JP6508091B2 - Control device of power transmission device for vehicle - Google Patents

Description

  The present invention controls a power transmission apparatus for a vehicle that executes lockup control that controls an engagement pressure of a lockup clutch and shift control that controls an engagement pressure of a hydraulic friction engagement device at the time of a shift of a transmission. The present invention relates to a technology for improving fuel efficiency in an apparatus.

  In a power transmission apparatus for a vehicle including a hydraulic transmission with a lockup clutch and a transmission, lockup control for controlling an engagement pressure of the lockup clutch and a hydraulic friction engagement device at the time of a shift of the transmission There is known a control device of a power transmission apparatus for a vehicle which performs shift control for controlling an engagement pressure of the vehicle. For example, the control device of the power transmission device for a vehicle described in Patent Document 1 is that. In the control device of the power transmission apparatus for a vehicle of Patent Document 1, when downshifting (transmission control) is simultaneously performed when engaging from a state where the lockup clutch is released in lockup control as the engine output increases. In order to prevent the lockup control from being performed simultaneously, the start of the lockup control is delayed until the downshift is completed.

Japanese Patent Application Laid-Open No. 10-267119

  By the way, in patent document 1, since the lockup control and the downshift are not simultaneously performed by delaying the start of the lockup control, shocks in the lockup control and the downshift are preferably suppressed. However, in Patent Document 1, the start of the lockup control is delayed until the downshift is completed so that the lockup control and the downshift are not simultaneously performed, so the lockup clutch is engaged (full engagement or half engagement). The time to complete a) is delayed and longer than if downshifting is performed simultaneously. For this reason, there has been a problem that the rate at which the lockup clutch is engaged (completely engaged or partially engaged) during traveling of the vehicle is low, and fuel consumption is deteriorated.

  The present invention has been made against the background described above, and the objective of the present invention is to shorten the time from the end of shift control to the end of engagement of the lock-up clutch compared to the prior art. It is an object of the present invention to provide a control device of a power transmission device for a vehicle which improves fuel consumption.

  According to a first aspect of the present invention, there is provided: (a) a lockup control unit for controlling an engagement pressure of the lockup clutch in a power transmission apparatus for a vehicle including a hydraulic transmission with a lockup clutch and a transmission And a shift control unit for controlling an engagement pressure of a hydraulic friction engagement device at the time of shifting of the transmission, wherein the control device for a power transmission device for a vehicle includes: (b) the lockup control unit The full lockup control in which the engagement pressure of the lockup clutch is controlled so that the lockup clutch is fully engaged, and the engagement of the lockup clutch so that the lockup clutch is partially engaged with slippage And any lock-up control with a pressure-controlled flex lock-up control can be performed, and (c) the lock-up control unit When the shift control is executed by the shift control unit during any lock-up control of the lock control and the flex lock-up control, the packing for packing the pack clearance of the lock-up clutch is performed. A constant pressure standby control is performed to make the engagement pressure of the lockup clutch stand by at a predetermined constant pressure standby pressure set in advance for a predetermined time, and (d) the shift control executed by the shift control unit when the packing is completed. After completion of the step (c), the lockup clutch is shifted to a command pressure increase control for raising the engagement pressure of the lockup clutch from the constant pressure standby pressure, and (e) in the constant pressure standby control, the constant pressure standby pressure is the lockup control unit If flex lockup control is being performed and downshifting control is being performed by the shift control unit, it is higher than otherwise. It is to be set to so that.

