JP6601302B2 - Control device for lock-up clutch - Google Patents

Description

  The present invention relates to a control device applied to a lock-up clutch provided in a vehicle transmission.

  In lock-up clutch control, feedback control of the lock-up clutch hydraulic pressure (hereinafter referred to as slip) is performed so that the actual differential rotation (the rotational speed difference (slip amount) between the engine speed and the turbine speed of the torque converter) becomes the target differential rotation. (Also referred to as control).

  In such lockup clutch control, feedback learning (hereinafter also referred to as learning control) is performed so that the control time until the slip amount during deceleration reaches the target slip amount becomes the target time. Then, the correction value obtained from the learning control is stored in association with the operating state of the engine components, thereby improving the accuracy of correcting the slip amount of the lockup clutch (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2003-065433

  By the way, in lock-up clutch control, a fast fill and constant pressure standby phase is performed at the start of control in order to pack the lock-up clutch (hydraulic control immediately before the generation of clutch torque).

  Conventionally, learning control is performed for control after the constant pressure standby phase, but learning control is not performed for phases before the constant pressure standby phase (packing phase). For this reason, there are cases where the packing phase cannot be properly performed, and a shock may occur when shifting to the slip control after packing, or the time until the slip control converges may be long.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a lockup clutch control device capable of appropriately performing learning control in the packup phase of the lockup clutch.

The present invention is a control device applied to a lock-up clutch provided in a transmission for a vehicle, and packs the lock-up clutch by performing first fill and constant pressure standby at the start of control of the lock-up clutch. And a learning control means for performing learning based on a lock-up clutch engagement time from the start of packing to the time of packing when a predetermined learning condition is satisfied. The learning control means uses the learning necessity determination time, a first predetermined time shorter than the learning necessity determination time, and a second predetermined time longer than the learning necessity determination time, and If if time is shorter than the first predetermined time, performs a correction to reduce the execution time of the fast fill, performs correction to reduce the hydraulic pressure of the pressure standby, said lock-up clutch engagement time the If is longer than the second predetermined time, performs correction to increase the execution time of the fast fill is [the first predetermined time ≦ the lock-up clutch engagement time <the learning necessity determination time without correcting the execution time of the fast fill, performs correction to reduce the hydraulic pressure of the pressure standby, [the learning necessity determination time <the lockup clutch If expedient time ≦ the second predetermined time], without correcting the execution time of the fast fill is characterized by performing the correction of increasing the hydraulic pressure of the pressure standby.

  According to the present invention, since the learning control is performed in the packing phase (first fill and constant pressure standby), the packing phase can be properly performed. As a result, it is possible to suppress the occurrence of shock at the time of shifting to the slip control after packing, and to shorten the engagement time.

  Here, in the lockup clutch control, if the first fill is moved, the influence on the entire control is increased. In the present invention, the first fill is performed only when the lock-up clutch engagement time greatly deviates from the target lock-up clutch engagement time (when it is smaller than the first predetermined time or larger than the second predetermined time). If the deviation is small, adjustment (learning) is performed only for the constant pressure standby, so that slip control (feedback control) can be executed more appropriately.

  According to the present invention, it is possible to appropriately perform learning control in the pack-up phase of the lockup clutch.

It is a schematic block diagram which shows an example of the vehicle carrying the multi-plate lockup clutch to which this invention is applied. 2 is an engagement table showing engagement states of each clutch and each brake in the automatic transmission shown in FIG. It is a circuit block diagram of a hydraulic control circuit. It is a figure which shows the operation | movement at the time of lockup OFF in the hydraulic control circuit of FIG. It is a figure which shows the operation | movement at the time of lockup ON in the hydraulic control circuit of FIG. It is a block diagram which shows the structure of control systems, such as ECU. It is a timing chart which shows an example of lockup clutch control. It is a figure which shows the hydraulic pressure and execution time of a 1st fill, and the hydraulic pressure and execution time of a constant pressure standby. It is a flowchart which shows an example of the learning control which ECU performs. It is a figure which shows the relationship between lockup clutch engagement time, a 1st fill, and constant pressure standby.

  Hereinafter, embodiments of the present invention will be described with reference to 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 / front drive) type vehicle, and includes an engine 1, a torque converter 2, a multi-plate lockup clutch 3, an automatic transmission (AT) 4, a differential device 5, and driving wheels. (Front wheel) 6, a driven wheel (rear wheel: not shown), a hydraulic control circuit 100, an ECU (Electronic Control Unit) 200, and the like.

