JP3620135B2 - Automatic transmission lockup control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a lockup control device for an automatic transmission in a vehicle.
[0002]
[Prior art]
In an automatic transmission, a torque converter inserted in its transmission system is directly connected between input and output elements of the torque converter under the vehicle operating condition in the lockup region where the torque increasing function and the torque fluctuation absorbing function are unnecessary. There is a tendency to switch to a lock-up type that can be brought into a lock-up state.
Further, in such a lock-up type during coasting (coast) of the vehicle, a coast L / U is used for the torque converter to bring the torque converter into a lock-up (L / U) state.
[0003]
[Problems to be solved by the invention]
In this type of lock-up type automatic transmission control, coast L / U control is further improved, but coasting L / U capacity is controlled to reduce L / U capacity during coasting. The reduction control is an effective means for avoiding engine stall (engine stall) due to rapid deceleration during coast L / U. By reducing the L / U capacity, it is possible to suppress deformation of the lockup clutch, torque converter cover, etc., and improve the L / U engagement release response.
[0004]
However, in this case, if the L / U capacity is reduced too much, slip rotation of the torque converter occurs and the fuel efficiency effect due to the coast L / U is reduced. For this reason, in coasting L / U capacity reduction control, the coasting L / U capacity is set within a predetermined range divided by the slip generation area on the low capacity side and the area where the engine cannot be avoided on the high capacity side. It is important to make it.
However, the L / U control command value-capacity characteristic generally has large individual variations, and it is difficult to fit the coasting L / U capacity within a predetermined range without any adjustment means.
[0005]
Therefore, it is conceivable to perform learning control of the L / U capacity. However, when viewed from the following aspects, the learning result is not correctly reflected in the L / U control, and the original learning control function is sufficient when L / U capacity learning control is introduced from the above viewpoint. It may produce results that will not be utilized. That is, in this case, the L / U capacity learning control is performed at the coast L / U, but if the L / U fastening is not confirmed in advance, whether or not the slip has occurred due to the lack of capacity or the L / U fastening is performed. Since it was not complete, it was impossible to tell if slip occurred because L / U could not be fastened.
Therefore, when the L / U engagement is incomplete and the coast state is shifted, if the L / U engagement is complete, the coast L / U capacity setting value is set to a capacity sufficient to maintain the coast L / U. Even if this is the case, it is erroneously recognized as slip occurrence due to insufficient capacity, and as a result, the learning value gradually approaches the engine stall avoidance region.
If the L / U fastening is incomplete during coasting, the phenomenon of L / U fastening impossible due to centrifugal pressure is likely to occur during the coasting. According to the side opposite to the necessary correction direction, it becomes difficult to ensure the necessary learning accuracy.
[0006]
According to the present invention, in the lockup control in the automatic transmission, when the learning control of the lockup capacity is performed when the vehicle is coasting, the learning accuracy can be improved. It is an object of the present invention to provide an improved lockup control device for an automatic transmission that can avoid the asymptotic approach to an engine stall avoidance region and ensure appropriate coasting lockup control.
Another object of the present invention is to provide a lockup control device for an automatic transmission capable of selectively executing lockup capacity learning control during inertial running with finer control and realizing the above. It is.
[0007]
[Means for Solving the Problems]
The present invention provides the following automatic transmission lockup control device.
That is, a lockup control device in an automatic transmission having a torque converter that can be brought into a lockup state in which an input / output element is directly connected by a lockup clutch,
Means for performing lock-up capacity learning control;
When learning is performed during inertial driving of the vehicle, the learning apparatus includes control means for performing control so as to perform the learning control on the condition that the lock-up is confirmed at the time of the last drive. This is a lockup control device for an automatic transmission.
[0008]
Further, in the above, means for measuring an amount representing the engine torque of the vehicle and an amount representing the vehicle load, or an amount representing the difference between them,
Means for measuring an amount representative of the lockup fastening capacity and an amount representative of the lockup differential;
Based on information from those measuring means, including means for permitting lockup capacity learning control during inertial running,
The means determines that the vehicle is driving from the relationship between the amount representing the engine torque and the amount representing the vehicle load. At this time, the amount representing the lockup engagement capacity is necessary. When it is determined that the lockup capacity is sufficient, and the amount representing the lockup differential is close to the value that can confirm the lockup engagement, the lockup Confirm that the up is fastened, and control to allow the lock-up capacity learning control at the next inertial driving,
It is characterized by this.
[0009]
Further, as an amount representative of the torque of the engine, an intake air amount of the engine, a fuel injection amount, or an amount corresponding thereto is used.
In addition, as a representative amount of the vehicle load, a vehicle load obtained from a vehicle speed, or an amount corresponding thereto is used.
Further, as an amount representative of the difference between the amount representative of the engine torque and the amount representative of the vehicle load, the intake air amount of the engine, the fuel injection amount, the throttle opening, or the amount corresponding thereto is used. It is characterized by that.