  According to the first aspect of the invention, in the lockup control unit, complete lockup control in which the engagement pressure of the lockup clutch is controlled so that the lockup clutch is completely engaged, and the lockup clutch is slipped Any lock-up control with flex lock-up control in which the engagement pressure of the lock-up clutch is controlled so as to partially engage therewith can be performed arbitrarily, and the lock-up control unit is configured to perform the complete lock When the shift control is executed by the shift control unit during any lockup control between the up control and the flex lockup control, the packing for packing the pack clearance of the lockup clutch is performed. Constant pressure standby in which the engagement pressure of the lockup clutch waits for a predetermined time with a predetermined constant constant pressure standby pressure set in advance Shift to the command pressure increase control for raising the engagement pressure of the lockup clutch from the constant pressure standby pressure after completion of the packing and completion of the shift control performed by the shift control unit. . For this reason, when shift control is executed by the shift control unit during execution of either lockup control of the complete lockup control or the flex lockup control, start of lockup control is performed as in the prior art. Instead of delaying until the shift control ends, the engagement pressure of the lockup clutch is made to stand by the constant pressure standby pressure, and when the shift control is terminated, the engagement pressure of the lockup clutch is set to the constant pressure Since the pressure is raised again from the standby pressure, the time from the end of the shift control to the time when the lockup clutch is completely engaged or partially engaged, ie, the engagement is shortened. As a result, the rate at which the lockup clutch is engaged during traveling of the vehicle is increased as compared with the conventional case, and fuel consumption is improved. Further, according to the first invention, in the constant pressure standby control, when the flex lockup control is executed by the lockup control unit and the downshift control is executed by the shift control unit in the constant pressure standby pressure. Is set to be higher than otherwise. For this reason, when the vehicle is decelerating and the flex lockup control is executed, the constant pressure standby pressure is set to be relatively high, and the engine speed may be reduced during the constant pressure standby control. Since the control is suppressed, the lockup clutch can be preferably engaged when shifting from the constant pressure standby control to the indicated pressure increase control after the end of the shift control.

While demonstrating the schematic structure of the vehicle to which this invention is applied, it is a figure explaining the control function for various control in a vehicle. It is a skeleton figure explaining an example of the torque converter provided in the vehicle of FIG. 1, and an automatic transmission. It is sectional drawing of the torque converter of FIG. 5 is an engagement operation table for explaining the relationship between the shift operation of the automatic transmission of FIG. 2 and the combination of the operation of the hydraulic friction engagement device used therein. FIG. 5 is a circuit diagram showing an example of a main part of a hydraulic control circuit related to a linear solenoid valve etc. that controls the operation of a lockup clutch provided in the torque converter of FIG. FIG. 6 is a flowchart illustrating an example of control operation of lockup control when shift control is performed while lockup control is being performed in the electronic control device of FIG. 1. FIG. FIG. 7 is a time chart when the control operation shown in the flowchart of FIG. 6 is performed. It is a time chart at the time of performing control operation which changed control operation shown in a flow chart of Drawing 6 partially.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a view for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and also a view for explaining a main part of a control system for various control in the vehicle 10. In FIG. 1, a vehicle 10 includes an engine 12, a drive wheel 14, and a vehicle power transmission device 16 (hereinafter referred to as a power transmission device 16) provided on a power transmission path between the engine 12 and the drive wheel 14. Is equipped. The power transmission device 16 includes a torque converter (hydraulic transmission) 20 and an automatic transmission (transmission) 22 disposed in a case 18 (see FIG. 2) as a non-rotational member attached to a vehicle body, and an automatic transmission. A differential gear device (differential gear) 26 in which a transmission output gear 24 which is an output rotary member of the machine 22 is connected to a ring gear 26a, and a pair of axles 28 etc. connected to the differential gear device 26 . In the power transmission 16, the power output from the engine 12 is transmitted to the drive wheels 14 sequentially through the torque converter 20, the automatic transmission 22, the differential gear device 26, the axle 28 and the like.

  The engine 12 is a power source of the vehicle 10, and is an internal combustion engine such as a gasoline engine or a diesel engine, for example.

  FIG. 2 is a skeleton view illustrating an example of the torque converter 20 and the automatic transmission 22. As shown in FIG. The torque converter 20 and the automatic transmission 22 etc. are configured substantially symmetrically with respect to the axial center RC of the transmission input shaft 30, which is an input rotary member of the automatic transmission 22, and in FIG. The lower half of the RC is omitted.

As shown in FIGS. 2 and 3, the torque converter 20 has a front cover 34 and a rear cover 35 welded together, and a plurality of pump blades 20 f fixed inside the rear cover 35. A pump impeller 20p is connected to the shaft 12a so as to be able to transmit power, and a pump blade 20p arranged to rotate about an axial center RC, and a turbine blade opposed to the rear cover 35 and connected to the transmission input shaft 30 to be able to transmit power. It is equipped with a car 20t. The torque converter 20 includes a lockup clutch 32 that directly connects the pump impeller 20p and the turbine impeller 20t by the lock-up engagement pressure (engagement pressure) P _SLU is supplied to the control oil chamber 20d to be described later Is equipped. As described above, the torque converter 20 functions as a fluid power transmission device for a vehicle with the lockup clutch 32 provided in the power transmission path between the engine 12 and the automatic transmission 22. Further, the power transmission device 16 is provided with a mechanical oil pump 33 coupled to the pump impeller 20p so as to be able to transmit power. The oil pump 33 is rotationally driven by the engine 12 to shift-control the automatic transmission 22, engage the lockup clutch 32, and supply lubricating oil to each part of the power transmission path of the power transmission device 16. Generate (discharge) hydraulic pressure for