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

-Engine-
The engine 1 is a driving power source for traveling, for example, a multi-cylinder gasoline engine. A crankshaft 11 that is an output shaft of the engine 1 is connected to the 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 that exhibits a torque amplification function, and a one-way clutch 24, and is provided between the pump impeller 21 and the turbine runner 22. The power is transmitted through the fluid. The torque converter 2 is provided with a multi-plate lockup clutch 3 that connects the input side and the output side of the torque converter 2 in a direct connection or slip state. The rotational speed of the turbine shaft 26 of the torque converter 2 (turbine rotational speed nt) is detected by a turbine rotational speed sensor 202.

  As shown in FIG. 3, a converter oil chamber 25 for circulating hydraulic oil is formed inside the torque converter 2. The converter oil chamber 25 is provided with a T / C input port 25a for introducing hydraulic oil and a T / C output port 25b for discharging hydraulic oil.

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

  In the multi-plate lockup clutch 3 having such a structure, when the hydraulic pressure is supplied to the lockup oil chamber 34, the clutch plate 31 and the clutch plate 32 are engaged and the multi-plate lockup clutch 3 is engaged. A state (completely engaged state or slip state) is entered. On the other hand, when the hydraulic pressure is not supplied to the lockup oil chamber 34, the lockup piston 33 is operated 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 device. In the automatic transmission 4, a plurality of gear stages (shift stages) can be selectively established by selectively engaging a plurality of friction engagement elements. 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 wheels 6 via the differential device 5 and the like.

  For example, as shown in FIG. 2, the automatic transmission 4 includes a first clutch C1 to a fourth clutch C4, a first brake B1, and a second brake B2 as hydraulic friction engagement elements. By controlling the engagement and disengagement of these four clutches C1 to C4 and the two brakes B1 and B2, the forward eight-speed gear stage (first speed gear stage “1st”, second speed “2nd” to eighth stage Speed gear stage “8th”) and reverse gear stage (reverse gear stage “Rev”) are achieved. Engagement or disengagement of the clutch C1 to the clutch C4, the brake B1, and the brake B2 is controlled by the hydraulic control circuit 100.

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

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

  The hydraulic control circuit 100 shown in FIG. 3 includes a linear solenoid valve (SLU) 101, a solenoid valve (SL) 102, a lock-up relay valve 103, a circulation modulator valve 104 (hereinafter referred to as a Cir-MOD valve 104), and the like. I have.

  The linear solenoid valve (SLU) 101 outputs, from the output port 101b, a control hydraulic pressure that regulates the line pressure PL supplied to the input port 101a in response to a command (lockup clutch command hydraulic pressure) from the ECU 200.

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

  The lockup relay valve 103 is a switching valve that is operated by a signal pressure from the solenoid valve (SL) 102 and switches a hydraulic pressure supply / discharge path.

  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 103e is connected to the L / U input port 34a 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 103g and 103h are connected to the T / C output port 25b 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 causes the spool 131 to be moved by the biasing force of the spring 132. 3 is disposed at the upper position (position where the spool 131 is shown on the left side in FIG. 3). As a result, as shown in FIG. 4, the secondary pressure Psec is supplied to the T / C input port 25 a (converter oil chamber 25) of the torque converter 2 via the lockup relay valve 103. Further, the hydraulic oil circulated through the converter oil chamber 25 of the torque converter 2 is output from the T / C output port 25b and flows into the two exhaust pressure input ports 103g and 103h of the lockup relay valve 103, respectively. The hydraulic oil flowing into the lower exhaust pressure input port 103g in the figure is supplied to the cooler from the cooling port 103i. Further, the hydraulic fluid 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 applied to the signal pressure input port 103a of the lockup relay valve 103. When an input is made (when the lockup is turned on), the spool 131 moves downward against the biasing force of the spring 132, and the lower position in FIG. 3 (the spool 131 is moved to the right side in FIG. 3). (Position shown). As a result, as shown in FIG. 5, the Cir-MOD pressure from the Cir-MOD valve 104 is supplied to the T / C input port 25a (converter oil chamber 25) of the torque converter 2 via the lockup relay valve 103. . Further, the hydraulic fluid circulated through 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 of the lock-up relay valve 103 in the figure, and is discharged to the exhaust port 103j. 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 (lockup oil chamber 34) of the multi-plate lockup clutch 3 through the lockup relay valve 103.

