JP6540566B2 - Lock-up clutch control device - Google Patents

Description

  The present invention relates to a control device applied to a lockup clutch capable of controlling a differential state of a torque converter provided between an engine and a transmission.

  In the lockup clutch, the lockup clutch hydraulic pressure is feedback controlled so that the actual differential rotation (rotational speed difference between the engine rotational speed and the turbine rotational speed of the torque converter) becomes the target differential rotation (for example, Patent Document 1) reference).

  In such lock-up clutch control, when the actual differential rotation largely deviates from the target differential rotation due to a blow-up of the engine speed (hereinafter, also referred to as an engine blow-up), the feedback amount becomes large rapidly. When the engine blowup is stopped, the actual differential rotation suddenly overshoots (or undershoots) because control is performed with a large feedback amount immediately before.

  As a method of eliminating such a point, the engine blowing determination (determination of engine blowing up) is performed based on the difference between the target differential rotation and the actual differential rotation and the inclination of the actual differential rotation, and the engine blowing determination is established. Temporarily lowers the hydraulic pressure as the target differential rotation at the actual differential rotation at that time, and then sweeps down the target differential rotation to gradually make the actual differential rotation into the final target differential rotation (static target differential rotation). There is a conceivable method of bringing it closer to (in the following, this method is called a prior art).

JP, 2014-219030, A

  By the way, in lockup clutch control, when the lockup clutch hydraulic pressure is increased based on the increase in engine speed without determining the engine blowup, the lockup clutch hydraulic pressure is temporarily generated against the increase in engine speed. Is too high and there is a risk of rapid engagement.

  According to the above-mentioned prior art, although there is no such problem, since the determination threshold used for the engine blowing determination is a constant value, it may be determined that the engine is blowing up even when the engine is not blowing up. For example, if the target differential rotation is changing during a shift of the transmission or when the control is in transition, the actual differential rotation does not follow the target differential rotation (the target differential rotation and the actual differential Despite the fact that there is a large difference between the rotation and the engine blowup state (due to a difference between the target differential rotation and the actual differential rotation caused by factors other than the engine blowup), the engine blowup determination is made. You may In such a situation, lock-up clutch hydraulic control can not be properly performed, and a shock may occur due to rapid engagement of the lock-up clutch.

  The present invention has been made in consideration of such circumstances, and in a control device that controls the actual differential rotation of the lockup clutch to be the target differential rotation, the engine blowup can be properly determined, and the lock An object of the present invention is to realize control that can suppress the occurrence of shock due to sudden engagement of the up clutch.

The present invention is premised on a control device applied to a lockup clutch capable of controlling a differential state of a torque converter provided between an engine and a transmission. In such a lockup clutch control device, a shift control means for shifting the transmission, a lockup clutch control means for controlling the differential rotation of the lockup clutch, and a target differential rotation and an actual operation of the lockup clutch An engine blowing determination unit that determines that the engine rotation speed is rising when the difference between the differential rotation and the actual rotation is less than a predetermined value, and the engine blowing determination unit includes: When it is determined that the engine rotational speed is rising, the lock-up clutch control means finalizes the target differential rotation after setting the actual differential rotation as the target differential rotation when the increase in the actual differential rotation is settled. It has a configuration to or death Ipudaun leading to a target rotational speed difference. Then, if the transmission is being shifted by the transmission control unit before the determination by the engine blowing determination unit , and if the target differential rotation is not constant in the differential rotation control by the lock-up clutch control unit, the shift as compared with the case where a constant and target rotational speed difference rather than curly, with increasing the predetermined speed and the predetermined value, that is configured to reduce the sweep-down ratio of the target rotational speed difference It is characterized.