  The lock-up clutch 32 is a hydraulic multi-plate friction clutch, and as shown in FIG. 3, the lock-up clutch 32 is fixed by welding to a front cover 34 integrally connected to the pump impeller 20p. A plurality of the first annular member 36 and a plurality of outer spline teeth 36a formed on the outer periphery of the first annular member 36 are engaged non-rotatably around the axial center RC and movably in the axial center RC direction (this embodiment And the second annular member coupled to the transmission input shaft 30 and the turbine wheel 20t so as to be able to transmit power through the first annular friction plate 38 and the damper device 40 provided in the torque converter 20. 42 and an inner peripheral spline tooth 42a formed on the inner periphery of the second annular member 42, which is relatively nonrotatable about the axial center RC and movably engaged in the axial center RC direction, and has a plurality of first friction plates 3 And a plurality of (two in the present embodiment) annular second friction plates 44 fixed to the inner peripheral portion 34a of the front cover 34 and disposed on the front cover 34 side of the transmission input shaft 30. An annular pressing member (piston) 48 supported movably in the direction of the axial center RC by a hub member 46 rotatably supporting an end portion around the axial center RC and positioned on the hub member 46 and opposed to the front cover 34 An annular fixing member 50 which is fixedly supported and disposed opposite to the pressing member 48 on the opposite side to the front cover 34 side of the pressing member 48, and the pressing member 48 in the axial center RC direction. And a return spring 52 for urging the pressing member 48 away from the first friction plate 38 and the second friction plate 44 in the axial center RC direction.

As shown in FIG. 3, the torque converter 20 is provided in the front cover 34 and the rear cover 35, and supplied from the hydraulic oil supply port 20a and the hydraulic oil supply port 20a to which the hydraulic oil output from the oil pump 33 is supplied. A main oil chamber (torque converter oil chamber) 20c is formed which has a hydraulic oil outflow port 20b through which the hydraulic oil flows out. Further, the lockup clutch 32 and the first friction material 38 and the second friction material 44 of the lockup clutch 32 for engaging the lockup clutch 32 are pressed into the main oil chamber 20 c of the torque converter 20. For example, a control oil chamber 20d for supplying a lockup engagement pressure _PSLU for urging the pressing member 48 to the front cover 34 side, that is, a pressing member 48 for releasing the lockup clutch 32, the front cover 34 side. And hydraulic fluid from the front oil chamber 20e in communication with the front oil chamber 20e and the front oil chamber 20e to which the second line hydraulic pressure Psec to be described later, for example, to be urged to the opposite side is supplied. A rear side oil chamber 20g is provided to allow the hydraulic oil to flow out of the hydraulic oil outlet port 20b. The control oil chamber 20 d is an oil-tight space formed between the pressing member 48 and the fixing member 50, and the front side oil chamber 20 e is formed between the pressing member 48 and the front cover 34. The rear side oil chamber 20g is a space excluding the control oil chamber 20d and the front side oil chamber 20e in the main oil chamber 20c.

In the torque converter 20, as shown in FIG. 3, for example, the oil pressure supplied to the control oil chamber 20d, that is, the lockup on pressure P _LupON (kPa) is relatively large (the oil pressure of the front side oil chamber 20e, ie, the torque converter When P _TCin (kPa) is relatively small and the pressing member 48 is urged to move to the front cover 34 as indicated by the alternate long and _short dash line, the first friction plate 38 and the second friction are moved by the pressing member 48. The pump impeller 20p connected to the first annular member 36 by pressing the plate 44 and the turbine impeller 20t connected to the second annular member 42 rotate integrally. Also, for example, when the lockup on pressure P _LupON (kPa) of the control oil chamber 20 d is relatively small (the torque converter in pressure P _TCin (kPa) of the front side oil chamber 20 e is relatively large), the pressing member 48 is As shown by the solid line, when moved to a position separated from the first friction plate 38, the pump impeller 20p connected to the first annular member 36 and the turbine impeller 20t connected to the second annular member 42 are relative to each other Rotate.

