JP3147665B2 - Slip control device for vehicle lock-up clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lock control device for a vehicle lock-up clutch.

[0002]

2. Description of the Related Art In a vehicle equipped with a hydraulic transmission with a lock-up clutch, such as a torque converter with a lock-up clutch or a fluid coupling with a lock-up clutch, the rotational loss of the lock-up clutch during acceleration traveling is further reduced. In order to improve the fuel efficiency of the vehicle by reducing the slip area, a slip area is provided between the release area and the engagement area of the lock-up clutch, and the lock-up clutch is half-engaged in the slip area. It has been proposed to execute the slip control so that the slip amount, that is, the difference between the rotation speed of the pump wheel and the rotation speed of the turbine wheel, follows a predetermined target slip rotation speed. Also, in a vehicle equipped with a fuel cut device that shuts off fuel for the engine in a region where the engine rotation speed is higher than a preset fuel cut rotation speed during deceleration driving, the engine rotation speed is also reduced during deceleration driving. It has been proposed to execute the same slip control as described above in order to increase the fuel cut range by raising it.

The slip control at the time of deceleration running is usually performed while the deceleration running state of the vehicle is determined based on the fact that the idle switch detects that the throttle valve opening is fully closed. At the same time as the fuel cutoff operation of the fuel cut device. As a result, the engine rotation speed is raised to a value lower than the turbine wheel rotation speed by the predetermined target slip rotation speed, so that the period during which the engine rotation speed falls to the preset fuel cut rotation speed is extended, and fuel consumption is increased. It will be improved. For example, the slip control devices described in Japanese Patent Application Laid-Open Nos. 2-118265 and 1-220765 are such devices.

[0004]

By the way, in the slip control at the time of deceleration running, the transmission torque of the lock-up clutch is small, and a slight change in the pressing force of the lock-up clutch changes the slip rotational speed relatively largely. In particular, at the start of the slip control, the slip control tends to become unstable. Therefore, in the conventional slip control as described above, the output torque of the engine is changed in connection with the interruption of the fuel supply by the fuel cut device. In such a case, the slip control may not be performed properly and may become unstable in connection with the operation of the fuel cut device.

For example, in the conventional slip control device described in Japanese Patent Application Laid-Open No. 2-118265, when deceleration is determined, slip control during deceleration is started after releasing the lock-up clutch. After a lapse of a predetermined time, the fuel cutoff operation of the fuel cut device is started. For this reason, the release of the lock-up clutch causes a sudden decrease in the engine rotation speed at the same time as the determination of deceleration traveling, so that the slip control may not be started properly. Further, in the conventional slip control device described in Japanese Patent Application Laid-Open No. 1-220765, slip control is performed by a control formula including a feedback control element and a feedforward control element. When the slip control is executed while the fuel cut device is not operating due to the cause, and the cause is resolved and the fuel cut device is operated, the output torque of the engine fluctuates and slip control is performed. In some cases, it became unstable.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a slip control of a lock-up clutch for a vehicle which can stably execute a slip control regardless of the operation of a fuel cut device. It is to provide a device.

[0007]

SUMMARY OF THE INVENTION To achieve the above object, a gist of the first invention is to provide a lock-up clutch provided between a pump impeller and a turbine impeller, In a vehicle having a fuel cut device that shuts off fuel to the engine in a region where the engine rotation speed is higher than a preset fuel cut rotation speed during deceleration driving, the slip rotation speed of the lock-up clutch is reduced during vehicle deceleration driving. A slip control device for a lock-up clutch for a vehicle, comprising: a slip control unit configured to perform control so as to be equal to a predetermined target slip rotation speed, wherein (a) deceleration traveling of the vehicle that determines deceleration traveling following acceleration traveling of the vehicle. Determining means; and (b) the slip control means simultaneously with decelerating traveling of the vehicle determined by the vehicle decelerating traveling determining means. To start the slip control by,
And wherein by the fuel shut-off operation by the fuel cut unit from the start of the slip control for a predetermined period of time delay, including a timing control means for reducing the rate of change of the engine rotational speed at the beginning period of the slip control
(C) The timing control means performs the vehicle deceleration traveling.
Elapsed time since the deceleration of the vehicle was judged by the judging means
Counts the time, and when the preset time elapses,
Elapsed time counting means and the external load increase period of the engine
Set time to change the set time to a longer value during detection between
Changing means, and the elapsed time counting means expires.
To delay the fuel cutoff operation of the fuel cut device.
It is to be.

[0008]

In this case, at the same time as the vehicle deceleration traveling judgment is made by the vehicle deceleration judgment means, the timing control means starts the slip control by the slip control means. By delaying the fuel cut-off operation by the fuel cut device for a predetermined period from the start of the slip control, the rate of change of the engine speed during the start of the slip control is reduced. As described above, during deceleration traveling of the vehicle,
Slip control is started at the same time
In the start period, the engine speed suddenly drops
Prevented, slip control can be started well. Ma
In addition, the fuel cut is performed for a predetermined period from the execution of slip control.
The fuel cut-off operation by the fueling device is delayed, during which the engine
The output torque of the gin is small and almost zero.
Therefore, to increase the engagement force of the lock-up clutch
Slip control can be started without increasing the oil pressure
It is. In addition, air conditioners, power steering, alternators,
Detection of the external load increase period of the engine during operation
During idle time, the engine idle
Because the engine speed is increased, the engine speed
Although the period until the rate of change decreases becomes longer,
If it is set, the engine rotation
After the rate of change of speed is surely smaller than the reference value
Fuel cut-off operation by the fuel cut device is started,
The stability of the slip control start period is further enhanced.

[0009]

[Second means for solving the problem] Achieve the above objective
The gist of the second invention is that the pump impeller
Lock-up clutch provided between the
And the engine speed is preset during deceleration.
In areas higher than the fuel cut rotation speed
A fuel cut device that shuts off fuel to the engine
The vehicle having
The slip rotation speed of the clutch
Slip control hand that controls to match the tip rotation speed
Control of Vehicle Lock-up Clutch with Step
(A) decelerating traveling following acceleration traveling of the vehicle
(B) deceleration of the vehicle
Simultaneously with the deceleration traveling of the vehicle determined by the traveling determination means
Starting slip control by the slip control means,
In addition, the fuel cutoff operation by the fuel cut device is performed.
Delay for a predetermined period from the start of slip control
Engine rotation during the start period of the slip control.
Timing control means for reducing the rate of change of speed.
(D) The timing control means uses the engine speed
Change rate becomes smaller than the preset judgment reference value.
Engine speed change rate judgment means
And the judgment by the engine rotation speed change rate judgment means is
Until affirmative, the fuel cut off operation of the fuel cut device
To delay the movement for a predetermined period.

[Action and effect of the second invention] By doing so,
The vehicle deceleration traveling determination means determines that the vehicle is traveling decelerated.
At the same time, the timing control means
Means to start the slip control, and
Start of fuel cutoff operation by the cut-off device and its slip control
Slip control by delaying from the specified period
The rate of change of engine speed during the start of
Let As described above, during deceleration traveling of the vehicle,
Slip control is started at the same time
In the start period, the engine speed suddenly drops
Prevented, slip control can be started well. Ma
In addition, the fuel cut is performed for a predetermined period from the execution of slip control.
The fuel cut-off operation by the fueling device is delayed, during which the engine shuts down.
The output torque of the gin is small and almost zero.
So lock a To increase the engagement force of the clutch
Slip control can be started without increasing the oil pressure
It is. Also, when slip control is started,
Lockup clutch at the target slip rotation speed
After the slip engagement can be realized quickly,
The fuel cut-off operation by the fuel cut device is started.
Thus, the stability of the slip control start period is further improved.

