とする内燃機関であり、走行用駆動源として機能する。エンジン１は、コントローラ１０からの指令に基づいて、回転速度、トルク等が制御される。 Engine 1 is an internal combustion engine that uses gasoline, light oil, etc. as fuel, and functions as a driving source for traveling. The engine 1 is controlled in rotation speed, torque, and the like based on a command from the controller 10.
　自動変速機３は、トルクコンバータ２と、締結要素３１と、変速機構としてのバリエータ３０と、油圧コントロールバルブユニット４０（以下では、単に「バルブユニット４０」ともいう。）と、オイル（作動油）を貯留するオイルパン３２と、を備える。 The automatic transmission 3 includes a torque converter 2, a fastening element 31, a variator 30 as a transmission mechanism, a hydraulic control valve unit 40 (hereinafter, also simply referred to as “valve unit 40”), and oil (hydraulic oil). An oil pan 32 for storing the oil pressure is provided.
　トルクコンバータ２は、エンジン１と駆動輪６の間の動力伝達経路上に設けられる。トルクコンバータ２は、流体を介して動力を伝達する。また、トルクコンバータ２は、ロックアップクラッチ２ａを締結することで、エンジン１からの駆動力の動力伝達効率を高めることができる。 The torque converter 2 is provided on the power transmission path between the engine 1 and the drive wheels 6. The torque converter 2 transmits power via a fluid. Further, the torque converter 2 can improve the power transmission efficiency of the driving force from the engine 1 by engaging the lockup clutch 2a.
　締結要素３１は、トルクコンバータ２とバリエータ３０の間の動力伝達経路上に配置される。締結要素３１は、図示しない前進クラッチ及び後進ブレーキを備える。締結要素３１は、コントローラ１０からの指令に基づき、オイルポンプ５の吐出圧を元圧としてバルブユニット４０によって調圧されたオイルによって制御される。締結要素３１としては、例えば、湿式多板クラッチが用いられる。 The fastening element 31 is arranged on the power transmission path between the torque converter 2 and the variator 30. The fastening element 31 includes a forward clutch and a reverse brake (not shown). The fastening element 31 is controlled by the oil adjusted by the valve unit 40 with the discharge pressure of the oil pump 5 as the original pressure based on the command from the controller 10. As the fastening element 31, for example, a wet multi-plate clutch is used.
　バリエータ３０は、締結要素３１と駆動輪６との間の動力伝達経路上に配置され、車速やアクセル開度等に応じて変速比を無段階に変更する。バリエータ３０は、プライマリプーリ３０ａと、セカンダリプーリ３０ｂと、両プーリ３０ａ，３０ｂに巻き掛けられたベルト３０ｃと、を備える。プーリ圧によりプライマリプーリ３０ａの可動プーリとセカンダリプーリ３０ｂの可動プーリとを軸方向に動かし、ベルト３０ｃのプーリ接触半径を変化させることで、変速比を無段階に変更する。なお、プライマリプーリ３０ａに作用するプーリ圧及びセカンダリプーリ３０ｂに作用するプーリ圧は、オイルポンプ５からの吐出圧を元圧としてバルブユニット４０によって調圧される。 The variator 30 is arranged on the power transmission path between the fastening element 31 and the drive wheels 6, and changes the gear ratio steplessly according to the vehicle speed, the accelerator opening, and the like. The variator 30 includes a primary pulley 30a, a secondary pulley 30b, and a belt 30c wound around both pulleys 30a and 30b. The gear ratio is steplessly changed by moving the movable pulley of the primary pulley 30a and the movable pulley of the secondary pulley 30b in the axial direction by the pulley pressure and changing the pulley contact radius of the belt 30c. The pulley pressure acting on the primary pulley 30a and the pulley pressure acting on the secondary pulley 30b are adjusted by the valve unit 40 with the discharge pressure from the oil pump 5 as the original pressure.
　バリエータ３０のセカンダリプーリ３０ｂの出力軸には、図示しない終減速ギヤ機構を介してディファレンシャル１２が接続される。ディファレンシャル１２には、ドライブシャフト１３を介して駆動輪６が接続される。 A differential 12 is connected to the output shaft of the secondary pulley 30b of the variator 30 via a final reduction gear mechanism (not shown). The drive wheels 6 are connected to the differential 12 via the drive shaft 13.
　オイルポンプ５は、エンジン１の回転がベルトを介して伝達されることによって駆動される。オイルポンプ５は、例えばベーンポンプによって構成される。オイルポンプ５は、オイルパン３２に貯留されるオイルを吸い上げ、バルブユニット４０にオイルを供給する。バルブユニット４０に供給されたオイルは、ロックアップクラッチ２ａの駆動、各プーリ３０ａ，３０ｂの駆動や、締結要素３１の駆動、自動変速機３の各要素の潤滑などに用いられる。 The oil pump 5 is driven by transmitting the rotation of the engine 1 via the belt. The oil pump 5 is composed of, for example, a vane pump. The oil pump 5 sucks up the oil stored in the oil pan 32 and supplies the oil to the valve unit 40. The oil supplied to the valve unit 40 is used for driving the lockup clutch 2a, driving the pulleys 30a and 30b, driving the fastening element 31, and lubricating each element of the automatic transmission 3.
　コントローラ１０は、中央演算装置（ＣＰＵ）、読み出し専用メモリ（ＲＯＭ）、ランダムアクセスメモリ（ＲＡＭ）及び入出力インタフェース（Ｉ／Ｏインタフェース）を備えたマイクロコンピュータで構成される。コントローラ１０は、複数のマイクロコンピュータで構成される。具体的には、コントローラ１０は、自動変速機３を制御するＡＴＣＵ、シフトレンジを制御するＳＣＵ、エンジン１の制御を行うＥＣＵ等によって構成される。 The controller 10 is composed of a microcomputer provided with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 10 is composed of a plurality of microcomputers. Specifically, the controller 10 is composed of an ATCU that controls the automatic transmission 3, an SCU that controls the shift range, an ECU that controls the engine 1, and the like.
　コントローラ１０には、エンジン１の回転速度Ｎｅを検出する第１回転速度センサ５１、トルクコンバータ２の出力軸側であるタービンの回転速度（タービン回転速度Ｎｔｏｕｔ）を検出する第２回転速度センサ５２、締結要素３１の出力回転速度Ｎｏｕｔ（＝プライマリプーリ３０ａの回転速度）を検出する第３回転速度センサ５３、セカンダリプーリ３０ｂの回転速度を検出する第４回転速度センサ５４、車速Ｖを検出する車速センサ５５、締結要素３１のセレクトレンジ（前進、後進、ニュートラル及びパーキングを切り替えるセレクトレバー又はセレクトスイッチの状態）を検出するインヒビタスイッチ５６、アクセル開度ＡＰを検出するアクセル開度センサ５７、ブレーキの踏力を検出する踏力センサ５８、エンジン１の出力トルクτを検出するトルクセンサ５９等、からの信号が入力される。コントローラ１０は、入力されるこれら信号に基づき、エンジン１及び自動変速機３の各種動作を制御する。 The controller 10 includes a first rotation speed sensor 51 that detects the rotation speed Ne of the engine 1, a second rotation speed sensor 52 that detects the rotation speed of the turbine (turbine rotation speed Ntout) on the output shaft side of the torque converter 2. A third rotation speed sensor 53 that detects the output rotation speed Nout (= rotation speed of the primary pulley 30a) of the fastening element 31, a fourth rotation speed sensor 54 that detects the rotation speed of the secondary pulley 30b, and a vehicle speed sensor that detects the vehicle speed V. 55, the inhibitor switch 56 that detects the select range of the fastening element 31 (the state of the select lever or the select switch that switches between forward, reverse, neutral and parking), the accelerator opening sensor 57 that detects the accelerator opening AP, and the pedaling force of the brake. Signals are input from the tread force sensor 58 to detect, the torque sensor 59 to detect the output torque τ of the engine 1, and the like. The controller 10 controls various operations of the engine 1 and the automatic transmission 3 based on these input signals.