The lockup clutch 32 has a lockup on pressure P _LupON (kPa) in the control oil chamber 20d, a torque converter in pressure P _TCin (kPa) in the front side oil chamber 20e, and a torque output from the hydraulic oil outflow port 20b. _Transfer based on a differential pressure with the average value ((P _TCin + P _TCout ) / 2) of the converter out pressure P _TCout (kPa), that is, the lockup differential pressure ΔP (= P _LupON − (P _TCn + P _TCout ) / 2) The torque is controlled. The above-mentioned _{expression of} lockup differential pressure (engagement pressure) ΔP = P _LupON − (P _TCin + P _TCout ) / 2 is an empirical equation previously determined by experiment or the like. In the above equation, the torque converter in pressure P _TCin and the torque converter out pressure P _TCout are the engine rotational speed Ne (rpm), the turbine rotational speed Nt (rpm), and their differential rotation (engine rotational speed-turbine rotational speed) It changes with (DELTA) N (rpm), 2nd line oil pressure Psec (kPa), ATF oil temperature Toil (degreeC), engine torque Te (Nm), etc. The torque converter out pressure P _TCout is changed by changes in engine rotational speed Ne, turbine rotational speed Nt, ATF oil temperature Toil, etc., and changes in centrifugal hydraulic pressure in the rear side oil chamber 20g of the torque converter 20. Do.

  The lockup differential pressure ΔP is controlled by the electronic control unit (control unit) 56 via the hydraulic control circuit 54 so that, for example, the lockup differential pressure ΔP is made negative. So-called lock-up release state (lock-up off), and so-called lock-up slip state (slip state) in which the lock-up clutch 32 is partially engaged with the lock-up differential pressure ΔP being greater than or equal to zero. And the so-called lockup state (lockup on) in which the lockup differential pressure ΔP is maximized and the lockup clutch 32 is fully engaged. In the torque converter 20, even if the lockup clutch 32 is in the lockup state, the lockup slip state, or the lockup release state, the front oil chamber 20e and the rear oil chamber 20g are the same chamber, ie, the front oil chamber 20e. And the rear side oil chamber 20g are always in communication with each other, and the lockup clutch 32 is always cooled by the hydraulic oil directed from the hydraulic oil supply port 20a to the rear side oil chamber 20g.

  The automatic transmission 22 constitutes a part of a power transmission path from the engine 12 to the drive wheels 14 and includes a plurality of hydraulic friction engagement devices (first clutch C1 to fourth clutch C4, first brake B1, second It functions as a stepped automatic transmission in which a plurality of gear stages (gear stages) having different gear ratios (gear ratios) are formed by selectively engaging one of the brake B2) and the one-way clutch F1. It is a planetary gear type multistage transmission. For example, it is a stepped transmission that performs so-called clutch-to-clutch shifting that is often used in vehicles. The automatic transmission 22 is an coaxial line of a double pinion type first planetary gear unit 58, and a single pinion type second planetary gear unit 60 and a double pinion type third planetary gear unit 62 configured in a Ravigneaux type. (On the axis RC), the rotation of the transmission input shaft 30 is changed in speed, and output from the transmission output gear 24.

  The first planetary gear set 58 includes a first sun gear S1 which is an external gear, a first ring gear R1 which is an internal gear concentric with the first sun gear S1, a first sun gear S1, and a first ring gear R1. And a first carrier CA1 supporting the first pinion gear P1 so as to be capable of rotating and revolving.

  The second planetary gear device 60 includes a second sun gear S2 which is an external gear, a second ring gear R2 which is an internal gear concentric with the second sun gear S2, a second sun gear S2, and a second ring gear R2. And a second carrier CA2 that supports the second pinion gear P2 rotatably and revolvably.

  The third planetary gear set 62 includes a third sun gear S3 which is an external gear, a third ring gear R3 which is an internal gear concentric with the third sun gear S3, and a third sun gear S3 and a third ring gear thereof. It has a third pinion gear P3 consisting of a pair of gear pairs meshing with R3, and a third carrier CA3 supporting the third pinion gear P3 rotatably and revolvably.