[Third Means for Solving the Problems] Achieve the above objective
The gist of the third invention is a pump wheel.
Lock-up clutch provided between the
And the engine speed is preset during deceleration.
In areas higher than the fuel cut rotation speed
A fuel cut device that shuts off fuel to the engine
The vehicle having
The slip rotation speed of the clutch
Slip control hand that controls to match the tip rotation speed
Control of Vehicle Lock-up Clutch with Step
(A) decelerating traveling following acceleration traveling of the vehicle
(B) deceleration of the vehicle
Simultaneously with the deceleration traveling of the vehicle determined by the traveling determination means
Starting slip control by the slip control means,
In addition, the fuel cutoff operation by the fuel cut device is performed.
Delay for a predetermined period from the start of slip control
Engine rotation during the start period of the slip control.
Timing control means for reducing the rate of change of speed.
(D) The timing control means
That the difference between the engine speed and the
Rotating speed difference determining means,
The fuel cut device until the determination by
Is delayed for a predetermined period of time.

[Action and effect of the third invention] By doing so,
The vehicle deceleration traveling determination means determines that the vehicle is traveling decelerated.
At the same time, the timing control means
Means to start the slip control, and
Start of fuel cutoff operation by the cut-off device and its slip control
Slip control by delaying from the specified period
The rate of change of engine speed during the start of
Let As described above, during deceleration traveling of the vehicle,
Slip control is started at the same time
In the start period, the engine speed suddenly drops
Prevented, slip control can be started well. Ma
In addition, the fuel cut is performed for a predetermined period from the execution of slip control.
The fuel cut-off operation by the fueling device is delayed, during which the engine shuts down.
The output torque of the gin is small and almost zero.
Therefore, to increase the engagement force of the lock-up clutch
Slip control can be started without increasing the oil pressure
It is. Also, when slip control is started,
Lockup clutch at the target slip rotation speed
After the slip engagement can be realized quickly,
The fuel cut-off operation is started by the fuel cut device.
Thus, the stability of the slip control start period is further improved.

[Fourth Means for Solving the Problems] Achieve the above objective
The gist of the fourth invention is a pump impeller.
Lock-up clutch provided between the
And the engine speed is preset during deceleration.
In areas higher than the fuel cut rotation speed
A fuel cut device that shuts off fuel to the engine
The vehicle having
The slip rotation speed of the clutch
Slip control hand that controls to match the tip rotation speed
Control of Vehicle Lock-up Clutch with Step
(A) decelerating traveling following acceleration traveling of the vehicle
(B) deceleration of the vehicle
Simultaneously with the deceleration traveling of the vehicle determined by the traveling determination means
Starting slip control by the slip control means,
In addition, the fuel cutoff operation by the fuel cut device is performed.
Delay for a predetermined period from the start of slip control
Engine rotation during the start period of the slip control.
Timing control means for reducing the rate of change of speed.
(D) The timing control means
Torque change rate to judge that the change rate of
It has a judging means, and the judgment is made by the torque change rate judging means.
Fuel cutoff of the fuel cut device until
It is to delay the operation for a predetermined period.

[Action and effect of the fourth invention] By doing so,
The vehicle deceleration traveling determination means determines that the vehicle is traveling decelerated.
At the same time, the timing control means
Means to start the slip control, and
Start of fuel cutoff operation by the cut-off device and its slip control
Slip control by delaying from the specified period
The rate of change of engine speed during the start of
Let As described above, during deceleration traveling of the vehicle,
Slip control is started at the same time
In the start period, the engine speed suddenly drops
Prevented, slip control can be started well. Ma
In addition, the fuel cut is performed for a predetermined period from the execution of slip control.
The fuel cut-off operation by the fueling device is delayed, during which the engine shuts down.
The output torque of the gin is small and almost zero.
Therefore, to increase the engagement force of the lock-up clutch
Slip control can be started without increasing the oil pressure
It is. Also, when slip control is started,
Lockup clutch at the target slip rotation speed
After the slip engagement can be realized quickly,
The fuel cut-off operation is started by the fuel cut device.
Thus, the stability of the slip control start period is further improved.

[Fifth Means for Solving the Problems] Achieve the above objective
The gist of the fifth invention is a pump impeller.
Lock-up clutch provided between the
And the engine speed is preset during deceleration.
In areas higher than the fuel cut rotation speed
A fuel cut device that shuts off fuel to the engine
The vehicle having
The slip rotation speed of the clutch
Slip control hand that controls to match the tip rotation speed
Control of Vehicle Lock-up Clutch with Step
(A) decelerating traveling following acceleration traveling of the vehicle
(B) deceleration of the vehicle
Simultaneously with the deceleration traveling of the vehicle determined by the traveling determination means
Starting slip control by the slip control means,
In addition, the fuel cutoff operation by the fuel cut device is performed.
Delay for a predetermined period from the start of slip control
Engine rotation during the start period of the slip control.
Timing control means for reducing the rate of change of speed. Including
(D) The timing control means is an idle switch
Check that the decrease in engine output torque due to
And a torque reduction end determining means for determining
Until the judgment by the drop end determining means is affirmed.
Delay the fuel cut-off operation of the fuel cut device for a predetermined period.
It is to be.

[Action and effect of the fifth invention] By doing so,
The vehicle deceleration traveling determination means determines that the vehicle is traveling decelerated.
At the same time, the timing control means
Means to start the slip control, and
Start of fuel cutoff operation by the cut-off device and its slip control
Slip control by delaying from the specified period
The rate of change of engine speed during the start of
Let As described above, during deceleration traveling of the vehicle,
Slip control is started at the same time
In the start period, the engine speed suddenly drops
Prevented, slip control can be started well. Ma
In addition, the fuel cut is performed for a predetermined period from the execution of slip control.
The fuel cut-off operation by the fueling device is delayed, during which the engine shuts down.
The output torque of the gin is small and almost zero.
Therefore, to increase the engagement force of the lock-up clutch
Slip control can be started without increasing the oil pressure
It is. Also, when slip control is started,
Lockup clutch at the target slip rotation speed
After the slip engagement can be realized quickly,
The fuel cut-off operation is started by the fuel cut device.
Thus, the stability of the slip control start period is further improved.

[0010]

[0011]

[0012] Preferably, the timing control means includes:
At the start of the fuel cut-off operation of the fuel cut device which has been delayed, for example, the fuel cut device may be provided with a fuel cut-off operation mitigation means for gradually executing the fuel cut-off for each cylinder of the engine. With this configuration, the change in the engine output torque due to the fuel cutoff is reduced, so that the stability of the slip control is further improved.

[0013]

A sixth aspect of the present invention to achieve the above object is a lock-up clutch provided between a pump wheel and a turbine wheel. In a vehicle having a fuel cut device that shuts off fuel to the engine in a region where the engine rotation speed is higher than a preset fuel cut rotation speed during deceleration traveling, a control expression including a feedback control element and a feedforward control element is used. A slip control device for a vehicle lock-up clutch, comprising: slip control means for controlling the slip rotation speed of the lock-up clutch to coincide with a predetermined target slip rotation speed when the vehicle is running at a reduced speed. )
Fuel cut execution determining means for determining whether or not the fuel cut operation by the fuel cut device is being performed; and (b) during deceleration traveling of the vehicle, the fuel cut by the fuel cut device is performed by the fuel cut execution determination means. When it is determined that the control is not being performed, the control output value based on the feedback control element in the slip control of the slip control unit is suppressed, and the fuel cut-off determination unit executes the fuel cut-off by the fuel cut device. And control output value changing means for canceling the suppression of the control output value based on the feedback control element after the determination is made.