-ECU-
The ECU 200 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a backup RAM, and the like.

  The ROM stores various control programs, maps that are 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 that temporarily stores calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved when the engine 1 is stopped. It is.

  As shown in FIG. 6, the ECU 200 includes an engine speed sensor 201, a turbine speed sensor 202, a throttle opening sensor 203 that detects the throttle opening of a throttle valve (not shown), and an accelerator pedal (not shown). Accelerator opening sensor 204 that detects the accelerator opening that is the amount of depression of the engine, and oil that detects the temperature of the hydraulic oil (ATF oil temperature) of automatic transmission 4 and torque converter 2 (multi-plate lockup clutch 3), etc. Various sensors such as the temperature sensor 205 are connected, and signals from these sensors (including switches) are input to the ECU 200.

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

  The ECU 200 controls the hydraulic control circuit 100 to execute shift control of the automatic transmission 4, hydraulic control of the torque converter 2, and engagement control of the multi-plate lockup clutch 3 (hereinafter also referred to as lockup clutch control). To do. ECU 200 also executes learning control.

-Lock-up clutch control-
Next, lockup clutch control executed by the ECU 200 will be described.

  First, in the lock-up clutch control, as shown in FIG. 7, the first fill is executed to temporarily increase the lock-up clutch hydraulic pressure, and after this first fill, the lock-up clutch hydraulic pressure is reduced (sweep reduction: FIG. The multi-plate lock-up clutch 3 is packed by holding it at a predetermined hydraulic pressure for a certain period of time (constant pressure standby). Then, after performing the constant pressure standby, the basic control is executed. In the basic control (slip control), the actual differential rotation (ne−nt) between the engine speed ne obtained from the output signal of the engine speed sensor 201 and the turbine speed nt obtained from the output signal of the turbine speed sensor 202. Is calculated, and the lockup clutch hydraulic pressure is feedback controlled so that the actual differential rotation becomes the target differential rotation (target differential rotation set according to the required torque capacity).

  Further, as lock-up clutch control, acceleration slip control when the engine 1 is in a driving state (when ne> nt) and deceleration when the engine 1 is in a driven state (when ne <nt). There is slip control.

-Learning control-
The learning control executed by the ECU 200 will be described with reference to FIG.

  In the learning control, learning is performed for the first fill or constant pressure standby based on the pack packing time from the start of packing (first fill start) until the pack is packed.

  Specifically, as shown in FIG. 7, the actual differential rotation (actual differential rotation (ne-nt) between the engine rotational speed ne and the turbine rotational speed nt) nslp change rate (inclination), when the pack is clogged (hereinafter referred to as “packet clogging”). T2 (also referred to as the start of engagement of the lock-up clutch) is determined, and the packing time (t1 to t2: differential rotation change start time) from the time t1 when the packing is started to the time t2 when the packing is started is measured. Then, based on the packing time (hereinafter also referred to as lock-up clutch engagement time), the first fill hydraulic pressure (indicated hydraulic pressure) or execution time shown in FIG. 8 or the constant pressure standby hydraulic pressure (indicated hydraulic pressure) or execution is shown. Learn at least one of the time. The learning method will be described later.

Here, with respect to the determination at the time of pack clogging, the actual rotational speed nslp (the engine speed ne obtained from the output signal of the engine speed sensor 201 and the turbine speed nt obtained from the output signal of the turbine speed sensor 202) A deviation Δnslp between an average value (nslp average value: broken line in FIG. 7 ) for each predetermined time (for example, 100 ms ) of the actual difference rotation nslp is calculated, and the deviation Δnslp is equal to or greater than a predetermined threshold value. The time point (time t2 in FIG. 7) is determined to be when the pack is clogged (at the start of engagement of the lockup clutch).

  The above-described packing is executed by the ECU 200, whereby the “packing control unit” of the present invention is realized.

  Next, a specific example of learning control will be described with reference to the flowchart of FIG. The control routine of FIG. 9 is repeatedly executed in the ECU 200 every predetermined time (for example, 4 ms).

  In this learning control, the ECU 200 constantly calculates the engine rotational speed ne and the turbine rotational speed nt from the output signals of the engine rotational speed sensor 201 and the turbine rotational speed sensor 202 to constantly calculate the actual differential rotation (ne−nt). Calculated.

  When the control routine of FIG. 9 is started, first, in step ST101, it is determined whether or not the lockup clutch control is started. If the determination result is negative (NO), the process returns. If the determination result of step ST101 is affirmative (YES), the process proceeds to step ST102.