  According to the present invention, during gear shifting or when the target differential rotation is not constant (when the lockup clutch hydraulic pressure is low), the determination threshold used for engine blowing determination, that is, the predetermined rotation speed with respect to the difference between the target differential rotation and the actual differential rotation Since the predetermined value for the inclination of the actual differential rotation is larger than when the shift is not being performed or when the target differential rotation is constant, the engine blowup is caused even during the shift or when the target differential rotation is not constant. Can be determined properly. This makes it possible to prevent the sudden engagement of the lockup clutch and to suppress the occurrence of a shock.

  Here, if the target differential rotation is not constant during shifting, the final target differential rotation, which has been set once, may change. In the present invention, when the target differential rotation is not constant during shifting, the sweep-down rate of the target differential rotation up to the final target differential rotation is set small, so the final target differential rotation is set. Even if the change of the lockup clutch pressure changes, the sudden change of the lockup clutch hydraulic pressure is suppressed, and the shock due to the lockup clutch rapid engagement is less likely to occur.

  According to the present invention, in the control device that controls the actual differential rotation of the lock-up clutch to be the target differential rotation, it becomes possible to properly determine the engine blow-up, so the sudden engagement of the lock-up clutch The occurrence of shock can be suppressed.

FIG. 1 is a schematic configuration view showing an example of a vehicle equipped with a multi-plate lockup clutch to which the present invention is applied. It is a circuit block diagram of a hydraulic control circuit. FIG. 5 is a diagram showing an operation at lockup OFF in the hydraulic control circuit of FIG. 2; FIG. 5 is a diagram showing an operation at lockup ON in the hydraulic control circuit of FIG. 2; It is a block diagram showing composition of control systems, such as ECU. It is a flowchart which shows an example of the lockup clutch differential rotation control which ECU performs. It is a timing chart which shows change of actual difference rotation and target difference rotation in case actual difference rotation is following target difference rotation. It is a timing chart which shows change of actual difference rotation and target difference rotation in case actual difference rotation does not follow target difference rotation.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

  First, an example of a vehicle equipped with a multi-plate lockup clutch to which the present invention is applied will be described with reference to FIG.

  The vehicle 300 in this example is an FF (front engine and front drive) type vehicle, and includes an engine 1, a torque converter 2, a multiple disc lockup clutch 3, an automatic transmission (AT) 4, a differential device 5, and drive wheels (Front wheel) 6, a driven wheel (rear wheel: not shown), an oil pressure control circuit 100, an ECU (Electronic Control Unit) 200, and the like.

  The components of the engine 1, the torque converter 2, the multiplate lockup clutch 3, the automatic transmission 4, the hydraulic control circuit 100, and the ECU 200 will be described below.

-Engine-
The engine 1 is a driving power source for traveling, and is, for example, a multi-cylinder gasoline engine. A crankshaft 11 which is an output shaft of the engine 1 is connected to a torque converter 2. The rotational speed of the crankshaft 11 (engine rotational speed Ne) is detected by an engine rotational speed sensor 201.

-Torque converter-
The torque converter 2 includes a pump impeller 21 on the input shaft side, a turbine runner 22 on the output shaft side, a stator 23 exhibiting a torque amplification function, and a one-way clutch 24, and between the pump impeller 21 and the turbine runner 22 Power transmission via fluid. The torque converter 2 is provided with a multi-plate lockup clutch 3 which couples the input side and the output side of the torque converter 2 directly or in a slip state. The rotational speed (turbine rotational speed Nt) of the turbine shaft 26 of the torque converter 2 is detected by a turbine rotational speed sensor 202.

  As shown in FIG. 2, a converter oil chamber 25 for hydraulic fluid circulation is formed inside the torque converter 2. The converter oil chamber 25 is provided with a T / C input port 25a for introducing the hydraulic fluid and a T / C output port 25b for discharging the hydraulic fluid.