In addition, the judgment that it is during the drive is
It is determined that the amount representing the torque of the vehicle engine is larger than the amount representing the vehicle load,
In addition, the judgment that it is during the drive is
Judgment is made when the measured value of the amount representing the difference between the amount representing the engine torque of the vehicle and the amount representing the vehicle load exceeds the threshold corresponding to the vehicle load obtained from the vehicle speed to the larger side of the engine torque. It is characterized by that.
[0010]
Further, when the amount representative of the lockup engagement capacity is equal to or greater than a predetermined engagement capacity, it is determined that the required lockup capacity is sufficient. It is what.
Further, as a quantity representative of the differential of the lockup, a difference or ratio between the engine rotation and the automatic transmission input rotation, or an amount corresponding thereto is used.
[0011]
Further, it further includes means for determining continuation of the lockup fastening confirmation condition,
In the lockup fastening confirmation control, lockup fastening is confirmed only when the lockup fastening confirmation condition continues for a predetermined time.
[0012]
Also, there is means for releasing the lock-up fastening confirmation, and the means
The confirmation of the lockup engagement is reset in the lockup control state other than the complete lockup, and it is determined that the lockup engagement is not confirmed in the slip lockup state, the converter state, the lockup engagement, or the lockup release. It is characterized by
Also, there is means for releasing the lock-up fastening confirmation, and the means
The confirmation of the lock-up engagement is reset simultaneously with the determination of the release of the complete lock-up, and it is determined that the lock-up engagement is not confirmed in the slip lock-up state and the converter state. Yes,
Also, there is means for releasing the lock-up fastening confirmation, and the means
The confirmation of the lock-up engagement is reset simultaneously with the end of the learning control to limit the number of learnings during one inertial lock-up opportunity.
[0013]
【The invention's effect】
In the present invention, in the lockup control in the automatic transmission having the torque converter that can be brought into the lockup state in which the input / output elements are directly connected by the lockup clutch, in the case of performing the learning control of the lockup capacity during inertial running, Learning can be performed only when confirmation of lock-up engagement has been made to increase learning accuracy, and learning accuracy can be improved.
If lock-up engagement is incomplete during inertial driving and a lock-up engagement failure occurs, when trying to perform lock-up capacity learning control, a situation may occur in which the learning accuracy is affected by misrecognition, etc. It is possible to learn on the condition that the lock-up engagement is confirmed at the time of driving without such a phenomenon, the correct learning can be performed, and the lock-up capacity is only confirmed when the lock-up engagement is confirmed at the time of driving immediately before shifting to the inertial running state. If the learning control is performed, it is possible to reliably determine that the torque converter slips due to the shortage of the set inertial lockup capacity as a result of the lockup capacity lowering control during inertial travel. Therefore, the inertial lockup capacity setting value is set to a capacity sufficient to maintain the inertial lockup, but conversely, the capacity is insufficiently recognized. Asymptotically approaching the engine stall avoidance region can be avoided, and the learning accuracy can be improved. Therefore, it is possible to secure appropriate inertial lockup control during inertial running.
[0014]
Further, according to the present invention, the measuring means and the lockup capacity learning control permission means are provided, and an amount representative of the engine torque of the vehicle, an amount representative of the vehicle load, or a difference between them is calculated. Measure the representative amount, the representative amount of lock-up fastening capacity, the representative amount of lock-up differential, and the relationship between the representative amount of engine torque and the representative amount of vehicle load. At this time, when it is determined that the amount representative of the lock-up engagement capacity is sufficient for the required lock-up capacity, the lock is performed simultaneously. When the amount representative of the up differential is close to the value that can confirm the lock-up engagement, confirm the lock-up engagement and allow the lock-up capacity learning control at the next inertial running To, the present invention is suitably be performed, likewise makes it possible to realize the above.
Regarding confirmation of lockup engagement, lockup engagement can be made clear in this way, and it is possible to determine whether or not to permit such lockup capacity learning control more finely.
[0015]
In this case, preferably, as described in claim 3, the engine intake air amount, the fuel injection amount, or an equivalent amount is used as the representative amount of the engine torque. 4, the vehicle load obtained from the vehicle speed or the equivalent amount is used as the amount representative of the vehicle load, and the amount representative of the engine torque and the vehicle load are defined as claimed in claim 5. As a quantity representative of the difference from the quantity representing the engine, the engine intake air quantity, the fuel injection quantity, the throttle opening degree, or an equivalent quantity can be implemented. Make it possible to realize.
[0016]
Preferably, whether or not the vehicle is driving is determined based on whether the amount representing the engine torque of the vehicle is larger than the amount representing the vehicle load, as in the sixth aspect. Or a measurement value of an amount representative of the difference between an amount representative of the engine torque of the vehicle and an amount representative of the vehicle load, as in the case of claim 7, is a threshold corresponding to the vehicle load obtained from the vehicle speed. The present invention can be suitably implemented as a mode of determination based on the fact that the engine torque has exceeded the large side, and it is possible to realize the above as well.
[0017]
Preferably, as described in claim 8, when the amount representative of the lockup fastening capacity is equal to or greater than the predetermined fastening capacity, the lockup capacity required is sufficient. Further, as described in claim 9, as a quantity representative of the lockup differential, the difference or ratio between the engine rotation and the automatic transmission input rotation, or an amount corresponding thereto As a configuration using this, the present invention can be suitably implemented, and it is possible to realize the above as well.