  In step ST102, it is determined whether or not all of the following learning conditions are satisfied. If the determination result is negative (NO), the process returns. If the determination result of step ST102 is affirmative (YES), the process proceeds to step ST103.

<Learning conditions>
-Turbine speed nt is within a certain range-Engine torque is within a certain range-Oil temperature is within a certain range-Not a failure-Not during gear shifting Note that the above learning conditions are only examples and may be changed as appropriate.

  In step ST103, the deviation Δnslp between the actual rotational speed nslp and the nslp average value between the engine speed ne and the turbine speed nt is calculated by the above-described processing.

  In step ST104, the time point at which the deviation Δnslp calculated in step ST103 is equal to or greater than a predetermined threshold (time point t2 in FIG. 7) is determined to be when the pack is clogged (lock lock clutch engagement start time). Then, the lock-up clutch engagement time time (t1 to t2 in FIG. 7) is determined from the packed time and the first fill start time (packing start time).

  In step ST105, based on the lockup clutch engagement time time determined in step ST104, at least one of the first fill hydraulic pressure or execution time shown in FIG. 8 or the constant pressure standby hydraulic pressure or execution time is learned. To do. The learning method will be described later.

  In step ST106, the learning value learned in step ST105 is reflected in the lockup clutch control. Then return.

<Learning method>
Next, the learning method executed in step ST105 will be described below with reference to FIGS. 10 (1) to (5).

  (1) As shown in FIG. 10 (1), when the lockup clutch engagement time time is within the range of [B ≦ time ≦ C], specifically, the lockup clutch engagement time time is the target lock. If the up-clutch engagement time is within a range of ± 100 ms of 700 ms, there is no problem in both shock and engagement time, so learning of the first fill and constant pressure standby is not performed, and the lock-up clutch engagement time time is set. The learning value is used as it is. In this specific example, B = 600 ms and C = 800 ms. Here, the time [B to C] is an example of the learning necessity determination time of the present invention.

  (2) As shown in FIG. 10 (2), when the lockup clutch engagement time time is [time <A], specifically, when the lockup clutch engagement time time is shorter than 400 ms, There is a possibility that the first fill execution time is long and the first fill hydraulic pressure is engaged at a higher hydraulic pressure than the required hydraulic pressure. In this case, since a shock is generated by engaging (rapidly engaging) in a very short time, correction for shortening (decreasing) the first fill execution time is performed. The corrected first fill execution time is used as a correction value. In addition, as described above, a long first fill execution time is a main factor of rapid engagement. However, since there is a possibility that the constant pressure standby hydraulic pressure may be high, correction is performed to slightly reduce the constant pressure standby hydraulic pressure. The corrected learning value of the constant pressure standby hydraulic pressure is used. Here, [A] time is an example of the first predetermined time of the present invention.

  (3) As shown in FIG. 10 (3), when the lock-up clutch engagement time time is within the range of [A ≦ time <B], specifically, the lock-up clutch engagement time time is 400 ms to If it is within the range of 600 ms, there is a low possibility that the first fill is engaged, so learning is not performed for the first fill. On the other hand, since the constant pressure standby hydraulic pressure is higher than the required hydraulic pressure, a shock is generated by engaging in a short time (shock is generated due to excessive gripping), and therefore, correction is performed to reduce the constant pressure standby hydraulic pressure. The corrected learning value of the constant pressure standby hydraulic pressure is used.

  (4) As shown in FIG. 10 (4), when the lockup clutch engagement time time is within the range of [C <time ≦ D], specifically, the lockup clutch engagement time time is 800 ms to If it is within the range of 1000 ms, since there is a low possibility that the first fill is insufficient, learning is not performed for the first fill. On the other hand, since the constant pressure standby hydraulic pressure is lower than the required hydraulic pressure, the engagement is slow (engagement delay), so that the constant pressure standby hydraulic pressure is increased. The corrected learning value of the constant pressure standby hydraulic pressure is used. In this specific example, D = 1000 ms. Here, [D] time is an example of the second predetermined time of the present invention.

  (5) As shown in FIG. 10 (5), when the lockup clutch engagement time time is [D <time], specifically, when the lockup clutch engagement time time is longer than 1000 ms, In this case, the first fill execution time is insufficient, and the response to the required hydraulic pressure is slow, so that the first fill execution time is lengthened (increased). The corrected first fill execution time is used as a correction value.