  The first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first brake B1 and the second brake B2 (hereinafter simply referred to as a hydraulic friction engagement device or an engagement element unless otherwise specified) Is constituted by a wet multi-plate type clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, and the like.

  By controlling the engagement and release of these hydraulic friction engagement devices, as shown in the engagement operation table of FIG. 4, eight forward gears and one reverse gear depending on the driver's accelerator operation, vehicle speed V, etc. Each gear of the gear is formed. In FIG. 4, "1st"-"8th" mean the first gear-eighth gear as the forward gear, and "Rev" means the reverse gear as the reverse gear, The gear ratio γ (= transmission input shaft rotational speed Nin / transmission output gear rotational speed Nout) of the automatic transmission 22 corresponding to the stage is calculated by the first planetary gear set 58, the second planetary gear set 60, and the third planetary gear set It is appropriately determined by each gear ratio of the gear device 62 (= number of teeth of sun gear / number of teeth of ring gear).

As shown in FIG. 5, in the hydraulic control circuit 54, the lockup control valve 64 and the first line adjusted by the first line pressure adjusting valve 67 of the relief type using the hydraulic pressure generated from the oil pump 33 as the original pressure. A linear solenoid valve _SLU that regulates the hydraulic pressure PL to a lockup engagement pressure PSLU and a modulator valve 66 that regulates the modulator hydraulic pressure P _MOD to a fixed value with the first line hydraulic pressure PL as a source pressure are provided. The hydraulic control circuit 54 is provided with linear solenoid valves SL1 to SL6 (see FIG. 1) for controlling the operation of the hydraulic actuators (not shown) of the hydraulic friction engagement device. Although the first line pressure PL is used as the source pressure of the linear solenoid valve SLU in FIG. 5, the modulator hydraulic pressure P _MOD may be used instead of the first line pressure PL.

Further, as shown in FIG. 5, the lockup control valve 64 is a two-position switching valve of a type that can be switched from the OFF position to the ON position when the lockup engagement pressure _PSLU exceeds a predetermined value. , The first oil passage L1 is closed, the second oil passage L2 is connected to the third oil passage L3, the first oil passage L1 is connected to the discharge oil passage EX, and the fourth oil passage L4 is connected to the cooler 68. And the fifth oil passage L5 is connected to the sixth oil passage L6. The first oil passage L1 is an oil passage to which the torque converter out pressure P _TCout output from the hydraulic oil outlet port 20b of the torque converter 20 is introduced. The second oil passage L2 is an oil passage to which the lockup engagement pressure PSLU adjusted by the linear solenoid valve _SLU is introduced. The third oil passage L3 is an oil passage to which the lockup on pressure _PLupON supplied to the control oil chamber 20d of the torque converter 20 is introduced. The fourth oil passage L4 is an oil passage through which the second line oil pressure Psec adjusted by the second line pressure adjustment valve 69 is introduced, using the oil pressure relieved from the first line pressure adjustment valve 67 as an original pressure. The fifth oil passage L5 is an oil passage through which the modulator hydraulic pressure P _MOD regulated to a constant value by the modulator valve 66 is introduced. The sixth oil passage L6 is an oil passage to which the torque converter in pressure P _TCin supplied to the front side oil chamber 20e of the torque converter 20 is introduced.

Further, as shown in FIG. 5, in the OFF position, the lockup control valve 64 connects the first oil passage L1 to the third oil passage L3, closes the second oil passage L2, and causes the first oil passage L1 to be closed. It connects to the cooler 68, connects the fourth oil passage L4 to the sixth oil passage L6, and closes the fifth oil passage L5. The lock-up control valve 64, a spring 64a for biasing the spool to the OFF position side, an oil chamber 64b that accepts a lock-up engagement pressure P _SLU for biasing the spool to the ON position side Have. In the lockup control valve 64, when the lockup engagement pressure _PSLU is smaller than a predetermined value set relatively small, the spool valve element is held in the OFF position by the biasing force of the spring 64a. In the lockup control valve 64, when the lockup engagement pressure _PSLU is larger than the predetermined value, the spool valve element is held in the ON position against the biasing force of the spring 64a. In the lockup control valve 64 of FIG. 5, the solid line indicates the flow path when the spool valve element is in the ON position, and the broken line indicates the flow path when the spool valve element is in the OFF position.