[0014]

In this way, when the fuel cut execution determining means determines that the fuel cut-off by the fuel cut device has not been executed during the deceleration running of the vehicle, the control output value changing means sets the above-mentioned control output value changing means. After the control output value based on the feedback control element in the slip control of the slip control means is suppressed, and after the fuel cut execution determination means determines that the fuel cut-off by the fuel cut device is being executed, the feedback control element becomes The suppression of the control output value based on is released.

[0015]

As a result, the control output based on the feedback control element of the slip control is suppressed during a period in which the fuel cut-off is not performed by the fuel cut device during the deceleration running of the vehicle, so that the fuel cut-off operation is performed. In the transition from the period in which the slip control is not being performed to the period in which the slip control is performed, the unstable slip control is eliminated.

Preferably, the control output value changing means may set the control output value based on the feedback control element to zero during a period in which the fuel cutoff operation is not performed, but the fuel cutoff operation is performed. The control output value based on the feedback control element may be suppressed so as to be smaller than the period in which the feedback control is performed. Further, the control output value changing means gradually returns the control output value based on the feedback control element to a value in a normal control state at the time of transition from a period in which the fuel cutoff operation is not performed to a period in which the fuel cutoff operation is performed. And relaxation return means. With this configuration, since the control output value based on the feedback control element is not suddenly activated, there is an advantage that the slip control at the start of the fuel cutoff operation is further stabilized.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton view of a vehicle power transmission device to which an embodiment of the present invention is applied. In the figure, the power of an engine 10 is transmitted to a differential gear device and drive wheels (not shown) through a torque converter 12 with a lock-up clutch, a stepped automatic transmission 14 composed of three sets of planetary gear units, and the like. It has become.

The torque converter 12 is used for the engine 1
0 at the outer peripheral portion.
A pump impeller 18 having blades for generating a flow of hydraulic oil having a directional component directed toward the engine 10 and being fixed to the input shaft 20 of the automatic transmission 14, Having blades facing the blades of
A turbine wheel 22 that is rotated by receiving oil from the blades of the pump wheel 18, a stator wheel 28 fixed to a housing 26 that is a non-rotating member via a one-way clutch 24, and moves axially. A lock-up clutch 32 connected to the input shaft 20 via a piston 30 fitted to a hub of the turbine wheel 22 so as to be able to rotate relative to the shaft.

In the torque converter 12, the hydraulic pressure in the release-side oil chamber 33 of the engagement-side oil chamber 35 and the release-side oil chamber 33 divided by the piston 30 is increased, and the pressure in the engagement-side oil chamber 35 is increased. Is released, the piston 3
Since 0 is retracted and the lockup clutch 32 is disengaged, torque is transmitted at an amplification factor corresponding to the input / output rotation speed ratio of the torque converter 12. But,
The hydraulic pressure in the engagement-side oil chamber 35 is increased, and the release-side oil chamber 33 is increased.
When the hydraulic pressure in the inside becomes the minimum pressure, the piston 30 is advanced and the lock-up clutch 32 is pressed by the pump impeller 18 to be in the engaged state.
The two input / output members, that is, the crankshaft 16 and the input shaft 20 are directly connected.

The automatic transmission 14 is provided with a 3 coaxially arranged transmission.
Sets of single pinion type planetary gear sets 34, 36, 38
And a counter shaft (output shaft) 40 for transmitting power between an output gear 39 rotating with the ring gear of the planetary gear device 38 and a differential gear device (not shown). Some of the components of their planetary gear 34, 36, 38 is not only integrally connected to each other, are selectively connected to each other by three clutches _{C 0, C 1, C 2} . Further, the planetary gear units 34,
Some of the components of 36, 38 consist of four brakes B ₀ ,
B ₁ , B ₂ , B ₃ are selectively connected to the housing 26 and, in addition, some of the components are connected to one another or to the housing by three one-way clutches F ₀ , F ₁ , F ₂ depending on the direction of their rotation. 26.

Each of the clutches C ₀ , C ₁ , C ₂ and the brakes B ₀ , B ₁ , B ₂ , B ₃ includes, for example, a multi-plate clutch or one band or two bands whose winding directions are opposite to each other. It is constituted by band brakes and the like, and each is operated by a hydraulic actuator. The operation of each of the hydraulic actuators is controlled by an electronic control unit for shifting 184 described later, whereby the operation shown in FIG. As shown in FIG. 4, the forward speeds 4 having different speed ratios I (= the rotation speed of the input shaft 20 / the rotation speed of the counter shaft 40)
A single shift stage / reverse speed is obtained. In FIG. 2, “1”
st "," 2nd "," 3rd "," O / D (overdrive) "
Represents a first gear, a second gear, a third gear, and a fourth gear, respectively, on the forward side, and the above-mentioned gear ratio is changed from the first gear to the fourth gear. It becomes smaller sequentially as it goes. In addition, since the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis, the lower side of the rotation axis of the input shaft 20 and the upper side of the rotation axis of the counter shaft 40 are omitted in FIG. Is shown.

FIG. 3 is a diagram for explaining the configuration of the control device of the vehicle. In the figure, a hydraulic control circuit 44 includes a shift control hydraulic control circuit for controlling the gear position of the automatic transmission 14 and a lock-up clutch control hydraulic control for controlling engagement of the lock-up clutch 32. And a circuit. As is well known, the shift control hydraulic control circuit includes a first solenoid valve S1 and a second solenoid valve S2 that are driven on and off by solenoids No. 1 and No. 2, respectively. Valve S1
2 and FIG. 2 by a combination of operation of the second solenoid valve S2.
As shown in FIG. 7, the clutch and the brake are selectively operated to establish any one of the first to fourth gears.

The lock-up clutch control hydraulic control circuit is turned on and off by a solenoid 48 to generate a switching signal pressure P _sw, as shown in FIG. Lock-up relay valve 52 that is switched between a release side position in which lock-up clutch 32 is released and an engagement side position in which lock-up clutch 32 is engaged in accordance with use signal pressure P _sw.
A linear solenoid valve SLU for generating a slip control signal pressure P _SLU corresponding to the drive current I _SLU supplied from the shift electronic control device 184, and a linear solenoid valve S
A lock-up control control valve 56 that controls the slip difference of the lock-up clutch 32 by adjusting the pressure difference ΔP between the engagement-side oil chamber 35 and the release-side oil chamber 33 in accordance with the slip control signal pressure P _SLU output from the LU; It has.

In FIG. 4, a pump 60 for sucking and pumping the hydraulic oil recirculated to a tank (not shown) through a strainer 58 is driven to rotate by the engine 10. The operating hydraulic pressure pumped from the pump 60 is supplied to the first pressure regulating valve 62 of an overflow type by the first pressure regulating valve 62.
It is adapted to be pressurized line pressure Pl ₁ two-tone. This first
The pressure regulating valve 62 generates a first line pressure Pl ₁ that increases in accordance with the throttle pressure output from a throttle valve opening detection valve (not shown), and outputs the generated first line pressure Pl ₁ via a first line oil passage 64. The second pressure regulating valve 66 is an overflow type pressure regulating valve. The second pressure regulating valve 66 regulates the hydraulic oil discharged from the first pressure regulating valve 62 on the basis of the throttle pressure, so that the second pressure regulating valve 66 corresponds to the output torque of the engine 10. A line pressure Pl ₂ is generated. The third pressure regulating valve 68 is a pressure reducing valve that uses the first line pressure Pl ₁ as a source pressure, and generates a constant third line pressure Pl ₃ . Also, the manual valve 70 is shifted operating lever 174 is at a R range, generates a R range pressure P _R. Then, OR valve 72, pressure actuating the brake B ₂ that engages when it is the second-speed gear stage or P
_B2 and selects either the high side of the R range pressure P _R is output.