[0018]
Further, as in the case of claim 10, in the lockup fastening confirmation control, if the L / U fastening is confirmed only when the lockup fastening confirmation condition continues for a predetermined time, in addition to the above-described effects. Therefore, it is possible to suppress the influence of measurement variations of parameters applied for lockup fastening confirmation, and adding a means to judge the continuation of such lockup fastening confirmation conditions avoids misjudgment, which is more accurate. Thus, more effective control can be realized. This point can also be made finer.
[0019]
Further, in the case of claim 11, the confirmation of the lockup engagement is further reset in the lockup control state other than the complete lockup, and the slip lockup state, the converter state, the lockup engagement is being performed, and the lockup is being released. In the case of claim 12, the lockup engagement confirmation is reset simultaneously with the determination of the release of the complete lockup, and the slip lockup state, the converter state is determined. Then, it is configured so that it is determined that lock-up fastening has not been confirmed, and the present invention can be carried out, and it is possible to realize the above as well. In this case, if it is not a complete lockup, the control for canceling the lockup fastening confirmation can be taken into account, and as a result, it is possible to more reliably prevent the occurrence of misrecognition and improve the learning accuracy. .
Further, when the confirmation of lockup fastening is reset simultaneously with the end of the learning control as in the lockup fastening confirmation release control in the case of claim 13, the number of learnings during one inertial driving lockup opportunity Can be limited.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a lockup control device for an automatic transmission according to an embodiment of the present invention. In the figure, 1 is an engine as a prime mover, and 2 is an automatic transmission (A / T). The automatic transmission 2 receives the power of the engine 1 via a torque converter (T / C) 3, shifts the input rotation at a gear ratio corresponding to the selected gear, and transmits it to the output shaft 4.
[0021]
Here, in the automatic transmission 2, the selected shift speed is determined by the combination of ON and OFF of the shift solenoids 6 and 7 in the control valve 5, and the torque converter 3 is also the duty of the lockup solenoid 8 in the control valve 5. By (Duty) control, a lockup (L / U) state in which input / output elements are directly connected by a lockup clutch (not shown) or a converter state (T / C state) in which input / output elements are not directly connected can be set. To do.
[0022]
For example, when the drive duty (D) is 0%, the lockup solenoid 8 brings the torque converter 3 into a converter state by releasing the lockup clutch. For example, when the drive duty is 100%, the lockup solenoid 8 It shall be in the lock-up state by engaging the lock-up clutch. The lock-up control valve in the control valve 5 used for this control is a hydraulic control valve (control valve) that switches to the open side when the drive duty is 0% and to the engagement side when the drive duty is 100%. In the intermediate capacity control by the duty value, the engagement capacity of the lockup clutch can be arbitrarily set according to the duty. Here, the lock-up control system can be configured to include the lock-up solenoid 8, the lock-up control valve, and the hydraulic control system of the lock-up clutch.
[0023]
The ON / OFF of the shift solenoids 6 and 7 and the drive duty (L / U control command value) of the lockup solenoid 8 are controlled by the A / T controller 9, and the controller 9 controls the throttle opening of the engine 1. A signal from the throttle opening sensor 10 for detecting the degree TVO is input, and a signal from the transmission output rotation sensor 13 for detecting the rotational speed No of the transmission output shaft 4 is input. In addition, the controller 9 includes a signal from the engine rotation sensor 11 that detects the rotation speed Ne of the engine 1 and a turbine rotation that detects the input rotation speed (output rotation speed of the torque converter 3) Nt of the automatic transmission 2. A signal from the sensor 12 is input.
Here, the input information from the throttle opening sensor 10 is applied to the shift control, and can be used as a parameter for determining other situations when determining whether or not the vehicle is in an inertial running state.
[0024]
The controller 9 includes an input detection circuit, an arithmetic processing circuit, a shift control program executed by the arithmetic processing circuit, a control program such as a lock-up control program, a storage circuit for storing an arithmetic result, and the shift solenoid 6. , 7 and an output circuit for sending a drive control signal to the lockup solenoid 8 and the like, and executes shift control and lockup control based on input information.
[0025]
As for the shift control, although not shown here, the following shift control can be performed by a well-known calculation based on the input information of the throttle opening and the transmission output shaft rotation.
In other words, during the shift control, the controller 9 looks up the optimum gear stage for the current driving state from, for example, table data, based on the throttle opening TVO and the vehicle speed V calculated from the transmission output speed No. The shift solenoids 6 and 7 are turned on and off to perform a predetermined shift so that the optimum shift speed is selected.
Thus, at the time of driving (during driving), the automatic transmission 2 is selected by the automatic transmission 2, and the output of the engine 1 corresponding to the throttle opening is transmitted to, for example, the left and right rear wheels at a gear ratio based on the selected transmission speed. By driving the driving wheel, the vehicle can be driven.