  The above-described steps ST101 to ST106 are executed by the ECU 200, thereby realizing the “learning control means” of the present invention.

<Effect>
As described above, in the present embodiment, when the lock-up clutch engagement time time is shorter than A (first predetermined time) (in the case of [time <A]), in the fast fill and constant pressure standby. Learning is performed so that at least one of the oil pressure and the execution time (specifically, the execution time of the first fill and the oil pressure for constant pressure standby) is reduced. Further, when the lockup clutch engagement time time is longer than D (second predetermined time) (in the case of [D <time]), at least one of the hydraulic pressure or the execution time in the first fill and constant pressure standby (specifically, , The first fill execution time and the constant pressure standby hydraulic pressure) are increased. When the lock-up clutch engagement time time is [A (first predetermined time) ≦ time <B (learning necessity determination time)], or [C (learning necessity determination time) <time ≦ second 2 predetermined time], the learning is performed only for the constant pressure standby.

  Thus, according to the present embodiment, since the learning control is performed in the packing phase (first fill and constant pressure standby), the packing phase can be appropriately performed. As a result, it is possible to suppress the occurrence of shock at the time of shifting to the slip control after packing, and to shorten the engagement time.

  Here, in the lockup clutch control, if the first fill is moved, the influence on the entire control is increased. In the present embodiment, the first fill is moved only when the lockup clutch engagement time time greatly deviates from the target lockup clutch engagement time (when [time <A] or [D <time]). (Learning) When the deviation is small, adjustment (learning) is performed only for the constant pressure standby, so that slip control (feedback control) can be executed more appropriately.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the scope of claims. Further, the technical scope of the present invention includes all modifications within the scope and meaning equivalent to the scope of the claims.

  For example, in the above embodiment, the thresholds A to D are set for the lock-up clutch engagement time time and the learning method of the first fill phase and the constant pressure standby phase is changed, but other learning methods are adopted. May be. For example, the learning degree may be changed based on the amount of deviation of the lockup clutch engagement time time from the target lockup clutch engagement time. Specifically, as the lockup clutch engagement time time is closer to the target lockup clutch engagement time, the learning value for constant pressure standby is increased, and as the lockup clutch engagement time is farther from the target lockup clutch engagement time, the first fill learning value is increased. You may adopt the learning method of doing.

  In the above embodiment, the lock-up oil chamber 34 of the multi-plate lockup clutch 3 is arranged in the torque converter 2, but the present invention is not limited to this, and the lock-up oil chamber of the multi-plate lockup clutch The present invention can also be applied to the one arranged outside the converter.

  In the embodiment described above, it is provided between a stepped (planetary gear type) automatic transmission (AT) that sets a gear stage using a friction engagement device such as a clutch and a brake and a planetary gear unit and the engine. The present invention has been described with reference to an example in which the present invention is applied to control of a lockup clutch capable of controlling the differential state of a torque converter. However, the present invention is not limited to this and is a continuously variable transmission that adjusts a gear ratio steplessly. It can also be applied to the control of a lock-up clutch that can control the differential state of a torque converter provided between the machine (CVT: Continuously Variable Transmission) and the engine.

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

  The present invention can be effectively used for controlling a lock-up clutch provided in a vehicle transmission.

DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter 3 Multi-plate 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 lock-up clutch provided in a transmission for a vehicle,
Packing control means for performing first fill and constant pressure standby at the start of control of the lockup clutch to pack the lockup clutch, and when a predetermined learning condition is met, Learning control means for performing learning based on the lockup clutch engagement time until,
The learning control means uses a learning necessity determination time, a first predetermined time shorter than the learning necessity determination time, and a second predetermined time longer than the learning necessity determination time,
Wherein when the lock-up clutch engagement time is shorter than the first predetermined time, performs a correction to reduce the execution time of the fast fill, performs correction to reduce the hydraulic pressure of the pressure standby,
If the previous SL lock-up clutch engagement time is longer than the second predetermined time, performs correction to increase the execution time of the fast fill,
When [the first predetermined time ≦ the lock-up clutch engagement time <the learning necessity determination time], the correction for lowering the constant pressure standby hydraulic pressure is performed without correcting the first fill execution time. Done
If it is [the learning necessity determination time <the lock-up clutch engagement time ≦ the second predetermined time], without correcting the execution time of the fast fill, a correction to increase the hydraulic pressure of the pressure standby A control device for a lockup clutch.

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