The lock-up relay valve 52 includes a release port 80 communicating with the release oil chamber 33 and an engagement oil chamber 35.
An input port 84 to which the second line pressure Pl ₂ is supplied, a first discharge port 86 through which hydraulic oil in the engagement oil chamber 35 is discharged when the lock-up clutch 32 is released, Second discharge port 8 through which hydraulic oil in release-side oil chamber 33 is discharged when lock-up clutch 32 is engaged.
8, a supply port 90 through which part of the hydraulic oil discharged from the second pressure regulating valve 66 is supplied for cooling during the engagement period of the lock-up clutch 32, and a spool valve element 92 for switching the connection state of those ports A spring 94 for urging the spool valve element 92 toward the off-side position; a plunger 96 disposed so as to be able to contact the end of the spool valve element 92 on the spring 94 side; the end face of the 96 the oil chamber 98 provided between them to exert a R range pressure P _R, the plunger 9
An oil chamber 100 for receiving the first line pressure Pl ₁ acting on the end face of the spool 6, and a third solenoid valve S 3
It reacted with switching signal pressure P _sw since and an oil chamber 102 for receiving the switching signal pressure P _sw to generate a thrust directed to the on-side position.

In the non-excited state (off state), the third solenoid valve S3 shuts off the communication between the oil chamber 102 and the OR valve 72 by the spherical valve element and sets the oil chamber 102 to the drain pressure. oN state), the communicated between oil chamber 102 and the OR valve 72 exerts a switching signal pressure P _sw in the oil chamber 102. For this reason, when the third solenoid valve S3 is in the off state, the switching signal pressure P _sw from the third solenoid valve S3 is not applied to the oil chamber 102, and the spool valve element 92 is actuated by the urging force of the spring 94. The input port 84 and the release port 80 are communicated with each other, and the engagement port 82 and the first discharge port 86 are communicated with each other, since the port is located at the off-side position in accordance with the first line pressure Pl ₁ acting on the oil chamber 100. Therefore, the hydraulic pressure P _off in the release-side oil chamber 33 is higher than the hydraulic pressure P _on in the engagement-side oil chamber 35, and the lock-up clutch 32 is released. Is discharged to the drain via the first discharge port 86, the oil cooler 104, and the check valve 106.

On the other hand, when the third solenoid valve S3 is in the ON state, the switching signal pressure _Psw from the third solenoid valve S3 is applied to the oil chamber 102, and the spool valve element 92 causes the urging force of the spring 94 to act. And the first line pressure P acting on the oil chamber 100
Since being is positioned on the ON side position against the and l _1, an input port 84 and the engagement-side port 82, the release side port 80 and the second exhaust port 88, the supply port 90 and communicating the first discharge port 86, respectively since provoking, at the same time the hydraulic pressure P lockup clutch 32 is also higher than _off in the hydraulic P _on the release side oil chamber 33 in the engaging-side oil chamber 35 is engaged, in the release side oil chamber 33 The hydraulic oil is supplied to the second discharge port 8
8 and discharged through the lock-up control valve 56 to the drain.

[0029] The linear solenoid valve SLU is the third line pressure Pl ₃ fixed to be generated in the third pressure regulating valve 68 to a pressure reducing valve to the source pressure, the shift electronic control unit as shown in FIG. 5 184 And generates a slip control signal pressure P _SLU that increases in accordance with the drive current I _SLU (ie, the drive duty ratio DSLU), and causes the slip control signal pressure P _SLU to act on the lock-up control valve 56. The linear solenoid valve SLU includes a supply port 110 to which the third line pressure Pl ₃ is supplied, an output port 112 to output the slip control signal pressure P _SLU , a spool valve element 114 for opening and closing them, and a spool valve element 114. 115 for urging the spool valve 114 in the valve closing direction, a spring 116 for urging the spool valve element 114 in the valve opening direction with a smaller thrust than the spring 115, and applying the spool valve element 114 in the valve opening direction in accordance with the drive current _ISLU . And an oil chamber 120 for receiving a feedback pressure (slip control signal pressure P _SLU ) for generating a thrust in the valve closing direction on the spool valve element 114. 114 is an electromagnetic solenoid 1
The urging force in the valve opening direction by the spring 18 and the spring 116 and the urging force in the valve closing direction by the spring 115 and the feedback pressure are operated so as to be balanced.

The lock-up control valve 56 includes a line pressure port 130 to which the second line pressure Pl ₂ is supplied,
Release-side oil chamber 33 discharged from the second discharge port 88
A receiving port 132 for receiving the hydraulic oil therein, a drain port 134 for discharging the hydraulic oil received in the receiving port 132, and a communication between the receiving port 132 and the drain port 134 to allow the release side oil chamber 33 The first difference that increases the pressure difference ΔP (= P _on −P _off ) between the engagement side oil chamber 35 and the release side oil chamber 33 by discharging the hydraulic oil of
Direction toward position (left position in FIG. 4) and receiving port 13
The second line pressure Pl ₂ is supplied into the release-side oil chamber 33 by communicating between the second oil pressure line 130 and the line pressure port 130, and the ΔP is reduced toward the second position (the right position in FIG. 4). Spool valve 13 provided to be movable toward
6, a plunger 138 arranged to be in contact with the spool valve element 136 to urge the spool valve element 136 toward the first position, and a slip control signal pressure P _{SLU is applied} to the plunger 138. A signal pressure oil chamber 140 for receiving a slip control signal pressure P _SLU to generate a thrust in a direction toward the first position;
An oil chamber 142 for receiving the oil pressure P _off to cause the plunger 138 to generate a thrust toward the first position by causing the oil pressure P _off in the release-side oil chamber 33 to act on the plunger 138; An oil chamber 144 that receives the oil pressure P _on to apply a hydraulic pressure P _on in the engagement side oil chamber 35 to the valve element 136 to generate a thrust in the direction toward the second position on the spool valve element 136; A spring 146 housed within the chamber 144 and biasing the spool valve element 136 toward its second position.

Here, the plunger 138 is formed with a first land 148 and a second land 150 having sectional areas A ₁ and A ₂ that become larger in order from the oil chamber 142 side. the third land 152 and the fourth land 154 is formed is a cross-sectional area a ₃ from the signal pressure oil chamber 140 side. Accordingly, the plunger 138 abuts on the spool valve element 136 and operates integrally with each other, and a pressure difference ΔP (= P _on −P) having a magnitude corresponding to the slip control signal pressure P _{SLU is applied} to both sides of the piston 30.
_off ) is formed. That is, assuming that A ₁ = A ₃ , the pressure difference ΔP changes according to the slope [(A ₂ −A ₁ ) / A ₁ ] with respect to the slip control signal pressure P _{SLU according} to Equation 1. In Equation 1, F _s is the spring 1
Forty-six urging forces.