-Multi-plate lockup clutch-
As shown in FIG. 2, the multi-plate lockup clutch 3 includes clutch plates (frictional engagement plates) 31 and 32, and a lockup piston 33 capable of pressing the clutch plates 31 and the clutch plate 32. The clutch plate 31 is axially slidably supported by a clutch hub fixed to the front cover 2 a of the torque converter 2, and the clutch plate 32 is axially slidable to a clutch hub connected to the turbine runner 22. It is supported by The lockup piston 33 is axially slidably provided inside the torque converter 2. A lockup oil chamber 34 is formed on the back side (the side opposite to the front cover 2a) of the lockup piston 33. The lockup oil chamber 34 is provided with an L / U input port 34a for introducing hydraulic oil (introducing hydraulic pressure) or discharging hydraulic oil.

  Then, in the multi-plate lock-up clutch 3 having such a structure, when hydraulic pressure is supplied to the lock-up oil chamber 34, the clutch plate 31 and the clutch plate 32 are engaged, and the multi-plate lock-up clutch 3 is engaged. It will be in the state (completely engaged state or slip state). On the other hand, when the hydraulic pressure is not supplied to the lockup oil chamber 34, the lockup piston 33 operates to the release side by the elastic force of the return spring (not shown), and the multi-plate lockup clutch 3 is released.

-Automatic transmission-
The automatic transmission 4 is a stepped transmission and includes a plurality of hydraulic friction engagement elements and a planetary gear. In the automatic transmission 4, by selectively engaging the plurality of friction engagement elements, it is possible to selectively establish a plurality of gear stages (gear stages). As shown in FIG. 1, the input shaft 41 of the automatic transmission 4 is connected to the turbine shaft 26 of the torque converter 2. The output gear 42 of the automatic transmission 4 is connected to the drive wheel 6 via the differential device 5 and the like.

-Hydraulic control circuit-
Next, the hydraulic control circuit 100 will be described with reference to FIG. Only the hydraulic circuit configuration of the torque converter 2 and the multi-plate lockup clutch 3 is shown in FIG.

  First, although not shown, the hydraulic control circuit 100 of this example includes an oil pump, a primary regulator valve, a secondary regulator valve, etc. The hydraulic pressure generated by the oil pump is regulated by the primary regulator valve and the line A pressure PL is generated. The secondary pressure Psec is regulated by the secondary regulator valve with the line pressure PL as an original pressure.

  The hydraulic control circuit 100 shown in FIG. 2 includes a linear solenoid valve (SLU) 101, a solenoid valve (SL) 102, a lockup relay valve 103, and a circulation modulator valve 104 (hereinafter referred to as a Cir-MOD valve 104). Have.

  The linear solenoid valve (SLU) 101 outputs, from the output port 101b, a control hydraulic pressure obtained by adjusting the line pressure PL supplied to the input port 101a in accordance with a command (lockup clutch command hydraulic pressure) from the ECU 200.

  The solenoid valve (SL) 102 outputs a signal pressure when it is ON-controlled by a command from the ECU 200. The Cir-MOD valve 104 outputs a circulation modulator pressure (hereinafter referred to as Cir-MOD pressure) obtained by adjusting the line pressure PL.

  The lockup relay valve 103 is a switching valve that is operated by the signal pressure from the solenoid valve (SL) 102 to switch the oil supply and discharge paths.

  The lockup relay valve 103 is provided with a signal pressure input port 103a, an L / U pressure input port 103b, a secondary pressure input port 103c, and a Cir-MOD pressure input port 103d. Further, the lockup relay valve 103 is provided with an L / U pressure output port 103e, a T / C pressure output port 103f, two exhaust pressure input ports 103g and 103h, a cooling port 103i, and an exhaust port 103j. .

  The signal pressure input port 103 a is connected to the solenoid valve (SL) 102. The L / U pressure input port 103 b is connected to the output port 101 b of the linear solenoid valve (SLU) 101. The secondary pressure input port 103c is connected to the secondary regulator valve. The Cir-MOD pressure input port 103 d is connected to the Cir-MOD valve 104. The L / U pressure output port 103 e is connected to the L / U input port 34 a of the multi-plate lockup clutch 3. The T / C pressure output port 103 f is connected to the T / C input port 25 a of the torque converter 2. The exhaust pressure input ports 103 g and 103 h are connected to the T / C output port 25 b of the torque converter 2. The cooling port 103i is connected to a cooler (not shown).