　ところで、ロックアップクラッチ２ａを完全に締結した状態で、エンジン１の出力トルクτが所定の領域にあるときに、動力伝達経路上で振動が発生することがある。このため、出力トルクτが振動を発生し得る領域内にあるときには、ロックアップクラッチ２ａをスリップさせることで、トルクコンバータ２にこの振動を吸収させている。 By the way, when the output torque τ of the engine 1 is in a predetermined region with the lockup clutch 2a completely engaged, vibration may occur on the power transmission path. Therefore, when the output torque τ is within the region where vibration can be generated, the torque converter 2 absorbs the vibration by slipping the lockup clutch 2a.
　このようなロックアップクラッチ２ａをスリップさせるスリップ制御においては、まず、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に低下させる。そして、ロックアップクラッチ２ａがある程度スリップしたことを検知すると、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に上昇させ、スリップ量が目標値になるような制御を行っている。 In the slip control for slipping the lockup clutch 2a, first, the fastening pressure Pc of the lockup clutch 2a is gradually lowered. When it is detected that the lockup clutch 2a has slipped to some extent, the engagement pressure Pc of the lockup clutch 2a is gradually increased to control the slip amount to reach the target value.
　しかしながら、このようなスリップ制御では、ロックアップクラッチ２ａの締結圧Ｐｃを低下している状態から上昇させるように制御を切り替えるときに、バルブなどの応答の遅れによって、締結圧Ｐｃがすぐに供給されず、ロックアップクラッチ２ａのスリップ量が大きくなることがある。このようにしてスリップ量が大きくなると、エンジン１が吹け上がった状態になり、燃費が悪化する、あるいは、ドライバーが違和感を覚えるおそれがある。 However, in such slip control, when the control is switched so that the engagement pressure Pc of the lockup clutch 2a is increased from the lowered state, the engagement pressure Pc is immediately supplied due to the delay in the response of the valve or the like. However, the slip amount of the lockup clutch 2a may increase. If the slip amount is increased in this way, the engine 1 may be in a state of being blown up, fuel efficiency may be deteriorated, or the driver may feel a sense of discomfort.
　そこで、本実施形態では、ロックアップクラッチ２ａのスリップ制御において、エンジン１が吹け上がることを防止するために、補正処理を実行する。以下に、図２及び図３に示すフローチャートを参照しながら、本実施形態におけるロックアップクラッチ２ａのスリップ制御について、具体的に説明する。 Therefore, in the present embodiment, in the slip control of the lockup clutch 2a, a correction process is executed in order to prevent the engine 1 from blowing up. The slip control of the lockup clutch 2a according to the present embodiment will be specifically described below with reference to the flowcharts shown in FIGS. 2 and 3.
　ステップＳ１において、ロックアップクラッチ２ａのスリップ制御開始条件が成立したか否かを判定する。具体的には、コントローラ１０は、図４に示すマップに基づいて、トルクセンサ５９によって検出されたエンジン１の出力トルクτが所定値τ１以上になったか否かを判定する。エンジン１の出力トルクτが所定値τ１以上になっていれば、コントローラ１０は、ロックアップクラッチ２ａに関するスリップ制御開始条件が成立したと判定して、ステップＳ２へ進む。エンジン１の出力トルクτが所定値τ１未満であれば、ロックアップクラッチ２ａを完全ロックアップ状態に維持し、ＥＮＤに進む。なお、ステップＳ１（図４に示すマップ）では、エンジン１の出力トルクτの変化のみで、スリップ制御開始条件が成立したか否かを判定しているが、これに限らず、エンジン１の出力トルクτの変化に加えて、タービン回転速度Ｎｔｏｕｔ、油温、変速比などの変化に応じて判定するようにしてもよい。 In step S1, it is determined whether or not the slip control start condition of the lockup clutch 2a is satisfied. Specifically, the controller 10 determines whether or not the output torque τ of the engine 1 detected by the torque sensor 59 is equal to or greater than a predetermined value τ1 based on the map shown in FIG. If the output torque τ of the engine 1 is equal to or greater than the predetermined value τ1, the controller 10 determines that the slip control start condition for the lockup clutch 2a is satisfied, and proceeds to step S2. If the output torque τ of the engine 1 is less than the predetermined value τ1, the lockup clutch 2a is maintained in the completely lockedup state, and the process proceeds to END. In step S1 (map shown in FIG. 4), it is determined whether or not the slip control start condition is satisfied only by the change in the output torque τ of the engine 1, but the output of the engine 1 is not limited to this. In addition to the change in torque τ, the determination may be made according to changes in turbine rotation speed Ntout, oil temperature, gear ratio, and the like.
　ステップＳ２では、スムーズオフ制御を実行する。本実施形態におけるスムーズオフ制御とは、ロックアップクラッチ２ａを完全に締結した状態から、所定のスリップ量を保ったまま動力伝達を行うドライブスリップ状態にスムーズに移行するための制御である。スムーズオフ制御では、コントローラ１０は、トルクコンバータ２のロックアップクラッチ２ａの締結圧Ｐｃを徐々に低下させるよう、バルブユニット４０を制御する。 In step S2, smooth-off control is executed. The smooth-off control in the present embodiment is a control for smoothly shifting from a state in which the lockup clutch 2a is completely engaged to a drive slip state in which power transmission is performed while maintaining a predetermined slip amount. In the smooth-off control, the controller 10 controls the valve unit 40 so as to gradually reduce the engagement pressure Pc of the lockup clutch 2a of the torque converter 2.
　ステップＳ３では、ロックアップクラッチ２ａの締結圧Ｐｃの補正処理を実行する。具体的には、コントローラ１０は、スムーズオフ制御実行中に、ロックアップクラッチ２ａの指示圧Ｐｔの補正処理を行う。補正処理の内容については、後で詳しく説明する。 In step S3, the correction process of the engagement pressure Pc of the lockup clutch 2a is executed. Specifically, the controller 10 corrects the instruction pressure Pt of the lockup clutch 2a during the execution of the smooth-off control. The content of the correction process will be described in detail later.
　ステップＳ４では、ドライブスリップ制御を実行する。具体的には、コントローラ１０は、スムーズオフ制御終了後、ロックアップクラッチ２ａが所定のスリップ量を保つように、バルブユニット４０を制御する。 In step S4, drive slip control is executed. Specifically, the controller 10 controls the valve unit 40 so that the lockup clutch 2a maintains a predetermined slip amount after the smooth-off control is completed.
　次に、ステップＳ３におけるロックアップクラッチ２ａの指示圧Ｐｔの補正処理について、図３に示すフローチャートを参照しながら説明する。 Next, the correction process of the indicated pressure Pt of the lockup clutch 2a in step S3 will be described with reference to the flowchart shown in FIG.
　ステップＳ３１では、エンジン１の出力トルクτを記憶する。具体的には、コントローラ１０は、スムーズオフ制御開始時のトルクセンサ５９によって検出されたエンジン１の出力トルクτを記憶する。以下では、このとき記憶された出力トルクを出力トルクτｓという。 In step S31, the output torque τ of the engine 1 is stored. Specifically, the controller 10 stores the output torque τ of the engine 1 detected by the torque sensor 59 at the start of the smooth-off control. Hereinafter, the output torque stored at this time is referred to as an output torque τs.