[0026]
For the lock-up control, for example, whether the engine is operating in a lock-up region where the torque increasing function and the torque fluctuation absorbing function by the torque converter 3 are not required from the throttle opening degree and the vehicle speed for each specific speed stage or each speed stage The control region such as the operation in the converter region where the function is required is determined, and in response to the control request, the drive control of the lock-up solenoid 8 causes the torque converter 3 to be in the lock-up state in the lock-up region. In the converter area, the control is performed so as to release the torque converter 3 and set it in the converter state.
[0027]
For such control, the controller 9 uses, for example, lock-up vehicle speed line (L / U line) data (table data) based on a lock-up ON line or a lock-up OFF line set in advance with the throttle opening TVO and the vehicle speed V. Based on the current throttle opening TVO and the vehicle speed V of the vehicle in operation, it is determined whether the vehicle is operating in the lock-up region or the converter region as defined above, and according to the determination result, In the lock-up region, the torque converter 3 is brought into a lock-up state in which the input / output elements are directly connected by fastening the lock-up clutch, and in the converter region, the direct-coupled state is released by releasing the lock-up clutch. Can be done.
[0028]
Furthermore, in the case of the present embodiment, when it corresponds to a so-called coasting state (coast driving state) in which the driver (driver) releases the accelerator pedal, the controller 9 locks up in this state (coast L / Lock-up capacity reduction control (L / U capacity reduction control during coasting) for coasting that appropriately controls the lock-up state, with the aim of avoiding engine stall due to sudden deceleration (U time) and improving fuel efficiency. Control for learning about the clutch engagement capacity (L / U capacity) is also performed.
[0029]
In addition, when performing learning control of the L / U capacity, from the aspect of improving learning accuracy, when performing learning during coasting, this is performed only when L / U engagement is confirmed during the last drive. The execution is selectively controlled.
In this case, preferably, the controller 9 determines that the vehicle is driving from the relationship between the amount representing the torque of the engine 1 and the amount representing the vehicle load, and at this time, the L / U is engaged. When it is determined that the amount representative of the capacity is sufficient for the required L / U capacity, and at the same time, the amount representative of the L / U differential is L / U. When it is close to a value at which the engagement can be confirmed, the L / U engagement is confirmed, and the L / U capacity learning control at the next coast is permitted.
[0030]
Here, with respect to a method for determining that the vehicle is driving, for example, an aspect in which the determination is made when the amount representing the torque of the engine 1 is larger than the amount representing the vehicle load, or alternatively, When the measured value of the amount representing the difference between the amount representing the torque of the engine 1 and the amount representing the vehicle load exceeds the threshold corresponding to the vehicle load obtained from the vehicle speed V to the large side of the engine torque. This can be done as an aspect to determine.
[0031]
As for the amount representative of the L / U differential, for example, the difference between the engine rotation and the automatic transmission input rotation, the ratio thereof, or the amount corresponding to them can be used. The difference between the engine rotation Ne input by the engine rotation sensor 11 input to the controller and the automatic transmission input rotation Nt by the turbine rotation sensor 12 is monitored, and in the vicinity of a value at which the above-mentioned L / U engagement can be confirmed. It shall be checked whether or not
[0032]
Preferably, the controller 9 resets the confirmation of the L / U engagement in the L / U control state other than the complete L / U in addition to the L / U engagement confirmation control as described above, The control for canceling the L / U fastening confirmation is also executed so as to reset at the same time as the release or at the same time as the end of the learning control.
[0033]
FIG. 2 is an example of a control program flowchart including L / U capacity learning control executed by the controller 9 in this embodiment.
3 and 4 show logic for confirming L / U engagement that can be applied to the present embodiment as an example of L / U engagement confirmation control.
In FIG. 2, in this program example, first, in step S101, L / U control according to the control request and the current control state is performed. After that, in step S102, it is determined whether or not learning control should be performed. When the learning control is not performed, the following steps S103 to S107 are skipped and the process ends.
On the other hand, when it is determined that the learning control is performed in the learning opportunity determination in step S102, first, in step S103, it is determined whether or not the coast state is set.
[0034]
Here, whether or not the vehicle is in the coast state can be determined, for example, based on whether or not the throttle opening TVO is less than or equal to a minute set value. Alternatively, it is needless to say that determination can be made based on a signal from an idle switch that is turned on when the accelerator pedal is released, for example.
If it is determined in step S103 that it is not during coasting, L / U capacity learning control during driving is performed in step S107. If capacity learning control is not required during driving, nothing is done and the process ends.
[0035]
On the other hand, if the result of determination in step S103 is that it is in a coasting state, it is further determined in step S104 whether or not L / U engagement has been confirmed during the immediately preceding drive.
Note that the L / U fastening confirmation determination in step S104 is used, for example, to indicate the L / U fastening confirmation in the L / U fastening confirmation condition judgment of the L / U fastening confirmation control in FIGS. The state of the control flag (L / U engagement confirmation flag) that can be used may be referred to. Therefore, in this case, monitoring is performed in this step S104, and it is checked whether or not the flag value indicates that (L / U engagement has been confirmed at the time of driving immediately before shifting to the coast state). The processing content can be as follows.