  When the signal pressure from the solenoid valve (SL) 102 is not input to the signal pressure input port 103a (when the lockup is OFF), the lockup relay valve 103 receives the urging force of the spring 132 and the spool 131 It is disposed at the upper position in FIG. 2 (the position where the spool 131 is shown on the left side in FIG. 2). Thereby, as shown in FIG. 3, the secondary pressure Psec is supplied to the T / C input port 25 a (converter oil chamber 25) of the torque converter 2 through the lockup relay valve 103. The hydraulic oil circulated in the converter oil chamber 25 of the torque converter 2 is output from the T / C output port 25 b and flows into the two exhaust pressure input ports 103 g and 103 h of the lockup relay valve 103. The hydraulic oil that has flowed into the lower exhaust pressure input port 103g in the drawing is supplied to the cooler from the cooling port 103i. Further, the hydraulic oil that has flowed into the upper exhaust pressure input port 103h in the drawing is input from the L / U pressure output port 103e to the L / U input port 34a of the multi-plate lockup clutch 3.

  On the other hand, both the linear solenoid valve (SLU) 101 and the solenoid valve (SL) 102 are turned on by a command from the ECU 200, and the signal pressure from the solenoid valve (SL) 102 is input to the signal pressure input port 103 a of the lockup relay valve 103. When it is input (when the lockup is ON), the spool 131 moves downward against the biasing force of the spring 132, and the lower position of FIG. 2 (the spool 131 moves to the right in FIG. 2). Position). Thereby, as shown in FIG. 4, the Cir-MOD pressure from Cir-MOD valve 104 is supplied to T / C input port 25a (converter oil chamber 25) of torque converter 2 through lockup relay valve 103. . Further, the hydraulic oil circulated in the converter oil chamber 25 of the torque converter 2 is output from the T / C output port 25b, flows into the exhaust pressure input port 103g on the lower side in the drawing of the lockup relay valve 103, and is discharged. Discharged from Further, the control hydraulic pressure output from the linear solenoid valve (SLU) 101 is supplied to the L / U pressure input port 103 b (lock-up oil chamber 34) of the multi-plate lock-up clutch 3 via the lock-up relay valve 103.

-ECU-
The ECU 200 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup RAM, and the like.

  The ROM stores various control programs, maps referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results of the CPU and data input from each sensor, and the backup RAM is a non-volatile memory for storing data to be stored when the engine 1 is stopped or the like. It is.

  In the ECU 200, as shown in FIG. 5, an engine speed sensor 201, a turbine speed sensor 202, a throttle opening sensor 203 for detecting the throttle opening of a throttle valve (not shown), and an accelerator pedal (not shown) Various sensors such as an accelerator opening degree sensor 204 for detecting an accelerator opening degree which is a stepping amount are connected, and signals from these sensors (including switches) are input to the ECU 200.

  Then, the ECU 200 is configured to be able to control the operating state of the engine 1 by controlling the throttle opening degree, the fuel injection amount, the ignition timing and the like based on detection results of various sensors and the like.

  The ECU 200 controls the hydraulic control circuit 100 to execute shift control of the automatic transmission 4. Note that the shift control executed by the ECU 200 corresponds to the processing as the "shift control unit" in the present invention.

  Further, the ECU 200 executes the hydraulic control of the torque converter 2 and the engagement control of the multi-plate lockup clutch 3 by controlling the hydraulic control circuit 100. Further, the ECU 200 executes lockup clutch differential rotation control for controlling differential rotation of the multi-plate lockup clutch 3. The lockup clutch differential rotation control executed in the ECU 200 corresponds to the “lockup clutch control means” in the present invention.