　ステップＳ３２では、トルク偏差量τｄが所定値α１以上であるか否かを判定する。具体的には、コントローラ１０は、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒとの差（トルク偏差量τｄ）を演算し、このトルク偏差量τｄが所定値α１以上であるか否かを判定する。トルク偏差量τｄが所定値α１以上であればステップＳ３３に進み、トルク偏差量τｄが所定値α１未満であれば、ステップＳ３８に進む。 In step S32, it is determined whether or not the torque deviation amount τd is equal to or greater than the predetermined value α1. Specifically, the controller 10 calculates the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59, and this torque deviation amount τd. Determines whether or not is equal to or greater than the predetermined value α1. If the torque deviation amount τd is equal to or greater than the predetermined value α1, the process proceeds to step S33, and if the torque deviation amount τd is less than the predetermined value α1, the process proceeds to step S38.
　ステップＳ３３では、指示圧Ｐｔを所定量Ｐ２だけ上昇させる。具体的には、コントローラ１０は、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを所定量Ｐ２だけ上昇させる。 In step S33, the indicated pressure Pt is increased by a predetermined amount P2. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P2.
　ステップＳ３４では、トルク偏差量τｄが所定値α２以上であるか否かを判定する。具体的には、コントローラ１０は、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒとの差（トルク偏差量τｄ）を演算し、このトルク偏差量τｄが所定値α２以上であるか否かを判定する。トルク偏差量τｄが所定値α２以上であればステップＳ３５に進み、トルク偏差量τｄが所定値α２未満であれば、ステップＳ３８に進む。 In step S34, it is determined whether or not the torque deviation amount τd is equal to or greater than the predetermined value α2. Specifically, the controller 10 calculates the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59, and this torque deviation amount τd. Determines whether or not is equal to or greater than the predetermined value α2. If the torque deviation amount τd is equal to or greater than the predetermined value α2, the process proceeds to step S35, and if the torque deviation amount τd is less than the predetermined value α2, the process proceeds to step S38.
　ステップＳ３５では、指示圧Ｐｔを所定量Ｐ３だけ上昇させる。具体的には、コントローラ１０は、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを所定量Ｐ３だけ上昇させる。 In step S35, the indicated pressure Pt is increased by a predetermined amount P3. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P3.
　ステップＳ３６では、トルク偏差量τｄが所定値α３以上であるか否かを判定する。具体的には、コントローラ１０は、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒとの差（トルク偏差量τｄ）を演算し、このトルク偏差量τｄが所定値α３以上であるか否かを判定する。トルク偏差量τｄが所定値α３以上であればステップＳ３７に進み、トルク偏差量τｄが所定値α３未満であれば、ステップＳ３８に進む。 In step S36, it is determined whether or not the torque deviation amount τd is equal to or greater than the predetermined value α3. Specifically, the controller 10 calculates the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59, and this torque deviation amount τd. Determines whether or not is equal to or greater than the predetermined value α3. If the torque deviation amount τd is equal to or greater than the predetermined value α3, the process proceeds to step S37, and if the torque deviation amount τd is less than the predetermined value α3, the process proceeds to step S38.
　ステップＳ３７では、指示圧Ｐｔを所定量Ｐ４だけ上昇させる。具体的には、コントローラ１０は、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを所定量Ｐ４だけ上昇させる。 In step S37, the indicated pressure Pt is increased by a predetermined amount P4. Specifically, the controller 10 raises the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P4.
　トルク偏差量τｄが大きくなる、つまり出力トルクτが大きくなると、同じ締結圧Ｐｃでもロックアップクラッチ２ａのスリップ量が大きくなる。そのため、トルク偏差量τｄが大きい場合には、あらかじめ指示圧Ｐｔを所定量Ｐ２，Ｐ３，Ｐ４上昇させておく。これにより、スムーズオフ制御からドライブスリップ制御へ移行するときに、スリップ量が大きくなってエンジン１が吹け上がることを防止することができる。なお、所定量Ｐ２，Ｐ３，Ｐ４は、同じ値であっても異なる値であってもよい。 When the torque deviation amount τd increases, that is, when the output torque τ increases, the slip amount of the lockup clutch 2a increases even with the same fastening pressure Pc. Therefore, when the torque deviation amount τd is large, the indicated pressure Pt is increased by a predetermined amount P2, P3, P4 in advance. Thereby, when shifting from the smooth-off control to the drive slip control, it is possible to prevent the engine 1 from being blown up due to a large slip amount. The predetermined amounts P2, P3, and P4 may have the same value or different values.
　ステップＳ３８では、差回転Ｄが所定値Ｄ１以上であるか否かを判定する。具体的には、コントローラ１０は、第１回転速度センサ５１によって検出されたエンジン１の回転速度Ｎｅと、第２回転速度センサ５２によって検出されたトルクコンバータ２の出力軸の回転速度Ｎｔｏｕｔと、の回転速度の差の絶対値である差回転Ｄを演算し、この差回転Ｄが所定値Ｄ１以上であるか否かを判定する。なお、エンジン１の回転速度Ｎｅは、トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎに相当する。 In step S38, it is determined whether or not the differential rotation D is equal to or greater than the predetermined value D1. Specifically, the controller 10 has a rotation speed Ne of the engine 1 detected by the first rotation speed sensor 51 and a rotation speed Ntout of the output shaft of the torque converter 2 detected by the second rotation speed sensor 52. The difference rotation D, which is the absolute value of the difference in rotation speeds, is calculated, and it is determined whether or not the difference rotation D is equal to or greater than the predetermined value D1. The rotation speed Ne of the engine 1 corresponds to the rotation speed Ntin on the input shaft side of the torque converter 2.
　本実施形態では、所定値Ｄ１は、図５に示すマップのように、タービン回転速度Ｎｔｏｕｔの変化量に応じて変化する。タービン回転速度Ｎｔｏｕｔの変化量とは、トルクコンバータ２の出力軸の回転加速度に相当する値である。なお、所定値Ｄ１は、一定値であってもよい。 In the present embodiment, the predetermined value D1 changes according to the amount of change in the turbine rotation speed Ntout, as shown in the map shown in FIG. The amount of change in the turbine rotation speed Ntout is a value corresponding to the rotational acceleration of the output shaft of the torque converter 2. The predetermined value D1 may be a constant value.
差回転Ｄが所定値Ｄ１以上であればステップＳ３９に進み、差回転Ｄが所定値Ｄ１未満であればステップＳ３２に戻る。 If the differential rotation D is greater than or equal to the predetermined value D1, the process proceeds to step S39, and if the differential rotation D is less than the predetermined value D1, the process returns to step S32.
　ステップＳ３９では、足戻し判定条件が成立したか否かを判定する。具体的には、コントローラ１０は、アクセル開度センサ５７によって検出されたアクセル開度ＡＰから、スムーズオフ制御中にアクセルペダルが踏み戻されたか否かを判定する。より具体的には、コントローラ１０は、アクセル開度センサ５７によって検出されたアクセル開度ＡＰから、アクセルペダルの速度Ｖａｐを算出し、アクセル開度ＡＰが所定の速度Ｖ１以上で減少したか否かを判定する。アクセル開度ＡＰが所定の速度Ｖ１以上で減少していれば、足戻し判定条件が成立したと判定して、ステップＳ４０に進む。アクセル開度ＡＰが所定の速度Ｖ１以上で減少していなければ、足戻し判定条件が成立していないと判定して、ＥＮＤに進む。 In step S39, it is determined whether or not the foot return determination condition is satisfied. Specifically, the controller 10 determines from the accelerator opening degree AP detected by the accelerator opening degree sensor 57 whether or not the accelerator pedal is depressed during the smooth-off control. More specifically, the controller 10 calculates the speed Vap of the accelerator pedal from the accelerator opening AP detected by the accelerator opening sensor 57, and whether or not the accelerator opening AP decreases at a predetermined speed V1 or more. To judge. If the accelerator opening AP decreases at a predetermined speed V1 or higher, it is determined that the foot return determination condition is satisfied, and the process proceeds to step S40. If the accelerator opening AP does not decrease at a predetermined speed V1 or higher, it is determined that the foot return determination condition is not satisfied, and the process proceeds to END.