[0036]
If the result of determination in step S104 is NO and L / U fastening confirmation has not been confirmed (L / U fastening unconfirmed), the L / U capacity learning control in step S105 ends without performing this. On the other hand, when the answer of step S104 is also YES (L / U conclusion confirmation), therefore, any answer of the determination steps S102 to S104 is YES (when learning control is performed and in the coast state, and the above L / U conclusion) Only in the case of (confirmed), the step S105 side is selected.
[0037]
Thus, L / U capacity learning control during coasting is performed in step S105. In the L / U control of the automatic transmission 2 that performs the learning control of the L / U capacity, when performing the learning during the coasting, the coasting is performed on the condition that the L / U engagement is confirmed during the immediately preceding drive. L / U capacity learning control is permitted, and even when coasting L / U capacity reduction control is performed, the L / U capacity learning control is appropriately executed at a time suitable for performing good learning control.
[0038]
Here, when coast L / U is required and coasting L / U capacity reduction control is performed, it can be performed by reducing the L / U capacity to a set value. Specifically, for example, the controller 9 controls the L / U for coasting based on map data for each gear position determined for coasting so as to reduce the L / U capacity during coasting. The clutch engagement capacity is obtained, and based on this, the drive duty D% of the lockup solenoid 8 is calculated, set to the lockup solenoid drive duty, and output to the lockup solenoid 8 to reduce the L / U clutch of the torque converter 3. This can be done by fastening with a fastening capacity. Thus, by reducing the L / U capacity, it is possible to suppress deformation of the L / U clutch, the T / C cover, etc., and improve the L / U engagement release response.
[0039]
This is because during L / U capacity reduction control during coasting, even during L / U release control that is performed when sudden deceleration occurs due to sudden braking, that is, L from the coast L / U state. Even when / U is released, the torque converter 3 is released from the L / U capacity reduction state and enters the converter state, and the engine 1 is stopped with the braked drive wheels during the sudden deceleration of the vehicle. It is effective in preventing such things. For example, even when the vehicle is suddenly decelerated at coast L / U, the above-mentioned L / U release is completed quickly (with little response delay), and the occurrence of engine stall can be avoided appropriately.
[0040]
The coasting L / U capacity reduction control can be basically performed as described above. Furthermore, during this period, in this program example, the setting value of the coasting L / U capacity is performed in step S104. Learning is performed by the L / U capacity learning control to be performed, and the learning result is reflected and changed.
In this case, since the L / U engagement has been confirmed in advance, as described later, even when learning control is introduced in order to perform learning on the low capacity side, which is in the vicinity of the slip generation side, such coasting is performed. In L / U, even when the slip rotation of the torque converter 3 is seen, the learning becomes appropriate, leading to a situation in which an undesired learning value is applied. Is prevented.
[0041]
Further, in this program example, a step S106 for canceling the L / U fastening confirmation is further provided, and the L / U capacity learning control at the coast is performed, and then the L / U fastening confirmation is performed in this step S106. Release is performed to limit the number of learnings during one coast L / U opportunity.
If it does in this way, the confirmation of L / U conclusion can be reset simultaneously with the end of learning control, and the number of learning in one coast L / U opportunity can be restricted.
For example, after the start of the learning control period at the L / U engagement confirmation timing as described above, the control flag for confirming the L / U engagement is set to L / U engagement confirmation with the end of the learning control. It is possible to set the processing contents to perform switching setting control to the value on the side on which the U fastening confirmation is canceled.
[0042]
A preferred example of the L / U fastening confirmation control will be described with reference to FIGS. 3 and 4. This logic is completely independent from the control related to the learning control in FIG. nothing.
In FIG. 3, it is determined in step S201 whether or not L / U engagement is currently confirmed. If L / U engagement is confirmed, all the following steps (in this example, steps S202 to S207 (FIG. 3) and steps S208 to S212 (FIG. 4)) are skipped as L / U engagement confirmed. To do.
[0043]
If the L / U engagement is not confirmed, the process proceeds to step S202 and the subsequent steps, and a process for confirming the L / U engagement in advance is executed.
Here, as a method for confirming the L / U engagement, in this program example, for example, when the driving condition is clearly determined to be in the drive state, the L / U control command value is an amount that can be sufficiently L / U engaged. From the standpoint that the L / U engagement can be clarified when the slip rotation of the torque converter 3 is within the magnitude that can be determined as the L / U engagement. In the following way:
[0044]
First, in step S202, in this program example, the R / L equivalent TVO value is read from the R / L equivalent TVO map and the vehicle speed V, and in step S203, the current throttle opening TVO from the throttle opening sensor 10 is read. By comparing, it is determined whether or not the drive state is such that L / U engagement can be surely performed.
[0045]
Next, as a result of the determination in step S203, if it is determined that the drive state is such that L / U engagement can be reliably performed, in this program example, in step S204, L / U engagement can be ensured. Such L / U drive duty (required engagement capacity equivalent duty value) is obtained from the map (required engagement capacity equivalent duty map), current throttle opening TVO, vehicle speed V, gear ratio, and the like. Further, by comparing this with the current drive duty Duty (command value) of the lockup solenoid 8 in step S205, an L / U capacity that can ensure the L / U engagement is output. Judgment is made.