The hydraulic control circuit 54 configured as described above switches the hydraulic pressure supplied from the lock-up control valve 64 to the control oil chamber 20 d and the front-side oil chamber 20 e in the torque converter 20 to operate the lock-up clutch 32. The state is switched. First, the case where the lockup clutch 32 is in the slip state or the lockup on state will be described. In the lockup control valve 64, when the lockup engagement pressure P _{SLU which} is larger than the predetermined value is supplied by the command signal output from the electronic control unit 56, the lockup control valve 64 is switched to the ON position. the lock-up engagement pressure _{P SLU} is supplied to the control oil chamber 20d of the torque converter 20, the modulator pressure _{P MOD} supplied to the lock-up control valve 64 is supplied to the front side oil chamber 20e of the torque converter 20. That is, the lock-up engagement pressure _{P SLU} is supplied to the control oil chamber 20d as a lock-up on pressure _{P LupON,} modulator pressure _{P MOD} is supplied to the front side oil chamber 20e as a torque converter in pressure _{P TCIN.} When the lockup control valve 64 is switched to the ON position, the _relationship between the lockup on pressure _PLUPON , the torque converter in pressure P _TCin, and the torque converter out pressure P _TCout is the lockup on pressure P. _{Lup ON} > torque converter in pressure P _TCin > torque converter out pressure P _TCout . As a result, the lockup on pressure (engagement pressure) P _LupON of the control oil chamber 20 d of the torque converter 20 is _adjusted by the linear solenoid valve SLU, whereby the lockup differential pressure (P _LupON − (P _TCin + P _TCout ) / 2) ΔP is adjusted, and the operating state of the lockup clutch 32 is switched in the range from the slip state to the lockup on (full engagement).

Next, the case where the lockup clutch 32 is turned off will be described. In the lockup control valve 64, when the lockup engagement pressure P _SLU is smaller than the predetermined value, the lockup control valve 64 is switched to the OFF position by the biasing force of the spring 64a, and the hydraulic oil outflow port of the torque converter 20 The torque converter out pressure P _TCout output from 20 b is supplied to the control oil chamber 20 d of the torque converter 20, and the second line oil pressure Psec is supplied to the front side oil chamber 20 e of the torque converter 20. That is, the torque converter out pressure _PTCout is supplied to the control oil chamber 20d as the lockup on pressure _PLon , and the second line oil pressure Psec is supplied to the front side oil chamber 20e as the torque converter in pressure _PTCin . In addition, when the lockup control valve 64 is switched to the OFF position, the relationship _among the sizes of the lockup on pressure _PLUPON , the torque converter in pressure _PTCin, and the torque converter out pressure _PTCout is the torque converter in pressure. P _TCin > torque converter out pressure P _TCout > lockup on pressure P _LupON . As a result, the operating state of the lockup clutch 32 is switched to lockup off.

Returning to FIG. 1, the vehicle 10 has, for example, lock-up control for controlling the lock-up engagement pressure P _SLU of the lock-up clutch 32, ie, the lock-up differential pressure ΔP, and the hydraulic friction engagement device at the time of shifting of the automatic transmission 22. The electronic control unit 56 executes, via the hydraulic control circuit 54, a shift control and the like that controls the engagement pressure of the clutch. FIG. 1 is a diagram showing an input / output system of the electronic control unit 56, and is a functional block for explaining a main part of a control function of the electronic control unit 56. As shown in FIG. The electronic control unit 56 is configured to include, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU follows a program stored in advance in the ROM using a temporary storage function of the RAM. Each control of the vehicle 10 is executed by performing signal processing.