　ステップＳ４０では、指示圧Ｐｔを所定量Ｐ１だけ上昇させる。具体的には、コントローラ１０は、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させる。 In step S40, the indicated pressure Pt is increased by a predetermined amount P1. Specifically, the controller 10 stepwise increases the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by a predetermined amount P1.
　次に、本実施形態におけるロックアップクラッチ２ａのスリップ制御における指示圧Ｐｔの変化について、図６－図８に示すタイムチャートを参照しながら説明する。 Next, the change in the indicated pressure Pt in the slip control of the lockup clutch 2a in the present embodiment will be described with reference to the time chart shown in FIGS. 6-8.
　まず、図６を参照しながら、アクセルペダルが小さく踏み増された場合について説明する。 First, the case where the accelerator pedal is slightly depressed will be described with reference to FIG.
　時刻ｔ１において、アクセルペダルが踏み増されると、エンジン１の出力トルクτが上昇する。 At time t1, when the accelerator pedal is stepped on, the output torque τ of the engine 1 increases.
　時刻ｔ２において、エンジン１の出力トルクτが所定値τ１以上になると、コントローラ１０は、スムーズオフ制御を実行する。具体的には、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを徐々に低下させる。また、コントローラ１０は、トルクセンサ５９によって検出された時刻ｔ２でのエンジン１の出力トルクτｓを記憶する。 At time t2, when the output torque τ of the engine 1 becomes the predetermined value τ1 or more, the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque τs of the engine 1 at the time t2 detected by the torque sensor 59.
　さらに、時刻ｔ２においてスムーズオフ制御が開始されると、コントローラ１０は、アクセル開度センサ５７によって検出されたアクセル開度ＡＰから、アクセルペダルの速度Ｖａｐを算出する。 Further, when the smooth-off control is started at time t2, the controller 10 calculates the speed Vap of the accelerator pedal from the accelerator opening AP detected by the accelerator opening sensor 57.
　ロックアップクラッチ２ａの締結圧Ｐｃが低下すると、ロックアップクラッチ２ａにスリップが生じる（時刻ｔ３）。ロックアップクラッチ２ａの締結圧Ｐｃがさらに低下すると、トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎとトルクコンバータ２の出力軸側の回転速度Ｎｔｏｕｔとの差が、所定値Ｄ１になる（時刻ｔ４）。トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎとトルクコンバータ２の出力軸側の回転速度Ｎｔｏｕｔとの差（差回転Ｄ）が、所定値Ｄ１になると、コントローラ１０は、ロックアップクラッチ２ａのスリップ制御をスムーズオフ制御からドライブスリップ制御へ移行する。このとき、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させる。その後、コントローラ１０は、バルブユニット４０を制御して、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に上昇させる。 When the fastening pressure Pc of the lockup clutch 2a decreases, the lockup clutch 2a slips (time t3). When the fastening pressure Pc of the lockup clutch 2a further decreases, the difference between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1 (time t4). .. When the difference (difference rotation D) between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 reaches a predetermined value D1, the controller 10 controls the slip of the lockup clutch 2a. Shifts from smooth-off control to drive-slip control. At this time, the controller 10 steps up the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P1. After that, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
　時刻ｔ５において、差回転Ｄが、目標とする回転速度差（差回転Ｄｔ）になると、コントローラ１０は、差回転Ｄが差回転Ｄｔを維持するように、バルブユニット４０を制御する。 At time t5, when the differential rotation D reaches the target rotation speed difference (differential rotation Dt), the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
　なお、図６に示す指示圧Ｐｔ及び回転速度における点線は、スムーズオフ制御からドライブスリップ制御へ移行するとき（時刻ｔ４）に、指示圧Ｐｔをステップ的に上昇させない場合の指示圧Ｐｔ及びエンジン回転速度Ｎｅの特性を示している。この場合、図６から明らかなように、エンジン１の回転速度Ｎｅが大きく上昇する。 The indicated pressure Pt and the dotted line at the rotation speed shown in FIG. 6 indicate the indicated pressure Pt and the engine rotation when the indicated pressure Pt is not increased stepwise when shifting from the smooth-off control to the drive slip control (time t4). The characteristics of velocity Ne are shown. In this case, as is clear from FIG. 6, the rotation speed Ne of the engine 1 is greatly increased.
　したがって、本実施形態のように、スムーズオフ制御からドライブスリップ制御へ移行するとき（時刻ｔ４）に、指示圧Ｐｔをステップ的に上昇させることで、ロックアップクラッチ２ａの締結圧Ｐｃを素早く上昇させてスリップ量の増加を抑制することで、エンジン１の吹け上がりを防止することができる。 Therefore, as in the present embodiment, when shifting from the smooth-off control to the drive slip control (time t4), the indicated pressure Pt is stepwise increased to quickly increase the fastening pressure Pc of the lockup clutch 2a. By suppressing the increase in the slip amount, it is possible to prevent the engine 1 from running up.
　次に、図７を参照しながら、アクセルペダルが大きく踏み増された場合について説明する。 Next, with reference to FIG. 7, a case where the accelerator pedal is greatly increased will be described.
　時刻ｔ１１において、アクセルペダルが踏み増されると、エンジン１の出力トルクτが上昇する。 At time t11, when the accelerator pedal is stepped on, the output torque τ of the engine 1 increases.
　時刻ｔ１２において、エンジン１の出力トルクτが所定値τ１以上になると、コントローラ１０は、スムーズオフ制御を実行する。具体的には、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを徐々に低下させる。また、コントローラ１０は、トルクセンサ５９によって検出された時刻ｔ１２でのエンジン１の出力トルクτｓを記憶する。 At time t12, when the output torque τ of the engine 1 becomes the predetermined value τ1 or more, the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque τs of the engine 1 at the time t12 detected by the torque sensor 59.
　エンジン１の出力トルクｔが上昇し、時刻ｔ１３において、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒと、の差（トルク偏差量τｄ）が所定値α１以上になると、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ２だけ上昇させる。 The output torque t of the engine 1 rises, and at time t13, the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59 is a predetermined value. When it becomes α1 or more, the controller 10 raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P2.
　エンジン１の出力トルクｔがさらに上昇し、時刻ｔ１４において、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒと、の差（トルク偏差量τｄ）が所定値α２以上になると、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ３だけさらに上昇させる。 The output torque t of the engine 1 further increases, and at time t14, the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59 is predetermined. When the value becomes α2 or more, the controller 10 further raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P3.