Here, the actual L / UDity value, which is the current L / U control command value, is used as an amount representative of the L / U engagement capacity, and this is equal to or greater than the predetermined engagement capacity obtained in step S204. (Duty ≧ Required fastening capacity equivalent duty), it is determined that the required L / U capacity is sufficient.
[0046]
Next, as described above, if it is determined that the drive state is such that L / U fastening can be performed reliably and the L / U capacity capable of reliably performing L / U engagement is output, That is, when each answer of steps S203 and S205 is YES, in this program example, a slip rotation engagement confirmation threshold value that can be surely determined that the L / U engagement is completed in step S206 is displayed on the map ( The engagement confirmation threshold map), the current vehicle speed V, the engine rotation Ne obtained from the engine rotation sensor 11, the gear ratio, and the like. Then, in step S207, this is compared with the current slip rotation by slip <fastening confirmation threshold value.
Here, regarding the current slip rotation, the slip rotation of the torque converter 3 is detected and monitored using the difference between the current engine rotation Ne and the automatic transmission input rotation Nt by the turbine rotation sensor 12.
[0047]
Thus, as a result of the determination in step S207, if the slip rotation is also below the fastening confirmation threshold obtained above and the answer is YES, therefore, when any of the conditions in steps S203, S205, and S207 is satisfied. , L / U fastening is to be confirmed.
Basically, the L / U fastening confirmation control can be performed in this way. It should be noted that the control flag for confirming the L / U engagement mentioned above is more effective because it can be more accurately increased if the following timer processing is switched at the time of execution of step S212. However, basically, it can be set to the L / U fastening confirmation side based on the result of the condition determination.
When it is checked whether or not L / U engagement has been confirmed in the immediately preceding drive, when applying L / U engagement confirmation control that makes a determination based on the above-described engagement confirmation condition, L / U engagement at the time of driving is applied. The confirmation process can be made more detailed, and the above determination can be made more accurately and reliably. This also allows more accurate determination of permission / non-permission of L / U capacity learning control during coasting.
[0048]
In this L / U fastening confirmation control, steps S208 to S211 as shown in FIG. 4 are further provided, and the influence of measurement variations is suppressed by incorporating timer processing.
That is, if the engagement based on the conditions based on the steps S202 to S207 is confirmed, in this program example, first, in step S208, the engagement confirmation waiting time is determined based on the predetermined engagement waiting time map based on the engine rotation Ne. , Vehicle speed V, and slip rotation of torque converter 3 are read. Next, in step S209, a timer is added.
[0049]
This timer is a timer for measuring the continuation of the state where the L / U fastening confirmation condition is satisfied, and if any of the conditions is not satisfied in each determination step of step S203, step S205 and step S207. When judged (when any one answer is NO), when the program is terminated through step S210, it is a timer composed of, for example, an up-counter that is reset each time the step S210 is executed. In step S209, addition is performed when step S209 is executed.
[0050]
Accordingly, in the next step S211, whether or not the L / U fastening confirmation condition has continued for a predetermined time is monitored from the comparison of the fastening confirmation waiting time and the timer value. If the predetermined time has not elapsed, step S212 is skipped. On the other hand, if it is determined that the predetermined time has elapsed, it is determined whether or not L / U engagement is confirmed in step S212. In the case where the above timer processing is taken into consideration, the final determination regarding the L / U fastening confirmation in the present L / U fastening confirmation control program can be made at this point.
Whether or not the L / U fastening is confirmed may be performed in this way. In the L / U fastening confirmation control, the L / U fastening confirmation is confirmed only when the L / U fastening confirmation condition continues for a predetermined time. By doing so, in addition to the above-described operational effects, it is possible to suppress the influence due to the measurement variation of the measurement parameters applied in the steps S201 to S207 for confirming the L / U fastening. Therefore, it becomes more accurate, and more effective control can be realized.
[0051]
As described above, only when the L / U engagement confirmation logic according to the above program example having an operation timing unrelated to the learning logic confirms the L / U engagement at the time of driving immediately before shifting to the coast state, based on this. When the L / U capacity learning control during coasting from step S103, S104 to step S105 in FIG. 2 is permitted and the L / U capacity learning control is performed, the result of the L / U capacity lowering control during coasting is as follows: It can be reliably determined that a slip has occurred due to a shortage of the set coastal L / U capacity.
[0052]
In other words, if the L / U fastening is not confirmed in advance, it may be caused by the lack of capacity when the slip occurs, or the L / U fastening is not complete and the L / U fastening is impossible. Therefore, if the L / U fastening is incomplete at the coast as shown in the above-mentioned consideration, the L / U capacity learning is caused because the phenomenon of the L / U fastening impossible occurs. When control is to be performed, a situation in which the learning accuracy is affected by misrecognition due to the indistinguishability or the like occurs. If the / U conclusion is confirmed, such a situation will not occur. That is, it can be recognized, and the L / U engagement is not complete, so the L / U engagement is not possible and slipping occurs. It becomes possible to reliably determine that a slip has occurred.