The electronic control unit 56 is supplied with various input signals detected by various sensors provided in the vehicle 10. For example, a signal representing the throttle valve opening θth (%) detected by the throttle valve opening sensor 70, a signal representing the vehicle speed V (km / h) detected by the vehicle speed sensor 72, an accelerator operation amount sensor 74 A signal representing an accelerator opening degree θacc (%), which is an operation amount of the accelerator pedal, is input to the electronic control unit 56. Further, from the electronic control unit 56, a shift instruction pressure Sat for oil pressure control relating to the shift of the automatic transmission 22, and a lockup instruction pressure Slu etc. for switching control of the operation state of the lockup clutch 32 are respectively provided. It is output. The shift instruction pressure Sat is an instruction signal for driving the linear solenoid valves SL1 to SL6 that adjust the hydraulic pressure supplied to the hydraulic actuators (not shown) of the hydraulic friction engagement device, and the hydraulic control circuit 54 Output to the linear solenoid valves SL1 to SL6. Further, the lock-up command pressure Slu is a command signal for driving the linear solenoid valve SLU for pressurizing regulating the lockup engagement pressure P _SLU, is output to the linear solenoid valve SLU of the hydraulic control circuit 54.

  The electronic control unit 56 shown in FIG. 1 includes, as main parts of control functions, a shift control unit 80, a shift control start determination unit 80a, a shift control end determination unit 80b, a lockup control unit 82, and a simultaneous execution determination unit 84 and a packing completion determination unit 86. The shift control unit 80 shown in FIG. 1 applies the actual vehicle speed V and the throttle valve opening degree θth to a predetermined relationship (shift map, shift line diagram) with the vehicle speed V and the throttle valve opening degree θth as variables. The gear shift determination is performed, for example, to control the engagement pressure of the hydraulic friction engagement device involved in the gear shift of the automatic transmission 22 in order to achieve the determined predetermined forward gear according to the engagement operation table shown in FIG. A shift control is executed to output to the hydraulic control circuit 54 a shift command pressure Sat for engaging and / or releasing the hydraulic friction engagement device as a command signal. The linear solenoid valves SL1 to SL6 provided in the hydraulic control circuit 54 are driven (operated) according to the shift command pressure Sat so that the shift of the automatic transmission 22 is executed, and hydraulic friction related to the shift is performed. The hydraulic actuator of the engagement device is actuated.

  The shift control start determination unit 80a determines whether the shift control unit 80 has started the execution of the shift control. For example, when the shift control unit 80 outputs a shift command, for example, the shift control start determination unit 80a determines that the shift control by the shift control unit 80 has been started.

  When it is determined by the shift control start determination unit 80a that the shift control start has been started, the shift control end determination unit 80b determines whether the shift control is ended. When the engagement of the hydraulic friction engagement device for establishing the predetermined gear set instructed by the shift control unit 80 is completed, the shift control end determination unit 80 b determines that the shift control is ended in the shift control unit 80.

As shown in FIG. 1, the lockup control unit 82 includes a lockup control in-progress determination unit 82a, a lockup control execution start unit 82b, and the like. Lock-up control unit 82, the lock-up differential pressure of the lock-up clutch _{32 (P LupON - (P TCin} + P TCout) / 2) ΔP i.e. lockup control for controlling the lock-up command pressure Slu lockup engagement pressure _{P SLU} Run. The lockup control unit 82 uses the vehicle speed V and the throttle valve opening degree θth as variables, and uses a predetermined relationship (lockup region diagram) having a lockup off region, a slip operation region, and a lockup on region. It is determined on the basis of the vehicle speed V and the throttle valve opening degree θth, which one of the lock-up off area, the slip operation area, and the lock-up on area, the lock-up clutch is engaged to the operating state corresponding to the determined area. The lockup instruction pressure Slu, which is an instruction signal, is controlled so that the operation state of 32 is achieved. In accordance with the lockup command pressure Slu, the linear solenoid valve SLU provided in the hydraulic control circuit 54 is driven (actuated) so that the operation state of the lockup clutch 32 becomes the operation state corresponding to the determined region. For example, when the lockup control unit 82 determines that the lockup on area is determined in the lockup area diagram, the lockup engagement pressure of the lockup clutch 32 is fully engaged so that the lockup clutch 32 is fully engaged. full lockup control for controlling the lock-up command pressure Slu of P _SLU is executed. The lockup control unit 82 causes the lockup clutch 32 to slip when it is determined in the lockup area diagram that the slip operation area is set, so that a preset target slip rotational speed can be obtained. flex lock-up control for controlling the lock-up command pressure Slu lockup engagement pressure P _SLU for the lockup clutch 32 is performed.