　ところで、アクセルペダルが大きく踏み増された場合、タービン回転速度Ｎｔｏｕｔの変化量（トルクコンバータ２の出力軸の回転加速度）が大きくなる。このとき、タービン回転速度Ｎｔｏｕｔを検出するセンサにノイズが発生しやすく、差回転Ｄが大きくなってしまい、誤判定が生じる可能性がある。そこで、本実施形態では、上述のように所定値Ｄ１をタービン回転速度Ｎｔｏｕｔの変化量に応じて変化させている（図５参照）。これにより、タービン回転速度Ｎｔｏｕｔの変化量が大きいときにノイズによって差回転Ｄが大きくなっても、所定値Ｄ１が上昇しているので、誤判定を防止できる。 By the way, when the accelerator pedal is greatly increased, the amount of change in the turbine rotation speed Ntout (rotational acceleration of the output shaft of the torque converter 2) becomes large. At this time, noise is likely to be generated in the sensor that detects the turbine rotation speed Ntout, and the differential rotation D becomes large, which may cause an erroneous determination. Therefore, in the present embodiment, as described above, the predetermined value D1 is changed according to the amount of change in the turbine rotation speed Ntout (see FIG. 5). As a result, even if the differential rotation D becomes large due to noise when the amount of change in the turbine rotation speed Ntout is large, the predetermined value D1 rises, so that erroneous determination can be prevented.
　ロックアップクラッチ２ａの締結圧Ｐｃが低下すると、ロックアップクラッチ２ａにスリップが生じる（時刻ｔ１５）。ロックアップクラッチ２ａの締結圧Ｐｃがさらに低下すると、トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎとトルクコンバータ２の出力軸側の回転速度Ｎｔｏｕｔとの差（差回転Ｄ）が、所定値Ｄ１になる（時刻ｔ１６）。差回転Ｄが、所定値Ｄ１になると、コントローラ１０は、ロックアップクラッチ２ａのスリップ制御をスムーズオフ制御からドライブスリップ制御へ移行する。このとき、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させる。その後、コントローラ１０は、バルブユニット４０を制御して、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に上昇させる。 When the fastening pressure Pc of the lockup clutch 2a decreases, the lockup clutch 2a slips (time t15). When the fastening pressure Pc of the lockup clutch 2a further decreases, the difference (difference rotation D) between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1. (Time t16). When the differential rotation D reaches the predetermined value D1, the controller 10 shifts the slip control of the lockup clutch 2a from the smooth-off control to the drive slip control. At this time, the controller 10 steps up the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P1. After that, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
　時刻ｔ１７において、差回転Ｄが、目標とする回転速度差（差回転Ｄｔ）になると、コントローラ１０は、差回転Ｄが差回転Ｄｔを維持するように、バルブユニット４０を制御する。 At time t17, when the differential rotation D reaches the target rotation speed difference (differential rotation Dt), the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
　なお、図７に示す指示圧Ｐｔ及び回転速度における点線は、トルク偏差量τｄが所定値α１，α２（時刻ｔ１３，ｔ１４）になっても、指示圧Ｐｔを上昇させない場合の指示圧Ｐｔ及びエンジン回転速度Ｎｅの特性、及びスムーズオフ制御からドライブスリップ制御へ移行するとき（時刻ｔ１６）に、指示圧Ｐｔをステップ的に上昇させない場合の指示圧Ｐｔ及びエンジン回転速度Ｎｅの特性を示している。 The indicated pressure Pt and the dotted line at the rotation speed shown in FIG. 7 indicate the indicated pressure Pt and the engine when the indicated pressure Pt is not increased even when the torque deviation amount τd reaches the predetermined values α1 and α2 (time t13, t14). The characteristics of the rotation speed Ne and the characteristics of the instruction pressure Pt and the engine rotation speed Ne when the instruction pressure Pt is not stepwise increased when shifting from the smooth-off control to the drive slip control (time t16) are shown.
　エンジン１の出力トルクτの上昇の度合いが大きいと、指示圧Ｐｔが低下しているときにロックアップクラッチ２ａが意図せず滑り始めてしまい、図７の点線で示すように、エンジン１が吹け上がってしまうおそれがある。 If the degree of increase in the output torque τ of the engine 1 is large, the lockup clutch 2a unintentionally starts to slip when the indicated pressure Pt is decreasing, and the engine 1 blows up as shown by the dotted line in FIG. There is a risk of
　そこで、本実施形態では、トルク偏差量τｄが所定値（所定値α１，α２）以上になった場合に指示圧Ｐｔを上昇させる。これにより、ロックアップクラッチ２ａが意図せずスリップすることを防止する。 Therefore, in the present embodiment, the indicated pressure Pt is increased when the torque deviation amount τd becomes a predetermined value (predetermined value α1, α2) or more. This prevents the lockup clutch 2a from slipping unintentionally.
　また、トルク偏差量τｄが大きくなる、つまり出力トルクτが大きくなると、同じ締結圧Ｐｃでもロックアップクラッチ２ａのスリップ量が大きくなる。本実施形態では、トルク偏差量τｄが所定値（所定値α１，α２）以上になった場合に指示圧Ｐｔを上昇させているので、スムーズオフ制御からドライブスリップ制御へ移行するときに、スリップ量が大きくなってエンジン１が吹け上がることを防止することができる。 Further, when the torque deviation amount τd becomes large, that is, when the output torque τ becomes large, the slip amount of the lockup clutch 2a becomes large even with the same fastening pressure Pc. In the present embodiment, the indicated pressure Pt is increased when the torque deviation amount τd becomes a predetermined value (predetermined value α1, α2) or more, so that the slip amount when shifting from the smooth-off control to the drive slip control. Can be prevented from increasing and causing the engine 1 to blow up.
　さらに、本実施形態では、スムーズオフ制御からドライブスリップ制御へ移行するとき（時刻ｔ１６）に、指示圧Ｐｔをステップ的に上昇させることで、ロックアップクラッチ２ａの締結圧Ｐｃを素早く上昇させてスリップ量の増加を抑制することで、エンジン１の吹け上がりを防止することができる。 Further, in the present embodiment, when shifting from the smooth-off control to the drive slip control (time t16), the indicated pressure Pt is stepwise increased to quickly increase the fastening pressure Pc of the lockup clutch 2a and slip. By suppressing the increase in the amount, it is possible to prevent the engine 1 from running up.
　また、本実施形態では、アクセルペダルが大きく踏み込まれ、タービン回転速度Ｎｔｏｕｔの変化量が大きくなった場合に、所定値Ｄ１を大きくしているので、センサのノイズなどによる誤判定を防止でき、制御を正確に行うことができる。 Further, in the present embodiment, when the accelerator pedal is greatly depressed and the amount of change in the turbine rotation speed Ntout becomes large, the predetermined value D1 is increased, so that erroneous determination due to sensor noise or the like can be prevented and control is performed. Can be done accurately.
　次に、図８を参照しながら、アクセルペダルが踏み増された後、アクセルペダルが踏み戻された（足戻しがなされた）場合について説明する。 Next, with reference to FIG. 8, a case where the accelerator pedal is depressed (the foot is returned) after the accelerator pedal is depressed will be described.
　時刻ｔ２１において、アクセルペダルが踏み増されると、エンジン１の出力トルクτが上昇する。 At time t21, when the accelerator pedal is stepped on, the output torque τ of the engine 1 increases.
　時刻ｔ２２において、エンジン１の出力トルクτが所定値τ１以上になると、コントローラ１０は、スムーズオフ制御を実行する。具体的には、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを徐々に低下させる。また、コントローラ１０は、トルクセンサ５９によって検出された時刻ｔ２２でのエンジン１の出力トルクτ（出力トルクτｓ）を記憶する。 At time t22, when the output torque τ of the engine 1 becomes the predetermined value τ1 or more, the controller 10 executes the smooth-off control. Specifically, the controller 10 gradually lowers the indicated pressure Pt of the lockup clutch 2a. Further, the controller 10 stores the output torque τ (output torque τs) of the engine 1 at the time t22 detected by the torque sensor 59.