[0032]

(Equation 1)

FIG. 6 shows a change characteristic of the pressure difference ΔP obtained by the operation of the lock-up control valve 56 configured as described above with respect to the slip control signal pressure P _SLU . Therefore, the lock-up relay valve 52
Is in the on state, the slip control signal pressure P _SLU
Becomes larger, the engagement-side oil chamber 35 and the release-side oil chamber 33 are increased.
Is increased, the slip rotation speed NSLP of the lock-up clutch 32 is reduced.
Conversely, the pressure difference ΔP between the engagement-side oil chamber 35 and the release-side oil chamber 33 decreases as the slip control signal pressure P _SLU decreases, so that the slip rotation speed NSLP of the lock-up clutch 32 increases. You.

[0034] Returning to FIG. 3, the intake air in the vehicle, the engine speed sensor 160 for detecting the rotational speed N _P of the rotational speed N _E i.e. the pump impeller 18 of the engine 10, is sucked into the engine 10 through the intake pipe The intake air amount sensor 162 for detecting the amount Q, the engine 1 through the intake pipe
The intake air temperature sensor 164 for detecting the temperature T _AIR of the intake air sucked to zero, the throttle sensor 1 with an idle switch for detecting the fully closed state and the opening θ ₁ of the throttle valve 166 opened and closed by operating the accelerator pedal 165.
67, a vehicle speed sensor 168 for detecting the rotation speed of the output shaft of the automatic transmission 14, that is, the vehicle speed V, a cooling water temperature sensor 170 for detecting the cooling water temperature THW of the engine 10, and a brake sensor 17 for detecting that the brake pedal is operated.
2, the operation position of the shift lever 174 P _s That L, S, D, N, R, the operation position sensor 176 for detecting either the P range, the rotational speed N _T i.e. the automatic transmission of the turbine runner 22 A turbine rotational speed sensor 178 for detecting the rotational speed of the input shaft 20 of the oil pressure sensor 14, and an oil temperature sensor 18 for detecting the temperature T _OIL of the hydraulic oil of the hydraulic control circuit 44
0 is provided. The signals output from the sensors are directly or indirectly supplied to the electronic control unit 182 for the engine and the electronic control unit 184 for shifting. The electronic control unit 182 for the engine and the electronic control unit 184 for shifting are interconnected via a communication interface, so that input signals and the like are supplied to each other as needed.

The electronic control unit 184 for shifting is a CPU, R
A so-called microcomputer including an OM, a RAM, an interface, and the like. The CPU processes an input signal according to a program stored in a ROM in advance while using a temporary storage function of the RAM, and controls a shift of the automatic transmission 14 and The engagement control of the lock-up clutch 32 is executed according to a main routine (not shown), and the first solenoid valve S
1, the second solenoid valve S2, the third solenoid valve S3, and the linear solenoid valve SLU are respectively controlled.

In the above-described shift control, the data is stored in the ROM in advance.
Corresponding to the actual gear stage from multiple types of shift diagrams
The shift diagram is selected, and the running state of the vehicle is
Condition, for example, throttle valve opening θ₁And vehicle speed V
The gear position is determined by the
The first solenoid valve S1 and the second solenoid valve S2 are driven
As a result, the clutch C of the automatic transmission 14₀ , C₁ , C_Two ,
And brake B₀ , B ₁ , B_Two , B_Three Operation is controlled
And one of the four forward gears is established
You.

The engagement control of the lock-up clutch 32 is executed, for example, during traveling at the third speed and the fourth speed, and the engagement control is previously stored in the ROM. Based on the relationship shown in FIG. 7, based on the traveling state of the vehicle, for example, the output shaft rotation speed (vehicle speed) _Nout and the throttle valve opening TAP, any one of the release region, the slip control region, and the engagement region of the lock-up clutch 32 is performed. It is determined whether there is. This slip control area is
The lock-up clutch 32 is maintained in a slip state so as to be connected while absorbing torque fluctuations of the engine 10 for the purpose of improving fuel efficiency as much as possible without impairing drivability. FIG. 7 is used during acceleration running of the vehicle. Further, even during deceleration coasting of the vehicle, slip control of the lock-up clutch 32 is executed for the purpose of expanding the control range of the fuel cut control. That is, in the coasting state where the throttle valve opening TAP is zero, the slip control is executed until the fuel cutoff operation by the fuel cut device is terminated.

When it is determined that the running state of the vehicle is within the engagement region, the third solenoid valve S3 is excited to turn on the lock-up relay valve 52 and, at the same time, drive the linear solenoid valve SLU. Since the current I _SLU is set to the minimum drive current (rated value), the lock-up clutch 32 is engaged. When it is determined that the running state of the vehicle is within the release range, the third solenoid valve S3 is de-energized and the lock-up relay valve 52 is turned off, so that the drive current for the linear solenoid valve SLU is reduced. The lock-up clutch 32 is released regardless of I _SLU . When it is determined that the running state of the vehicle is within the slip control region, the third solenoid valve S3 is excited to turn on the lock-up relay valve 52, and at the same time, the drive current for the linear solenoid valve SLU is increased. I _SLU
Is adjusted, for example, according to equation (2). That is, for example, the deviation ΔE (= N) between the target slip rotation speed TNSLP and the actual slip rotation speed NSLP (= N _E −N _T )
(SLP-TNSLP) is eliminated.
_{The SLU,} that is, the drive duty ratio DSLU is calculated and output.

[0039]

(Equation 2)

DFWD on the right side of the above equation 2 is, for example, a feedforward value which is a function of the output torque of the engine 10, KGD is a learning control value formed corresponding to the characteristics of each machine, and DFB is a learning control value. For example, as shown in Expression 3, the feedback control value is obtained by adding a proportional value, a differential value, and an integral value of the deviation ΔE.

[0041]

(Equation 3)

Also, an electronic control unit 182 for the engine
This is also a microcomputer similar to the electronic control unit 184 for shifting, and its CPU executes various engine controls by processing input signals in accordance with a program stored in a ROM in advance. For example, in the fuel injection amount control, the fuel injection valve 186 is controlled in order to optimize the combustion state, in the ignition timing control, the igniter 188 is controlled in order to make the retard amount appropriate, and in the traction control, the driving wheels are controlled. Throttle actuator 190 for preventing slip and ensuring effective driving force and vehicle stability.
The second throttle valve 192 is controlled by, the fuel-cut control, in order to improve the fuel consumption, for a period exceed the fuel cut-off rotation speed N _CUT to engine rotational speed N _E is set in advance in the coasting fuel injection valve 186
Close. However, if the engine coolant temperature is higher than a preset value, or if the other fuel cut start conditions such as not during the shift period of the automatic transmission 14 are not satisfied, the vehicle is being decelerated. However, the fuel cutoff operation is not started. In this embodiment, the electronic control unit 182 for the engine, the fuel injection valve 186, and the like correspond to a fuel cut device 198 described later.

FIG. 8 is a functional block diagram for explaining a main part of the control function of the electronic control unit 184 for shifting. 8, when the vehicle becomes the a deceleration state for example, after being changed by the braking output value changing means 212, slip control means 196, the actual slip speed NSLP of the lock-up clutch 32 (= N _E -N _T ) And dozens
target slip rotation speed TN preset at about rpm
The control value DSLU calculated by the control expression of Expression 2 is output so that the SLP matches the SLP. The vehicle deceleration traveling determination means 200 determines a deceleration traveling following the acceleration traveling of the vehicle. The timing control means 202 determines that the vehicle has been decelerated by the vehicle deceleration travel determination means 200,
To start the slip control by the slip control means 196, by delaying the fuel cutoff operation by the fuel cut unit 198 from the start of the slip control for a predetermined period, the rate of change of the engine speed N _E at the beginning period of the slip control Decrease.