-Lockup clutch differential rotation control-
Next, lockup clutch differential rotation control executed by the ECU 200 will be described.

  The ECU 200 calculates the actual differential rotation (Ne-Nt) between the engine rotational speed Ne obtained from the output signal of the engine rotational speed sensor 201 and the turbine rotational speed Nt obtained from the output signal of the turbine rotational speed sensor 202. The lockup clutch hydraulic pressure (instruction hydraulic pressure) is feedback controlled so that the differential rotation becomes the target differential rotation.

  In such lock-up clutch differential rotation control, engine blowing determination is performed based on the difference between the target differential rotation and the actual differential rotation and the inclination of the actual differential rotation, and when the engine blowing determination is established, The actual differential rotation is temporarily reduced to the target differential rotation as the target differential rotation, and then the target differential rotation is swept down, thereby making the actual differential rotation a final target differential rotation (static target differential rotation). It is made to approach gradually (refer FIG. 7).

  Here, in the lockup clutch differential rotation control, if the determination threshold used for the engine blowing determination is a constant value, it may be determined that the engine blowing up is performed even in a state where the engine blowing up is not. For example, when the automatic transmission 4 is shifting (hereinafter, also simply referred to as shifting), or when the target differential rotation changes in a transient state in control, the actual differential rotation follows the target differential rotation. Because the difference between the target differential rotation and the actual differential rotation is originally large, the engine is not in the blow-up state (a difference between the target differential rotation and the actual differential rotation is caused by factors other than the engine blow-up) However, in some cases, it may be determined that the engine is blowing up. In such a situation, lock-up clutch hydraulic control can not be properly performed, and a shock may occur due to rapid engagement of the lock-up clutch.

  When the multi-plate lockup clutch 3 is engaged, a fast fill for temporarily increasing the lockup clutch hydraulic pressure is executed, and after this fast fill, the lockup clutch hydraulic pressure is reduced to a predetermined constant pressure standby pressure The multi-plate lock-up clutch 3 is packed by holding it for a certain period of time, and even if such packing is insufficient, deviation between the target differential rotation and the actual differential rotation occurs and engine blow judgment is made. It may not be possible to do it correctly.

  In order to solve the above points, in the present embodiment, it is possible to suppress the occurrence of a shock due to the rapid engagement of the lockup clutch by appropriately determining the engine blowup.

  An example of the control (lock-up clutch differential rotation control) will be described with reference to the flowchart of FIG. The control routine of FIG. 6 is repeatedly executed by the ECU 200 at a predetermined control cycle (for example, every 4 msec).

  In this lockup clutch differential rotation control, the ECU 200 constantly calculates the actual differential rotation (Ne-Nt). Furthermore, the difference between the target differential rotation and the actual differential rotation and the inclination of the actual differential rotation (the amount of change of the actual differential rotation for each control cycle) are also constantly calculated.

  When the control routine of FIG. 6 is started, first, in step ST101, it is determined whether the actual differential rotation follows the target differential rotation. Specifically, if the shift is not in progress or if the target differential rotation is constant (see FIG. 7), it is determined that "the actual differential rotation is following the target differential rotation" (YES determination), and the process proceeds to step ST102. move on. On the other hand, when the shift is being performed or when the target differential rotation is not constant (see FIG. 8), it is determined that "the actual differential rotation does not follow the target differential rotation" (NO determination), and the process proceeds to step ST106.

  In the determination process of step ST101, when the amount of change in target differential rotation per unit time (the control cycle of the control routine in FIG. 6) is equal to or less than a predetermined value, it is determined that "target differential rotation is constant" If the amount of change in target differential rotation per time is larger than a predetermined value, it is determined that "the target differential rotation is not constant."