　エンジン１の出力トルクｔが上昇し、時刻ｔ２３において、記憶された出力トルクτｓと、トルクセンサ５９によって検出された現在のエンジン１の出力トルクτｒと、の差（トルク偏差量τｄ）が所定値α１以上になると、コントローラ１０は、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ２だけ上昇させる。 The output torque t of the engine 1 rises, and at time t23, the difference (torque deviation amount τd) between the stored output torque τs and the current output torque τr of the engine 1 detected by the torque sensor 59 is a predetermined value. When it becomes α1 or more, the controller 10 raises the indicated pressure Pt of the lockup clutch 2a by a predetermined amount P2.
　時刻ｔ２４において、アクセルペダルが踏み戻され、アクセル開度ＡＰが所定の速度Ｖ１以上で減少すると、コントローラ１０は、足戻し判定条件が成立したと判定する。 At time t24, when the accelerator pedal is depressed back and the accelerator opening AP decreases at a predetermined speed V1 or higher, the controller 10 determines that the foot return determination condition is satisfied.
　ロックアップクラッチ２ａの締結圧Ｐｃが低下すると、ロックアップクラッチ２ａにスリップが生じる（時刻ｔ２５）。ロックアップクラッチ２ａの締結圧Ｐｃがさらに低下すると、トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎとトルクコンバータ２の出力軸側の回転速度Ｎｔｏｕｔとの差（差回転Ｄ）が、所定値Ｄ１になる（時刻ｔ２６）。差回転Ｄが、所定値Ｄ１になると、コントローラ１０は、ロックアップクラッチ２ａのスリップ制御をスムーズオフ制御からドライブスリップ制御へ移行する。 When the fastening pressure Pc of the lockup clutch 2a decreases, the lockup clutch 2a slips (time t25). When the fastening pressure Pc of the lockup clutch 2a further decreases, the difference (difference rotation D) between the rotation speed Ntin on the input shaft side of the torque converter 2 and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes a predetermined value D1. (Time t26). When the differential rotation D reaches the predetermined value D1, the controller 10 shifts the slip control of the lockup clutch 2a from the smooth-off control to the drive slip control.
　このとき、コントローラ１０は、時刻ｔ２４において足戻し判定条件が成立したと判定しているので、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させることなく、スムーズオフ制御からドライブスリップ制御に移行する。そして、コントローラ１０は、バルブユニット４０を制御して、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に上昇させる。 At this time, since the controller 10 determines that the foot return determination condition is satisfied at time t24, the controller 10 drives from the smooth-off control without increasing the indicated pressure Pt of the lockup clutch 2a stepwise by a predetermined amount P1. Shift to slip control. Then, the controller 10 controls the valve unit 40 to gradually increase the engagement pressure Pc of the lockup clutch 2a.
　時刻ｔ２７において、差回転Ｄが、目標とする回転速度差（差回転Ｄｔ）になると、コントローラ１０は、差回転Ｄが差回転Ｄｔを維持するように、バルブユニット４０を制御する。 At time t27, when the differential rotation D reaches the target rotation speed difference (differential rotation Dt), the controller 10 controls the valve unit 40 so that the differential rotation D maintains the differential rotation Dt.
　アクセル開度ＡＰが所定の速度Ｖ１以上で減少していれば、出力トルクτが減少する。このため、出力トルクτが増加する場合と同様に指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させると、ショックが発生するおそれがある。そこで、本実施形態では、アクセル開度ＡＰが所定の速度Ｖ１以上で減少している場合には、ロックアップクラッチ２ａの指示圧Ｐｔを所定量Ｐ１だけステップ的に上昇させることなくスムーズオフ制御からドライブスリップ制御に移行する。これにより、スムーズオフ制御からドライブスリップ制御に移行時にショックが発生することを抑制できる。 If the accelerator opening AP decreases at a predetermined speed V1 or higher, the output torque τ decreases. Therefore, if the indicated pressure Pt is stepwise increased by a predetermined amount P1 in the same manner as when the output torque τ increases, a shock may occur. Therefore, in the present embodiment, when the accelerator opening AP is decreasing at a predetermined speed V1 or more, the instruction pressure Pt of the lockup clutch 2a is not gradually increased by a predetermined amount P1 from the smooth-off control. Shift to drive slip control. As a result, it is possible to suppress the occurrence of a shock when shifting from smooth-off control to drive slip control.
　以上のように構成された本発明の実施形態の構成、作用、及び効果をまとめて説明する。 The configuration, action, and effect of the embodiment of the present invention configured as described above will be collectively described.
　自動変速機３は、変速機構（バリエータ３０）と、エンジン１と変速機構（バリエータ３０）との間の動力伝達経路上に設けられ、ロックアップクラッチ２ａを有するトルクコンバータ２と、エンジン１の出力トルクτが第１所定トルク（所定値τ１）以上になったときに、ロックアップクラッチ２ａの締結圧Ｐｃを徐々に低下させるスムーズオフ制御と、スムーズオフ制御実行後にロックアップクラッチ２ａの締結圧Ｐｃを徐々に上昇させてロックアップクラッチ２ａを所定のスリップ状態とするドライブスリップ制御と、を実行する制御装置（コントローラ１０）と、を備え、制御装置（コントローラ１０）は、トルクコンバータ２の入力軸側の回転速度Ｎｔｉｎとトルクコンバータ２の出力軸側の回転速度Ｎｔｏｕｔとの差（差回転Ｄ）が、第１所定値（所定値Ｄ１）以上になった場合に、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第１所定量（所定量Ｐ１）だけステップ的に上昇させてスムーズオフ制御からドライブスリップ制御に移行する。 The automatic transmission 3 is provided on the power transmission path between the transmission mechanism (variator 30) and the engine 1 and the transmission mechanism (variator 30), and has a torque converter 2 having a lockup clutch 2a and an output of the engine 1. Smooth-off control that gradually lowers the engagement pressure Pc of the lockup clutch 2a when the torque τ becomes the first predetermined torque (predetermined value τ1) or more, and the engagement pressure Pc of the lockup clutch 2a after the smooth-off control is executed. The control device (controller 10) includes a control device (controller 10) for executing drive slip control for gradually raising the lock-up clutch 2a to a predetermined slip state, and the control device (controller 10) is an input shaft of the torque converter 2. When the difference (difference rotation D) between the rotation speed Ntin on the side and the rotation speed Ntout on the output shaft side of the torque converter 2 becomes equal to or greater than the first predetermined value (predetermined value D1), the engagement pressure of the lockup clutch 2a The instruction pressure Pt of Pc is stepwise increased by a first predetermined amount (predetermined amount P1) to shift from smooth-off control to drive-slip control.
　スムーズオフ制御からドライブスリップ制御に移行するときに、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第１所定量（所定量Ｐ１）だけステップ的に上昇させることで、油圧の供給が遅れることを抑制できる。これにより、トルクコンバータ２のロックアップクラッチ２ａに対してスリップ制御を行う際に、エンジン１の吹け上がりを抑制できる。 When shifting from smooth-off control to drive-slip control, the hydraulic pressure supply is delayed by stepwise increasing the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a by the first predetermined amount (predetermined amount P1). Can be suppressed. As a result, when slip control is performed on the lockup clutch 2a of the torque converter 2, the engine 1 can be suppressed from running up.
　自動変速機３では、制御装置（コントローラ１０）は、第１所定量（所定量Ｐ１）を油温に応じて変化させる。 In the automatic transmission 3, the control device (controller 10) changes the first predetermined amount (predetermined amount P1) according to the oil temperature.