The timing control means 202 counts, for example, the elapsed time after the vehicle deceleration traveling determination means 200 has determined that the vehicle has been decelerated, and the elapsed time counting means expires when a preset time has elapsed. 204
And a set time changing means 206 for changing the set time to a long value while the air conditioner of the vehicle is operating, and delays the fuel cutoff operation of the fuel cut device 198 until the elapsed time counting means 204 expires. Further, at the start of the fuel cut-off operation of the fuel cut device 198 which has been delayed, the timing control means 202, for example, gradually executes the fuel cut-off for each cylinder of the engine, thereby alleviating a sharp decrease in the engine output torque. The fuel cutoff operation mitigation means 208 is provided.

The fuel cut execution determining means 210
It is determined whether or not the fuel cutoff operation by the fuel cut device 198 is being performed. Control output value changing means 21
2 is based on the feedback control element in the slip control of the slip control means 196 when the fuel cut execution determining means 210 determines that the fuel cut-off by the fuel cut device 198 is not executed during the deceleration running of the vehicle. After the control output value is suppressed and the fuel cut execution determination means 210 determines that the fuel cut-off by the fuel cut device 198 is being executed, the suppression of the control output value based on the feedback control element is released. This suppression of the control output value means not only reducing the control output value based on the feedback control element to zero, but also reducing the control output value based on the feedback control element as compared with the period in which the fuel cutoff operation is performed. May be suppressed. The control output value changing means 212 relaxes the control output value based on the feedback control element gradually to the value of the normal control state at the time of transition from the period in which the fuel cutoff operation is not performed to the period in which the fuel cutoff operation is performed. It includes return means 214.

FIGS. 9 and 10 show a main part of the control operation of the shift electronic control device 184, that is, a timing control routine when the slip control and the fuel cut control are started simultaneously, and a fuel control during the slip control. 9 shows a control output value change routine for changing a control output value in connection with cut control.

In step SL1 in FIG. 9 (hereinafter, the steps are omitted), it is determined whether or not the slip control during deceleration traveling is being performed. Initially, the determination of SL1 is denied, so that S
At L2, it is determined whether or not the idle switch of the throttle sensor 167 is on. If the determination of SL2 is negative, the stop of the slip control of SL10 is executed.

[0048] However, when it until depressed is the accelerator pedal 165 was is released the vehicle is changed to deceleration from acceleration running, since the determination of the SL2 is positive, the turbine rotational speed N _T in subsequent SL3 It is determined whether another slip control start condition such as being within a predetermined range is satisfied. When the determination of SL3 is denied, the slip control of SL10 is stopped, but when the determination is affirmed, the timing control means 2 is stopped.
SL4 to SL8 corresponding to 02 are executed. That is, the set time T _D in response to actuation of Eyakon in SL4 corresponding to the set time changing means 206 is determined. The set time T _D since the inertia torque is generated due to a change in the engine rotational speed N _E during the transition to the deceleration state from the acceleration state, the generation period of the inertia torque is determined in advance experimentally as fuel cut is not performed For example, it is determined to be 200 ms in the non-operation state of the air conditioner, and is determined to be 500 ms in the operation state of the air conditioner.

Next, at SL5, the timer counter CF
The contents of the FW is whether reached the set time T _D is determined. Since it has not arrived at first and the judgment of SL5 is denied, after the content of the fuel cut request flag XFCIDL is cleared to "0" in SL6, the timer counter CFFW in SL7 corresponding to the elapsed time counting means 204 is started. Is updated by adding “1” to its content. The fuel cut request flag XFCIDL instructs the engine electronic control unit 182 to execute a fuel cutoff operation for the engine 10 when the content thereof is "1". The initial value of the timer counter CFFW has been cleared to "0".

Then, in SL9 corresponding to the slip control means 196, the lock-up relay valve 52 is switched to the ON state, and the slip control signal pressure P
The slip control of the lock-up clutch 32 is executed by the _SLU . That is, the control output value DSLU is set such that the actual control deviation ΔE is eliminated from the control expression shown in Expression 2.
Is calculated, and DSLU is set to DFB = 0 by the control output value changing routine shown in FIG.
Is determined, and the control output value DSLU is output. Time point t ₁ in FIG. 11 shows this state.

In the next control cycle, since the judgment of SL1 is affirmed, it is judged whether or not the condition for terminating the slip control during deceleration running in SL11 is satisfied. If the determination of SL11 is affirmed, the stop of the slip control of SL10 is executed.
4 and below are executed again.

While the above steps are repeatedly executed, the elapsed time from the start of the deceleration running is set time T
_{When D} is reached, the judgment of SL5 is affirmed,
In step 8, when the content of the fuel cut request flag XFCIDL is set to "1", it is requested that the fuel cut device 198 cut off the fuel supply to the engine 10. For example, FIG.
Is a routine showing the fuel cut operation of the electronic control unit 182 for the engine. In SA1, it is determined whether or not the idle switch is ON. is determined, the engine rotational speed N _E at SA3 whether higher than the fuel-cut rotational speed N _cUT which is set in advance. Fuel cut request flag X in SA4
It is determined that the content of FCIDL is “1” and SA1
If the determination in SA3 is affirmative, the fuel injection valve 18 is determined in SA6 corresponding to the fuel cutoff operation mitigation means 208.
The fuel supplied to the engine 10 through 6 is gradually reduced, and the fuel supply is completely shut off at SA7. T ₂ point of FIG. 11 shows this state.

FIG. 10 shows that the fuel cut-off control by the fuel cut device 198 is performed when the engine cooling water temperature is low or when the automatic transmission 14 is shifting gears. If not started at the same time or the fuel cut request flag XFC
In the case where the start is delayed by the IDL, the control output value DSLU is changed when the fuel cutoff control is started during the slip control by eliminating the cause of the start not being performed. is there. In SM1 in the figure, it is determined whether or not the slip control during deceleration traveling is being performed. If the determination in SM1 is denied, this routine is terminated. If the determination is affirmative, the SM corresponding to the fuel cut execution determination means 210 is determined.
In 2, it is determined whether or not the fuel cut operation is being performed based on the execution signal output from the electronic control unit 182 for the engine.

If the determination in SM2 is negative, the fuel cut operation has not been started yet, so that the slip control is executed by the control output value DSLU calculated in SM3 according to equation (4). Equation 4 is obtained by removing the feedback control element, that is, the feedback control value DFB, from Equation 2.

[0055]

(Equation 4)

While the above steps are repeatedly executed, the engine coolant temperature THW rises, the shift period of the automatic transmission 14 ends, or the content of the fuel cut request flag XFCIDL is set to "1". The fuel cut device 198
When the fuel cut-off operation to the engine 10 is started by
Since the determination of SM2 is affirmative, the mitigation return means 21
Feedback control value DF in SM4 corresponding to
B gradually approaches the value of the normal control state obtained by Expression 3 with the passage of time, and then the slip control is performed by the control output value DSLU calculated according to Expression 2 in SM5. T ₃ time points in Figure 13 illustrates this state corresponds to t ₂ in FIG. 11.
In the present embodiment, the SM3 to SM5 correspond to the control output value changing means 212.

As described above, according to the present embodiment, the deceleration traveling of the vehicle is determined by SL2 corresponding to the vehicle deceleration traveling determination means 200, and the timing control means 20
SL4 to SL9 corresponding to 2, by starting the slip control, the slip control can be started well in a state where sudden decrease is not generated in the engine rotational speed N _E at the beginning period of the slip control. Further, SL4 to SL9 corresponding to the timing control means 202 delay the fuel cutoff operation by the fuel cut device 198 by a predetermined period T _D from the start of the slip control, during which the output torque of the engine is small and substantially zero. Therefore, the slip control is suitably started without increasing the hydraulic pressure for increasing the engagement force of the lock-up clutch 32. In general, increasing the oil pressure for shifting the slip control in a state where the negative torque is large, that is, in a state where it is difficult to shift to the slip control, generates a very large shock, but there is almost no negative torque as in the present embodiment. Since there is no need to raise the engagement hydraulic pressure in this state, it is possible to shift to the slip control with almost no shock.