[0053]
If it can be reliably determined that a slip has occurred due to a shortage of the set L / U capacity as described above, the coasting L / U capacity learning control side in step S105 of FIG. 2 performs the learning control accordingly. In order to prevent the occurrence of slip due to the L / U capacity shortage, control is performed to increase the learning value of the L / U capacity, thereby compensating for the L / U capacity shortage. Necessary corrections can be made in the direction of increasing the U-clutch engagement capacity.
Therefore, the coasting L / U capacity setting value itself is set to a capacity sufficient to maintain the coasting L / U if the L / U engagement is complete (therefore, that of the engagement capacity). Despite the fact that the above-mentioned increase correction is not necessary), it is mistakenly recognized that the occurrence of slip when the L / U fastening is incomplete and the coasting state is shifted is due to insufficient capacity. Although correction should not be made in the direction of increasing the capacity, learning value increase control is further executed on the learning control side in response to a misrecognition that the capacity is insufficient, and learning in the wrong direction is performed. Such a thing can also be prevented. Therefore, as the L / U capacity learning control of the automatic transmission 2 having the L / U type torque converter 3, the low capacity side is divided into a predetermined range that is divided by the slip generation area and the high capacity side is divided by the engine stall avoidance area. When trying to perform L / U capacity learning control at coast L / U so that the L / U capacity at the time of coasting can be accommodated, learning due to such misrecognition is performed and the learning result is on the high capacity side. It is possible to prevent the engine from being asymptotic to the engine stall avoidance region on the engine stall side, and the learning accuracy is improved, so that the L / U capacity learning control appropriate for the coasting L / U control can be performed.
[0054]
In addition, even when applied to an automatic transmission having individual variations in the hydraulic control system, the variation is suppressed, and the L / U control system for coasting can be easily controlled in the L / U control system of the automatic transmission. Can be introduced.
In the L / U hydraulic control system, the L / U capacity generated at the same control command value may vary from individual to individual due to individual variation. However, such variation is suppressed and applied to the individual to be applied. Regardless of this, even in the intermediate capacity control, the L / U capacity at the coast can be appropriately stored so that the influence is absorbed and the desired range is obtained.
Therefore, it is effective for coasting L / U capacity reduction control aiming at improving the L / U fastening release response by reducing the L / U capacity, and unnecessary due to excessive reduction of the L / U capacity. Effective coasting L / U capacity reduction control is also effective for avoiding engine stalls due to sudden deceleration during coast L / U while preventing the occurrence of slip rotation and reducing the fuel efficiency effect of coast L / U. It can be ensured, its ability can be drawn out and exerted more fully, and this can be enhanced.
[0055]
FIG. 5 shows an example of L / U fastening confirmation release control. This logic is called and operates after the L / U control in general is finished.
In the figure, first, in step S301, it is determined whether or not the current control state is a complete L / U state. If the answer is YES and the state is a complete L / U state, step S302 is skipped and the process ends. In this case, if the L / U fastening is complete, there is no concern about the learning accuracy as described above when the L / U fastening is incomplete. This is confirmed for the fastening confirmation. This ensures the prevention of the occurrence of misrecognition as described above and the reliable achievement of improved learning accuracy.
[0056]
On the other hand, when the answer to the result of the determination of complete L / U is NO, since the L / U engagement is incomplete, it is impossible to secure the L / U contrary to the above. In order to make the engagement unconfirmed, step S302 for canceling the L / U engagement confirmation is executed. Therefore, if it is not complete L / U but slip L / U, T / C, L / U is engaged, or L / U is released, L / U engagement confirmation is performed in this step S302. Try to cancel.
The reset of the confirmation of L / U engagement is as described above. In addition to the slip L / U and T / C states, L / U engagement during excessive L / U engagement and L / U release It may be carried out so that it is determined as unconfirmed, or it is reset at the same time as determining whether to release the complete L / U, and in the slip L / U and T / C states, it is determined that L / U engagement is not confirmed. You may implement.
[0057]
In addition, this invention is not limited to the above Example, modification, etc.
For example, the amount of intake air supplied to the engine 1 or the amount of fuel injection supplied to the engine 1 can be used as the amount representative of the torque of the engine 1 applied to the determination of the drive state. The A / T controller 9 receives information on the intake air amount Qa and the fuel injection amount Ti.
Here, for example, with respect to the intake air amount Qa, it is possible to input a signal from an engine intake air amount detection sensor that detects the amount of air sucked into the engine 1, and for the fuel injection amount Ti, the engine 1 The fuel injection amount Ti information obtained by the engine fuel supply control executed in the engine controller for the control can be used.
Thus, the intake air amount, the fuel injection amount, or an amount corresponding to them may be used as the amount representing the torque of the engine 1.
[0058]
Further, the vehicle load obtained from the vehicle speed V or an amount corresponding to the vehicle load may be used as the amount representing the vehicle load.