　油温が低温である場合には、オイルの粘度が高くなるため応答が遅れやすい。このため、油温が低温である場合には、第１所定量（所定量Ｐ１）を大きくすることにより、応答の遅れを抑制できる。したがって、第１所定量（所定量Ｐ１）を油温に応じて変化させることで、制御を安定させることができる。 When the oil temperature is low, the viscosity of the oil becomes high and the response tends to be delayed. Therefore, when the oil temperature is low, a delay in response can be suppressed by increasing the first predetermined amount (predetermined amount P1). Therefore, the control can be stabilized by changing the first predetermined amount (predetermined amount P1) according to the oil temperature.
　自動変速機３では、制御装置（コントローラ１０）は、第１所定値（所定値Ｄ１）を出力軸側の回転速度Ｎｔｏｕｔの変化量に応じて変化させる。 In the automatic transmission 3, the control device (controller 10) changes the first predetermined value (predetermined value D1) according to the amount of change in the rotation speed Ntout on the output shaft side.
　例えば、アクセルペダルの踏み増し量が大きい場合には、出力軸側の回転速度Ｎｔｏｕｔの変化量が大きくなる。このとき、出力軸側の回転速度Ｎｔｏｕｔを検出するセンサにノイズが発生しやすく、誤判定が生じる可能性がある。そこで、第１所定値（所定値Ｄ１）を出力軸側の回転速度Ｎｔｏｕｔの変化量に応じて変化させることで、誤判定を防止できる。 For example, when the amount of depression of the accelerator pedal is large, the amount of change in the rotation speed Ntout on the output shaft side becomes large. At this time, noise is likely to occur in the sensor that detects the rotation speed Ntout on the output shaft side, and an erroneous determination may occur. Therefore, by changing the first predetermined value (predetermined value D1) according to the amount of change in the rotation speed Ntout on the output shaft side, erroneous determination can be prevented.
　自動変速機３では、制御装置（コントローラ１０）は、スムーズオフ制御実行中に、エンジン１の現在の出力トルクτｒとスムーズオフ制御を開始した時点でのエンジン１の出力トルクτｓとの差（トルク偏差量τｄ）が第２所定値（所定値α１）以上になった場合には、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第２所定量（所定量Ｐ２）だけ上昇させる。 In the automatic transmission 3, the control device (controller 10) determines the difference (torque) between the current output torque τr of the engine 1 and the output torque τs of the engine 1 at the time when the smooth-off control is started during the smooth-off control execution. When the deviation amount τd) becomes equal to or greater than the second predetermined value (predetermined value α1), the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased by the second predetermined amount (predetermined amount P2).
　エンジン１の出力トルクτの上昇の度合いが大きいと、指示圧Ｐｔが低下しているときにロックアップクラッチ２ａが意図せず滑り始めてしまい、エンジン１が吹け上がってしまうおそれがある。そこで、本実施形態では、トルク偏差量τｄが第２所定値（所定値α１）以上になった場合に指示圧Ｐｔを上昇させる。これにより、ロックアップクラッチ２ａが意図せずスリップすることを防止する。 If the degree of increase in the output torque τ of the engine 1 is large, the lockup clutch 2a may unintentionally start slipping when the indicated pressure Pt is decreasing, and the engine 1 may blow up. Therefore, in the present embodiment, the indicated pressure Pt is increased when the torque deviation amount τd becomes the second predetermined value (predetermined value α1) or more. This prevents the lockup clutch 2a from slipping unintentionally.
　また、トルク偏差量τｄが大きくなる、つまり出力トルクτが大きくなると、同じ締結圧Ｐｃでもロックアップクラッチ２ａのスリップ量が大きくなる。そのため、トルク偏差量τｄが大きい場合には、あらかじめロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第２所定量（所定量Ｐ２）だけ上昇させることで、スムーズオフ制御からドライブスリップ制御へ移行するときに、スリップ量が大きくなってエンジン１が吹け上がることを防止することができる。 Further, when the torque deviation amount τd becomes large, that is, when the output torque τ becomes large, the slip amount of the lockup clutch 2a becomes large even with the same fastening pressure Pc. Therefore, when the torque deviation amount τd is large, the instruction pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased by a second predetermined amount (predetermined amount P2) in advance to shift from smooth-off control to drive slip control. At that time, it is possible to prevent the engine 1 from blowing up due to a large slip amount.
　自動変速機３では、制御装置（コントローラ１０）は、アクセル開度ＡＰが所定の速度Ｖ１以上で減少した場合には、入力軸側の回転速度Ｎｔｉｎと出力軸側の回転速度Ｎｔｏｕｔとの差（差回転Ｄ）が、第１所定値（所定値Ｄ１）以上になった場合に、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第１所定量（所定量Ｐ１）だけステップ的に上昇させることなくスムーズオフ制御からドライブスリップ制御に移行する。 In the automatic transmission 3, when the accelerator opening AP decreases at a predetermined speed V1 or more, the control device (controller 10) has a difference (difference between the rotation speed Ntin on the input shaft side and the rotation speed Ntout on the output shaft side). When the difference rotation D) becomes equal to or higher than the first predetermined value (predetermined value D1), the indicated pressure Pt of the fastening pressure Pc of the lockup clutch 2a is stepwise increased by the first predetermined amount (predetermined amount P1). It shifts from smooth-off control to drive-slip control without any effort.
　アクセル開度ＡＰが所定の速度Ｖ１以上で減少していれば、出力トルクτが減少する。このため、出力トルクτが増加する場合と同様に指示圧Ｐｔを第１所定量（所定量Ｐ１）だけステップ的に上昇させると、ショックが発生するおそれがある。そこで、アクセル開度ＡＰが所定の速度Ｖ１以上で減少している場合には、ロックアップクラッチ２ａの締結圧Ｐｃの指示圧Ｐｔを第１所定量（所定量Ｐ１）だけステップ的に上昇させることなくスムーズオフ制御からドライブスリップ制御に移行する。これにより、スリップ制御時にショックが発生することを抑制できる。 If the accelerator opening AP decreases at a predetermined speed V1 or higher, the output torque τ decreases. Therefore, if the indicated pressure Pt is stepwise increased by the first predetermined amount (predetermined amount P1) as in the case where the output torque τ is increased, a shock may occur. Therefore, when the accelerator opening AP is decreasing at a predetermined speed V1 or higher, the indicated pressure Pt of the engagement pressure Pc of the lockup clutch 2a is increased stepwise by the first predetermined amount (predetermined amount P1). There is no shift from smooth-off control to drive slip control. As a result, it is possible to suppress the occurrence of a shock during slip control.
　以上、本発明の実施形態について説明したが、上記実施形態は本発明の適用例の一部を示したものに過ぎず、本発明の技術的範囲を上記実施形態の具体的構成に限定する趣旨ではない。 Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the purpose of limiting the technical scope of the present invention to the specific configurations of the above embodiments. is not.
　上記スリップ制御は、副変速機付ＣＶＴや有段変速機構にも適用できる。 The above slip control can also be applied to a CVT with an auxiliary transmission and a stepped transmission mechanism.
　上記実施形態では、トルク偏差量τｄに応じて三段階（所定量Ｐ２，Ｐ３，Ｐ４）で指示圧Ｐｔを上昇させていただが、これに限らず、一段階、二段階、あるいは四段階以上であってもよい。また、指示圧を所定量Ｐ２，Ｐ３，Ｐ４上昇させる時には、ステップ的に上昇させるようにしてもよい。 In the above embodiment, the indicated pressure Pt is increased in three steps (predetermined amount P2, P3, P4) according to the torque deviation amount τd, but the present invention is not limited to this, and the indicated pressure Pt is not limited to this, but is limited to one step, two steps, or four steps or more. There may be. Further, when the indicated pressure is increased by a predetermined amount P2, P3, P4, it may be increased stepwise.