FIG. 14 shows the fuel cut device 1
Shows the operation of the conventional device that initiated the slip control at the same time not delayed by the predetermined time period T _D of the fuel cutoff operation by 98. As shown in the figure, since the engine output torque sharply decreases due to the fuel cutoff, the control output value DS
Control for increasing the engagement force of the lock-up clutch 32 by temporarily changing the LU has been required. The broken line in the figure
Shows the engine rotational speed N _E before increasing the engagement force of the lock-up clutch 32.

In this embodiment, the timing control means 202 counts the elapsed time since the deceleration of the vehicle is determined by the vehicle deceleration travel determination means 200, and the preset time T _D elapses. Then an elapsed time expires counting means 204 (SL7), changing vehicle Eyakon, power steering, alternator, and the set time in the detected T _D of the external load increase period of the engine by the operation of the light such as by a predetermined value to a value longer Set time change means 206 (SL4)
And the fuel cutoff operation of the fuel cut device 198 is delayed until the count of the elapsed time counting means 204 expires. Since the idle rotation speed of the engine is increased by the idle rotation control device (not shown) in connection with the operation of the air conditioner or the like, the period until the rate of change of the engine speed decreases during the operation of the air conditioner or the like becomes longer. According to the above, regardless of the operation of the air conditioner, the fuel cutoff operation by the fuel cut device 198 is started after the rate of change of the engine rotation speed has definitely become smaller than the determination reference value, and the slip control start period is stabilized. Sex is further enhanced.

Further, in this embodiment, the timing control means 202 controls the fuel cut device 1 which has been delayed.
When the fuel cut-off operation of the engine 98 is started, for example, the fuel cut-off operation easing means 208 (SA6) for gradually executing the fuel cut-off for each cylinder of the engine 10 is provided. Therefore, the stability of the slip control is further enhanced.

Further, according to the present embodiment, during the deceleration running of the vehicle, the fuel cut execution determining means 210 is provided.
If it is determined that the fuel cut-off by the fuel cut device 198 has not been executed by the SM2 corresponding to the control output value changing unit 212, the SM3 to the S
After M5, the control output value based on the feedback control element in the slip control of the slip control means 196 is suppressed, and after the fuel cut execution determination means 210 determines that the fuel cut-off by the fuel cut device 198 is being executed, The suppression of the control output value DFB based on the feedback control element is released. For this reason, the control output DFB based on the feedback control element of the slip control is suppressed during the period in which the fuel cut-off by the fuel cut device 198 is not executed, and the shift from the period in which the fuel cut-off operation is not executed to the period in which the fuel cut-off operation is executed is performed. In some cases, the unstable slip control is eliminated.

FIG. 15 shows the feedback control output value D in the slip control system even before the fuel cutoff operation.
Figure 3 shows the operation of a conventional device without FB suppression. According to this, it is shown that hunting of the slip control occurs due to a sudden decrease in the engine output torque due to the start of the fuel cut operation.

In this embodiment, the control output value changing means 212 normally supplies the control output value based on the feedback control element during the transition from the period in which the fuel cutoff operation is not performed to the period in which the fuel cutoff operation is performed. Since the control output value DFB based on the feedback control element is not suddenly validated because the gradual return means 214 (SM4) for gradually returning to the control state value is included, the slip control at the start of the fuel cutoff operation is further improved. There is a stable advantage.

While the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above embodiment, SL5
The content of the timer counter CFFW is equal to the set time T _D
Had been configured to the fuel cut operation is started with a that reaches the, instead of it, the engine determines that the rate of change of the engine rotational speed N _E is smaller than a preset determination reference value Rotation speed change rate determination means, turbine rotation speed _NT and engine rotation speed _NE
The rotational speed difference determining means determines that the difference from the engine output torque is substantially zero, the torque change rate determining means determines that the change rate of the engine output torque is substantially zero, or the engine output torque is reduced by turning on the idle switch. A torque reduction end determining means for determining the end of the drop is provided, and the timing control means 202 controls the fuel cut device 19 until the determination by any of the determining means is affirmed.
8 may be configured to delay the fuel cutoff operation for a predetermined period. In this way, when the slip control is started, the relatively small target slip rotation speed TNS is set.
Since the fuel cut-off operation by the fuel cut device 198 is started after the lock-up clutch 32 can quickly realize the slip engagement in the LP, the stability of the slip control start period is further enhanced.

Further, in the above-described embodiment, SA6 corresponding to the fuel cut-off operation mitigation means 208 and the mitigation return means 21
SM4 corresponding to No. 4 can be removed without any problem, and the effects of the present invention can be enjoyed.

In the above-described embodiment, the control formula 2 including the feedforward control output value DFWD and the learning control output value KGD is used. However, the control formula 2 including the feedforward control output value DFWD and the learning control output value KGD is used instead. A lock-up control valve 56 in which a preload of the spring 146 is set so as to apply a constant term to give a constant control output value or a constant differential pressure to the slip control signal pressure P _SLU may be used. .

The set time changing means 206 described above
May change the set time T _D in response to the increase amount of the engine rotational speed is increasing control by the operation of such the Eyakon long value.

The above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a diagram showing a vehicle power transmission device to which a slip control device according to one embodiment of the present invention is applied.

FIG. 2 is a diagram showing an automatic transmission including the torque converter with a lock-up clutch shown in FIG. 1;
5 is a table illustrating a relationship between a combination of operation of solenoid valves and a shift speed obtained by the combination.

FIG. 3 is a block diagram illustrating a configuration of a control device provided in the vehicle of FIG. 1;

FIG. 4 is a diagram illustrating a configuration of a main part of a hydraulic control circuit in FIG. 3;

FIG. 5 is a diagram showing output characteristics of the linear solenoid valve of FIG. 4;

6 is a characteristic of a slip control valve provided in the hydraulic control circuit of FIG. 4, illustrating a relationship between a pressure difference ΔP between an engagement oil chamber and a release oil chamber and a slip control signal pressure P _SLU. FIG.

FIG. 7 is stored in the shift electronic control device of FIG.
FIG. 4 is a diagram illustrating a relationship between a traveling state of the vehicle and an engagement state of a lock-up clutch.

8 is a functional block diagram for explaining a main part of a control function of the shift electronic control device of FIG. 3;

9 is a flowchart illustrating a main part of a control operation of the shift electronic control device of FIG. 3, and is a diagram illustrating a timing control routine in a case where slip control and fuel cut control are started simultaneously.

FIG. 10 is a diagram showing a control output value changing routine for changing a control output value related to fuel cut control during slip control, which is a main part of the control operation of the shift electronic control device of FIG. 3;

FIG. 11 is a time chart for explaining the control operation of FIG. 9;

FIG. 12 is a flowchart showing a main part of a control operation of the electronic control unit for the engine of FIG. 3 and showing a fuel cut control operation.

FIG. 13 is a time chart for explaining the control operation of FIG. 10;

FIG. 14 is a time chart for explaining the operation of a conventional device that does not delay the fuel cut operation.

FIG. 15 is a time chart illustrating the operation of a conventional slip control device that does not suppress the feedback control output value when the fuel cut control is not started.