Further, as an amount representative of the difference between the amount representative of the torque of the engine 1 and the amount representative of the vehicle load, the intake air amount Qa, the fuel injection amount Ti, the throttle opening TVO, or an amount corresponding thereto. You may carry out by using.
[Brief description of the drawings]
FIG. 1 is a system diagram showing an embodiment of a lockup control device for an automatic transmission according to the present invention.
FIG. 2 is an example of a program flowchart for explaining learning control performed by a controller in the example.
FIG. 3 is a program flowchart showing an example of the contents of L / U fastening confirmation control, and shows a part thereof.
FIG. 4 is also a diagram showing another part.
FIG. 5 is a program flowchart showing an example of the contents of L / U fastening confirmation release control.
[Explanation of symbols]
1 engine
2 Automatic transmission (A / T)
3 Torque converter
5 Control valve
6 Shift solenoid
7 Shift solenoid
8 Lock-up (L / U) solenoid
9 Controller (Transmission controller)
10 Throttle opening sensor
11 Engine rotation sensor
12 Turbine rotation sensor
13 Transmission output rotation sensor

Claims (13)

A lockup control device in an automatic transmission having a torque converter that can be brought into a lockup state in which an input / output element is directly connected by a lockup clutch,
Means for performing lock-up capacity learning control;
When performing the learning during inertial traveling of the vehicle, the vehicle is provided with a control unit that performs control so that the learning control is performed on the condition that the lock-up engagement has been confirmed during the last drive. Automatic transmission lockup control device. Means for measuring an amount representative of the torque of the engine of the vehicle and an amount representative of the vehicle load, or an amount representative of a difference thereof;
Means for measuring an amount representative of the lockup fastening capacity and an amount representative of the lockup differential;
Based on information from those measuring means, including means for permitting lockup capacity learning control during inertial running,
The means determines that the vehicle is driving from the relationship between the amount representing the engine torque and the amount representing the vehicle load. At this time, the amount representing the lockup engagement capacity is necessary. When it is determined that the lockup capacity is sufficient, and the amount representing the lockup differential is close to the value that can confirm the lockup engagement, the lockup Confirm that the up is fastened, and control to allow the lock-up capacity learning control at the next inertial driving,
The lockup control device for an automatic transmission according to claim 1. As an amount representative of the torque of the engine, an intake air amount of the engine, or a fuel injection amount, or an amount corresponding thereto is used.
The lockup control device for an automatic transmission according to claim 2. As an amount representing the vehicle load, a vehicle load obtained from a vehicle speed, or an amount corresponding to the vehicle load is used.
The lockup control device for an automatic transmission according to claim 2. As an amount representative of the difference between the amount representative of the engine torque and the amount representative of the vehicle load, an intake air amount of the engine, a fuel injection amount, or a throttle opening, or an amount corresponding thereto is used.
The lockup control device for an automatic transmission according to claim 2. Judgment that it is during the drive,
A determination is made that the amount representative of the vehicle engine torque is greater than the amount representative of the vehicle load;
The lockup control device for an automatic transmission according to any one of claims 1 to 5. Judgment that it is during the drive,
Judgment is made when the measured value of the amount representative of the difference between the amount representative of the vehicle engine torque and the amount representative of the vehicle load exceeds the threshold corresponding to the vehicle load obtained from the vehicle speed to the large engine torque side. ,
The lockup control device for an automatic transmission according to any one of claims 1, 2, and 5. When the amount representative of the lockup fastening capacity is equal to or greater than a predetermined fastening capacity, a determination is made that the required lockup capacity is sufficient.
The lockup control device for an automatic transmission according to any one of claims 2 to 7. As an amount representative of the differential of the lockup, a difference between the engine rotation and the automatic transmission input rotation, or a ratio, or an amount corresponding to them is used.
The lockup control device for an automatic transmission according to any one of claims 2 to 8, wherein Means for determining continuation of the lockup fastening confirmation condition, the means comprising:
In the lockup fastening confirmation control, the lockup fastening confirmation condition is confirmed only when the lockup fastening confirmation condition continues for a predetermined time.
The lockup control device for an automatic transmission according to any one of claims 1 to 9, wherein Means for releasing the lock-up fastening confirmation,
The confirmation of the lockup engagement is reset in the lockup control state other than the complete lockup, and it is determined that the lockup engagement is not confirmed in the slip lockup state, the converter state, the lockup engagement, or the lockup release. Become
The lockup control device for an automatic transmission according to any one of claims 1 to 10. Means for releasing the lock-up fastening confirmation,
The confirmation of the lockup engagement is reset simultaneously with the release determination of the complete lockup, and in the slip lockup state, the converter state, it is determined that the lockup engagement is not confirmed.
The lockup control device for an automatic transmission according to any one of claims 1 to 11, wherein: Means for releasing the lock-up fastening confirmation,
The confirmation of the lock-up fastening is reset simultaneously with the end of the learning control, and the number of times of learning during a single inertial lock-up opportunity is limited.
The lockup control device for an automatic transmission according to any one of claims 1 to 12.

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