　本願は、２０１９年４月２３日に日本国特許庁に出願された特願２０１９－８２２７１号に基づく優先権を主張し、この出願の全ての内容は参照により本明細書に組み込まれる。 This application claims priority based on Japanese Patent Application No. 2019-82271 filed with the Japan Patent Office on April 23, 2019, and the entire contents of this application are incorporated herein by reference.

Claims (6)

  1. 　変速機構と、
    　エンジンと前記変速機構との間の動力伝達経路上に設けられ、ロックアップクラッチを有するトルクコンバータと、
    　前記エンジンの出力トルクが第１所定トルク以上になったときに、前記ロックアップクラッチの締結圧を徐々に低下させるスムーズオフ制御と、前記スムーズオフ制御実行後に前記ロックアップクラッチの締結圧を徐々に上昇させて前記ロックアップクラッチを所定のスリップ状態とするドライブスリップ制御と、を実行する制御装置と、を備え、
    　前記制御装置は、
    　前記トルクコンバータの入力軸側の回転速度と前記トルクコンバータの出力軸側の回転速度との差が、第１所定値以上になった場合に、前記ロックアップクラッチの締結圧の指示圧を第１所定量だけステップ的に上昇させて前記スムーズオフ制御から前記ドライブスリップ制御に移行する自動変速機。     Transmission mechanism and
    A torque converter provided on the power transmission path between the engine and the transmission mechanism and having a lockup clutch,
    When the output torque of the engine becomes equal to or higher than the first predetermined torque, the smooth-off control that gradually lowers the engagement pressure of the lockup clutch and the engagement pressure of the lockup clutch are gradually reduced after the smooth-off control is executed. It includes a drive slip control that raises the lockup clutch to bring the lockup clutch into a predetermined slip state, and a control device that executes the drive slip control.
    The control device is
    When the difference between the rotation speed on the input shaft side of the torque converter and the rotation speed on the output shaft side of the torque converter becomes equal to or greater than the first predetermined value, the indicated pressure for the engagement pressure of the lockup clutch is first. An automatic transmission that shifts from the smooth-off control to the drive-slip control by stepwise raising a predetermined amount.
  2. 　請求項１に記載された自動変速機において、
    　前記制御装置は、
    　前記第１所定量を油温に応じて変化させる自動変速機。     In the automatic transmission according to claim 1,
    The control device is
    An automatic transmission that changes the first predetermined amount according to the oil temperature.
  3. 　請求項１または２に記載の自動変速機において、
    　前記制御装置は、
    　前記第１所定値を前記出力軸側の回転速度の変化量に応じて変化させる自動変速機。     In the automatic transmission according to claim 1 or 2.
    The control device is
    An automatic transmission that changes the first predetermined value according to the amount of change in the rotation speed on the output shaft side.
  4. 　請求項１から３のいずれか１つに記載の自動変速機において、
    　前記制御装置は、
    　前記スムーズオフ制御実行中に、前記エンジンの現在の出力トルクと前記スムーズオフ制御を開始した時点での前記エンジンの出力トルクとの差が第２所定値以上になった場合には、前記ロックアップクラッチの締結圧の指示圧を第２所定量だけ上昇させる自動変速機。     In the automatic transmission according to any one of claims 1 to 3.
    The control device is
    If the difference between the current output torque of the engine and the output torque of the engine at the time when the smooth-off control is started becomes a second predetermined value or more during the execution of the smooth-off control, the lockup An automatic transmission that raises the indicated pressure of the clutch engagement pressure by a second predetermined amount.
  5. 　請求項１から４のいずれか１つに記載の自動変速機において、
    　前記制御装置は、
    　アクセル開度が所定の速度以上で減少した場合には、前記入力軸側の回転速度と前記出力軸側の回転速度との差が、前記第１所定値以上になった場合に、前記ロックアップクラッチの締結圧の指示圧を前記第１所定量だけステップ的に上昇させることなく前記スムーズオフ制御から前記ドライブスリップ制御に移行する自動変速機。     In the automatic transmission according to any one of claims 1 to 4.
    The control device is
    When the accelerator opening decreases by a predetermined speed or more, the lockup occurs when the difference between the rotation speed on the input shaft side and the rotation speed on the output shaft side becomes the first predetermined value or more. An automatic transmission that shifts from the smooth-off control to the drive-slip control without gradually increasing the indicated pressure of the clutch engagement pressure by the first predetermined amount.
  6. 　変速機構と、
    　エンジンと前記変速機構との間の動力伝達経路上に設けられ、ロックアップクラッチを有するトルクコンバータと、
    　前記エンジンの出力トルクが第１所定トルク以上になったときに、前記ロックアップクラッチの締結圧を徐々に低下させるスムーズオフ制御と、前記スムーズオフ制御実行後に前記ロックアップクラッチの締結圧を徐々に上昇させて前記ロックアップクラッチを所定のスリップ状態とするドライブスリップ制御と、を実行する制御装置と、を備えた自動変速機を制御する自動変速機の制御方法であって、
    　前記トルクコンバータの入力軸側の回転速度と前記トルクコンバータの出力軸側の回転速度との差が、第１所定値以上になった場合に、前記ロックアップクラッチの締結圧の指示圧を第１所定量だけステップ的に上昇させて前記スムーズオフ制御から前記ドライブスリップ制御に移行する自動変速機の制御方法。     Transmission mechanism and
    A torque converter provided on the power transmission path between the engine and the transmission mechanism and having a lockup clutch,
    When the output torque of the engine becomes equal to or higher than the first predetermined torque, the smooth-off control that gradually reduces the engagement pressure of the lockup clutch and the engagement pressure of the lockup clutch are gradually reduced after the smooth-off control is executed. It is a control method of an automatic transmission for controlling an automatic transmission including a drive slip control for raising the lockup clutch to bring the lockup clutch into a predetermined slip state, and a control device for executing the drive slip control.
    When the difference between the rotation speed on the input shaft side of the torque converter and the rotation speed on the output shaft side of the torque converter becomes equal to or greater than the first predetermined value, the indicated pressure for the engagement pressure of the lockup clutch is first. A control method for an automatic transmission that shifts from the smooth-off control to the drive-slip control by stepwise raising the speed by a predetermined amount.
PCT/JP2019/047894 2019-04-23 2019-12-06 Automatic transmission and control method of automatic transmission WO2020217577A1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08233098A (en) * 1995-02-27 1996-09-10 Nissan Motor Co Ltd Slip control device for torque convertor
JP2011213252A (en) * 2010-03-31 2011-10-27 Aisin Aw Co Ltd Control device
JP2016048100A (en) * 2014-08-28 2016-04-07 ジヤトコ株式会社 Control device of automatic transmission
WO2016158076A1 (en) * 2015-03-30 2016-10-06 ジヤトコ株式会社 Automatic transmission control device and control method

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3408554B2 (en) * 1992-04-09 2003-05-19 三菱自動車工業株式会社 Control device for torque converter with damper clutch

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08233098A (en) * 1995-02-27 1996-09-10 Nissan Motor Co Ltd Slip control device for torque convertor
JP2011213252A (en) * 2010-03-31 2011-10-27 Aisin Aw Co Ltd Control device
JP2016048100A (en) * 2014-08-28 2016-04-07 ジヤトコ株式会社 Control device of automatic transmission
WO2016158076A1 (en) * 2015-03-30 2016-10-06 ジヤトコ株式会社 Automatic transmission control device and control method

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