[Explanation of symbols]

 18: Pump impeller 22: Turbine impeller 32: Lock-up clutch 196: Slip control means 198: Fuel cut device 200: Vehicle deceleration running determination means 202: Timing control means 204: Elapsed time counting means 206: Set time change means 208 : Fuel cut-off operation mitigation means 210: fuel cut execution determination means 212: control output value changing means 214: mitigation return means

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁷ identification code FI F16H 61/14 601 F16H 61/14 601J (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 29/00-29 / 06 F02D 41/00-45/00 395 B60K 41/00-41/28 F16H 61/14

Claims (7)

(57) [Claims] A lock-up clutch provided between a pump impeller and a turbine impeller, and a fuel for the engine in a region where the engine speed is higher than a preset fuel cut speed during deceleration traveling. A vehicle having a fuel cut device that shuts off the vehicle, wherein a slip control means for controlling the slip rotation speed of the lock-up clutch to be equal to a predetermined target slip rotation speed when the vehicle is running at a reduced speed. A slip control device, comprising: a vehicle deceleration traveling determination unit that determines deceleration traveling following the acceleration traveling of the vehicle; and a slip control by the slip control unit at the same time as the vehicle deceleration traveling determined by the vehicle deceleration traveling determination unit. Start, and the fuel cutoff operation by the fuel cut device is started. By a predetermined period delay from the start of the slip control, and a timing control means for reducing the rate of change of the engine rotational speed at the start time of the slip control, the timing control means, the vehicle deceleration determining means
Counts the elapsed time since the deceleration of the vehicle was determined
And expires after a preset time elapses
Detecting time counting means and external load increase period of engine
Means for changing the set time to a longer value
And the fusing until the elapsed time counting means expires.
-This delays the fuel cutoff operation of the L-cut device.
Slip control system of that lock-up clutch for a vehicle. (2) Installed between pump impeller and turbine impeller
Lock-up clutch and
Fuel cut rotation with preset engine rotation speed
Shut off fuel to the engine in areas higher than speed
A fuel cut device,
During both deceleration runs, the lock-up clutch slips.
Check that the rotation speed matches the target slip rotation speed.
Vehicle locker provided with slip control means for controlling vehicle
A slip control device for an up-clutch, Vehicle deceleration for determining deceleration running following acceleration running of the vehicle
Traveling determination means; Decelerated running of the vehicle determined by the vehicle decelerated running determining means
At the same time as the line Slip control by
Start and fuel cut-off by the fuel cut device
The disconnection operation is delayed for a predetermined period from the start of the slip control.
Thus, during the start period of the slip control,
Timing control means for reducing the rate of change of gin rotation speed
And The timing control means determines that the rate of change of the engine rotational speed is
It is determined that the value has become smaller than the preset judgment reference value.
Engine speed change rate determining means for determining
Until the judgment by the gin rotation speed change rate judgment means is affirmed.
The fuel cut-off operation of the fuel cut device is performed for a predetermined period.
The lock-up clutch for the vehicle
Lip control device. (3) Installed between pump impeller and turbine impeller
Lock-up clutch and
Fuel cut rotation with preset engine speed
Shut off fuel to the engine in areas higher than speed
A fuel cut device,
During both deceleration runs, the lock-up clutch slips.
Check that the rotation speed matches the target slip rotation speed.
Vehicle locker provided with slip control means for controlling vehicle
A slip control device for an up-clutch, Vehicle deceleration for determining deceleration running following acceleration running of the vehicle
Traveling determination means; Decelerated running of the vehicle determined by the vehicle decelerated running determining means
At the same time, the slip control by the slip control means is performed.
Start and fuel cut-off by the fuel cut device
The disconnection operation is delayed for a predetermined period from the start of the slip control.
Thus, during the start period of the slip control,
Timing control means for reducing the rate of change of gin rotation speed
And The timing control means controls the rotation speed of the turbine and the engine.
Rotation speed for judging that the difference from the rotation speed is almost zero
A rotational speed difference determining means.
Until affirmative, the fuel cut off operation of the fuel cut device
Vehicle lock-up that delays movement for a predetermined period
Clutch slip control device. (4) Installed between pump impeller and turbine impeller
Lock-up clutch and
Fuel cut rotation with preset engine rotation speed
Shut off fuel to the engine in areas higher than speed
FUELKA A vehicle having a cutting device,
During both deceleration runs, the lock-up clutch slips.
Check that the rotation speed matches the target slip rotation speed.
Vehicle locker provided with slip control means for controlling vehicle
A slip control device for an up-clutch, Vehicle deceleration for determining deceleration running following acceleration running of the vehicle
Traveling determination means; Decelerated running of the vehicle determined by the vehicle decelerated running determining means
At the same time, the slip control by the slip control means is performed.
Start and fuel cut-off by the fuel cut device
The disconnection operation is delayed for a predetermined period from the start of the slip control.
Thus, during the start period of the slip control,
Timing control means for reducing the rate of change of gin rotation speed
And The timing control means controls a change rate of the engine output torque.
The torque change rate determining means for determining that
Affirmatively determined by the torque change rate determining means.
Until the fuel cut-off operation of the fuel cut device
Of the vehicle lock-up clutch
Slip control device. (5) Installed between pump impeller and turbine impeller
Lock-up clutch and
Fuel cut rotation with preset engine rotation speed
Shut off fuel to the engine in areas higher than speed
A fuel cut device,
During both deceleration runs, the lock-up clutch slips.
Check that the rotation speed matches the target slip rotation speed.
Vehicle locker provided with slip control means for controlling vehicle
A slip control device for an up-clutch, Vehicle deceleration for determining deceleration running following acceleration running of the vehicle
Traveling determination means; Decelerated running of the vehicle determined by the vehicle decelerated running determining means
At the same time, the slip control by the slip control means is performed.
Start and fuel cut-off by the fuel cut device
The disconnection operation is delayed for a predetermined period from the start of the slip control.
Thus, during the start period of the slip control,
Timing control means for reducing the rate of change of gin rotation speed
And The timing control means is provided by turning on an idle switch.
Determines that the drop in engine output torque has ended
Torque drop end determining means, Lower end judgment
Fuel cut until the determination by the
To delay the fuel cutoff operation of the fueling device for a predetermined period.
Slip control device for vehicle lock-up clutch. 6. The timing control means may be
Opening of the fuel cut-off operation of the fuel cut device
At the beginning, the fuel cut-off operation to gradually execute the fuel cut-off
The vehicle according to any one of claims 1 to 5, further comprising a mitigation means.
Slip control device for the backup clutch. 7. A lock-up clutch provided between a pump impeller and a turbine impeller, and a fuel for the engine in a region where the engine speed is higher than a predetermined fuel cut speed during deceleration traveling. In a vehicle having a fuel cut device that shuts off, the slip rotation speed of the lock-up clutch coincides with a predetermined target slip rotation speed during deceleration running of the vehicle using a control formula including a feedback control element and a feedforward control element. Control apparatus for a vehicle lock-up clutch provided with a slip control means for controlling the vehicle, the fuel cut execution determining means for determining whether or not a fuel cutoff operation by the fuel cut device is being executed, and the vehicle During deceleration running, the fuel If the fuel cut-off determination means determines that the fuel cut-off by the fuel cut device has not been executed, the control output value based on the feedback control element in the slip control of the slip control means is suppressed. Control output value changing means for canceling the suppression of the control output value based on the feedback control element after it is determined by the means that the fuel cut-off by the fuel cut device is being executed. Control device for lock-up clutch.