  In step ST102, it is determined whether the difference between the target differential rotation and the actual differential rotation is equal to or greater than a predetermined value (predetermined rotation number) A1. Specifically, as shown in FIG. 7, when the actual differential rotation follows the target differential rotation, the target differential rotation is constant, and from this state, the difference between the target differential rotation and the actual differential rotation becomes large. Further, it is determined whether the difference Δnslp1 (rpm) between the target differential rotation and the actual differential rotation when the increase in the actual differential rotation is settled is equal to or greater than a predetermined value A1 (A1 = 300 rpm). If the determination result is a negative determination (NO), it is determined that "the engine 1 is not blowing up", and the process returns. When the determination result of step ST102 is affirmation determination (YES), it progresses to step ST103. The predetermined value A1 used in the determination process of step ST102 may be a value other than 300 rpm.

  In step ST103, the inclination of the actual differential rotation (broken line) shown in FIG. 7 (the amount of change of the actual differential rotation per control cycle (for example 4 msec) of the control routine of FIG. 6) has a predetermined value B1 (B1 = 5 rpm / control cycle) Determine if it is less than. If the determination result is a negative determination (NO), it is determined that the engine 1 is not blowing up and the process returns. The predetermined value B1 used in the determination process of step ST103 may be a value other than [5 rpm / control cycle].

  When the determination result of step ST103 is affirmation determination (YES), that is, when the difference between the target differential rotation and the actual differential rotation is a predetermined value A1 or more and the inclination of the actual differential rotation is less than B1, the engine blowing It is determined that it is rising (engine blowing determination is established: step ST104), and the process proceeds to step ST105.

  In step ST105, as shown in FIG. 7, when the increase in the actual differential rotation is settled, the lockup clutch hydraulic pressure is temporarily lowered with the target differential rotation as the actual differential rotation (target differential rotation = actual differential rotation), and then Then, the actual differential rotation is gradually brought close to the final target differential rotation (static target differential rotation) by sweeping down the target differential rotation with a slope (sweep down rate) C1.

  On the other hand, as described above, when the determination result of step ST101 is a negative determination (NO) (when the actual differential rotation does not follow the target differential rotation), the process proceeds to step ST106.

  In step ST106, it is determined whether the difference between the target differential rotation and the actual differential rotation is equal to or greater than a predetermined value (predetermined rotation number) A2 (A2> A1). Specifically, as shown in FIG. 8, when the actual differential rotation follows the target differential rotation, the target differential rotation changes, and from this state, the difference between the target differential rotation and the actual differential rotation is large. And it is determined whether the difference .DELTA.nslp2 (rpm) between the target differential rotation and the actual differential rotation when the increase in the actual differential rotation is settled is greater than or equal to a predetermined value A2 (A2 = 400 rpm). If the determination result is a negative determination (NO), it is determined that "the engine 1 is not blowing up", and the process returns. When the determination result of step ST106 is affirmation determination (YES), it progresses to step ST107. The predetermined value A2 used in the determination process of step ST106 may be a value other than 400 rpm. However, let A2 be a larger value than A1.

  In step ST107, the inclination of the actual differential rotation (dotted line) shown in FIG. 8 (the amount of change of the actual differential rotation per control cycle (eg 4 msec) of the control routine of FIG. 6) has a predetermined value B2 (B2> B1, B2 = 10 rpm It is determined whether it is less than (control period). If the determination result is a negative determination (NO), it is determined that the engine 1 is not blowing up and the process returns. The predetermined value B2 used in the determination process of step ST107 may be a value other than [10 rpm / control cycle]. However, B2 has a larger value than B1.

  If the determination result of step ST107 is affirmative (YES), that is, the difference between the target differential rotation and the actual differential rotation is equal to or greater than a predetermined value A2 (A2> A1), and the inclination of the actual differential rotation is B2 (B2>). If it is less than B1), it is determined that the engine is blowing up (engine blowing determination is established: step ST108), and the process proceeds to step ST109.

