Power transmission system for vehicle

Patent metadata

Field	Value
Publication number	US-10088038-B2
Application number	US-201715463037-A
Country	US
Kind code	B2
Filing date	Mar 20, 2017
Priority date	Mar 23, 2016
Publication date	Oct 2, 2018
Grant date	Oct 2, 2018

Abstract

If the difference between output torque output from an engine and load torque from drive wheels is large and torque input to a lockup clutch is large, since a value of lockup command pressure at which lockup engagement pressure in lockup end control becomes constant standby pressure is set to be high, fast release of the lockup clutch or racing of the engine is suppressed during the lockup end control. If torque input to the lockup clutch is small, the value of the lockup command pressure at which the lockup engagement pressure in the lockup end control becomes the constant standby pressure is set to be low, and a hydraulic pressure output period during which hydraulic pressure is output to the lockup clutch is set to be short.

First claim

What is claimed is:

1. A power transmission system for a vehicle, the power transmission system comprising:
a transmission;
a torque converter provided between the transmission and a power source;
a lockup clutch configured to directly connect an input member and an output member of the torque converter with supply of control hydraulic pressure to a control oil chamber; and
an electronic control unit configured to:
(i) execute lockup end control that decreases the control hydraulic pressure to release the lockup clutch, and
(ii) make end control initial hydraulic pressure of the lockup end control higher as a difference between output torque and driven torque is larger, when the electronic control unit determines that the execution of the lockup end control starts, the output torque being output from the power source when the electronic control unit determines that the execution of the lockup end control starts, the driven torque being supplied from drive wheels.

2. The power transmission system according to claim 1 , wherein
the electronic control unit is configured to make end control end hydraulic pressure of the lockup end control higher as the difference between output torque and driven torque is larger, when the electronic control unit determines that the execution of the lockup end control starts.

3. The power transmission system for a vehicle according to claim 2 , wherein
the electronic control unit is configured to:
(i) make the end control end hydraulic pressure equal to or greater than first hydraulic pressure required for packing a pack clearance of the lockup clutch, when the vehicle is accelerating when the execution of the lockup end control starts, and
(ii) make the end control end hydraulic pressure have a value less than the first hydraulic pressure, when the vehicle is accelerating when the execution of the lockup end control starts.

4. The power transmission system according to claim 2 , wherein
the electronic control unit is configured to make a sweeping rate when the electronic control unit estimates that an increase rate of an engine rotation speed larger than the sweeping rate when the electronic control unit does not estimate that an increase rate of a rotation speed of the power source becomes large, the sweeping rate being values until the end control end hydraulic pressure is reached from the end control initial hydraulic pressure, when the execution of the lockup end control starts.

5. The power transmission system according to claim 2 , wherein
the lockup end control has constant standby control, end control, and sweep control, and the electronic control unit is configured to:
(i) make the control hydraulic pressure stand by at the end control initial hydraulic pressure for a predetermined time, in the constant standby control,
(ii) decrease, at a sweeping rate, the control hydraulic pressure until the end control end hydraulic pressure is reached from the end control initial hydraulic pressure, in the sweep control,
(iii) end the lockup end control by setting the control hydraulic pressure to zero when the control hydraulic pressure becomes the end control end hydraulic pressure, in the end control, and
(iv) execute control in an order of the constant standby control, the sweep control, and the end control, in the lockup end control.

Assignees

• Toyota Motor Co Ltd

Inventors

• Matsubara Keigo
• Sagawa Ayumu

Classifications

• F16D2500/3109

  Vehicle acceleration · CPC title

• F16H45/02

  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type (control of torque converter lock-up clutches F16H61/14) · CPC title

• F16D2500/3068

  Speed change of rate of the engine · CPC title

• F16H61/143 Primary

  using electric control means · CPC title

• F16D2500/10412

  Transmission line of a vehicle · CPC title