  In step ST109, as shown in FIG. 8, when the increase in the actual differential rotation is settled, the lockup clutch hydraulic pressure is temporarily lowered with the target differential rotation as the actual differential rotation (target differential rotation = actual differential rotation), and then Then, the actual differential rotation is gradually brought close to the final target differential rotation (static target differential rotation) by sweeping down the target differential rotation with a slope (sweep down rate) C2 (C2 <C1).

The “engine blowing determination means” of the present invention is realized by the ECU 200 executing steps ST102 to ST104 and steps ST106 to ST108. Further, the step ST105 and step ST109 are by being executed by the EC U 200, part of the "lock-up clutch control means" of the present invention is implemented.

<Effect>
As described above, according to the present embodiment, when the actual differential rotation does not follow the target differential rotation before the engine blowing determination (in the case of shifting or when the target differential rotation is not constant), the engine blowing determination is made. Set the judgment threshold value (a predetermined value for the difference between the target difference rotation and the actual difference rotation and a predetermined value for the inclination of the actual difference rotation) to a larger value than when the actual difference rotation follows the target difference rotation. There is. That is, when the target differential rotation is not constant during gear shifting or when the target differential rotation before engine blowing is determined, the determination threshold is increased in consideration of the deviation between the target differential rotation and the actual differential rotation, etc. Even if it is not constant, it is possible to properly determine the engine blowup. As a result, sudden engagement of the multi-plate lockup clutch 3 can be prevented, and the occurrence of shock can be suppressed.

  Here, if the target differential rotation is not constant during shifting, the final target differential rotation, which has been set once, may change. In the present embodiment, when the target differential rotation is not constant during shifting, the sweep-down rate of the target differential rotation up to the final target differential rotation is set small, so the final target differential rotation is Even in the case of a change, a sudden change of the lockup clutch hydraulic pressure is suppressed, and a shock due to a sudden engagement of the multi-plate lockup clutch 3 is less likely to occur.

-Other embodiment-
The embodiment disclosed this time is an example in all respects, and is not a basis for a limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-mentioned embodiment, and is defined based on the statement of a claim. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the claims.

  For example, although the lockup oil chamber 34 of the multi-plate lockup clutch 3 is disposed in the torque converter 2 in the above embodiment, the lockup oil chamber of the multistage lockup clutch is not limited thereto. The present invention can also be applied to those disposed outside the torque converter.

  Although the above embodiment has shown an example in which the control device of the present invention is applied to a multistage lockup clutch mounted on a FF (front engine / front drive) type vehicle, the present invention is not limited to this. The present invention can also be applied to a control device of a lockup clutch mounted on a FR (front engine / rear drive) type vehicle or a four-wheel drive type vehicle.

  The present invention can be effectively used to control a lockup clutch capable of controlling a differential state of a torque converter provided between an engine and a transmission.

1 engine 2 torque converter 3 multiplate lockup clutch 4 automatic transmission 100 hydraulic control circuit 200 ECU
201 Engine speed sensor 202 Turbine speed sensor

Claims (1)

A control device applied to a lockup clutch capable of controlling a differential state of a torque converter provided between an engine and a transmission, comprising:
Shift control means for shifting the transmission, lock-up clutch control means for controlling differential rotation of the lock-up clutch, and difference between target differential rotation and actual differential rotation of the lock-up clutch being equal to or greater than a predetermined rotational speed And engine blowing determination means for determining that the engine speed is rising when the inclination of the actual differential rotation is less than a predetermined value,
When it is determined by the engine blowing determination means that the engine rotational speed is rising, the lockup clutch control means sets the actual differential rotation as the target differential rotation when the increase in the actual differential rotation is settled. or reach the target rotational speed difference to the final target rotational speed difference which is configured to death Ipudaun,
If , during the shift change of the transmission by the shift control unit, the target differential rotation is not constant in the differential rotation control by the lock-up clutch control unit before the determination by the engine blowing determination unit , the shift is in progress And the target rotational speed is set to be smaller than the target rotational speed and the predetermined value as compared with the case where the target differential speed is constant. Control device for lock-up clutch.

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