  The lockup control in-progress determination unit 82a having the execution control determination unit 82c determines whether the lockup control unit 82 is in the process of executing either the complete lockup control or the flex lockup control. Do. For example, the lockup control in-progress determination unit 82a performs complete lockup control when the actual vehicle speed V and the throttle valve opening degree θth are the lockup on area or the slip operation area in the lockup area diagram. It is determined that any lock-up control is being performed, and when it is in the lock-up off region, it is determined that lock-up control is not being performed.

  In the execution control determining unit 82c, when the lockup control in progress determining unit 82a determines that either the complete lockup control or the flex lockup control is in execution, the lockup control unit 82 It is determined what kind of control the lockup control being executed is. For example, in the execution control determination unit 82c, the vehicle 10 travels with the accelerator ON in which the actual vehicle speed V and the throttle valve opening degree θth are the lockup on area in the lockup area diagram and the accelerator pedal is depressed. If it is medium, it is determined that the lockup control executed by the lockup control unit 82 is the complete lockup control executed while the vehicle 10 is accelerating. Further, in the execution control determination unit 82c, the vehicle 10 travels with the accelerator OFF in which the actual vehicle speed V and the throttle valve opening degree θth are the lockup on region in the lockup region diagram and the accelerator pedal is not depressed. If it is medium, it is determined that the lockup control executed by the lockup control unit 82 is the complete lockup control executed while the vehicle 10 is decelerating. Further, in the execution control determination unit 82c, while the vehicle 10 is traveling with the accelerator ON in which the actual vehicle speed V and the throttle valve opening degree θth are the slip operation area in the lockup area diagram and the accelerator pedal is depressed. In this case, it is determined that the lockup control executed by the lockup control unit 82 is the flex lockup control executed while the vehicle 10 is accelerating. Further, in the execution control determination unit 82c, while the vehicle 10 is traveling with the accelerator OFF, in which the actual vehicle speed V and the throttle valve opening degree θth are the slip operation area in the lockup area diagram and the accelerator pedal is not depressed. In this case, it is determined that the lockup control executed by the lockup control unit 82 is the flex lockup control executed while the vehicle 10 is decelerating.

  The lockup control execution start unit 82b includes a quick fill execution unit 82d, a constant pressure standby control execution unit 82e, an instruction pressure increase control execution unit 82f, and the like. The lockup control execution start unit 82b performs quick fill control, constant pressure standby control, and command pressure increase when either lockup control of full lockup control or flex lockup control is started by the lockup control unit 82. Start executing lockup control in the order of control.

  The quick fill execution unit 82 d executes the quick fill control when the lock up control unit 82 starts the execution of either the full lock up control or the flex lock up control. For example, as shown in FIGS. 7 and 8, the quick fill control temporarily raises the lock-up indication pressure Slu of the linear solenoid valve SLU to a predetermined value A1 to set the control oil chamber 20d of the torque converter 20 to the control oil chamber 20d. It is control to start supply of hydraulic oil promptly.

The constant pressure standby control execution unit 82e includes a constant pressure standby pressure setting unit 82g. After the quick fill control is performed by the quick fill execution unit 82 d and the lockup instruction pressure Slu is temporarily increased to the value A1, the constant pressure standby control execution unit 82 e starts the constant pressure standby control. The constant pressure standby control, for example, as shown in FIGS. 7 and 8, the quick lock-up command pressure Slu which is raised by the fill control until the value A1, previously lockup engagement pressure P _SLU is for packing The control is performed to reduce the pressure to the set constant pressure standby pressure _PT to a value A2 and to make the value A2 stand by for a predetermined predetermined time.

  The quick fill control executed by the quick fill execution unit 82d and the constant pressure standby control executed by the constant pressure standby control execution unit 82e are controls executed for packing to quickly pack the pack clearance of the lockup clutch 32. It is. The pack clearance is, for example, a clearance from the position where the pressing member 48 provided in the lockup clutch 32 is returned by the return spring 52 to the first friction plate 38.

  When the constant pressure standby control is performed by the constant pressure standby control execution unit 82e and the lockup instruction value Slu is caused to stand by for a predetermined time with the value A2, the instructed pressure increase control execution unit 82f starts the instructed pressure increase control. For example, as shown in FIG. 7 and FIG. 8, the command pressure increase control is a control that raises the lockup command pressure Slu held at the value A2 after the constant pressure standby control is executed according to the required torque capacity. .

  The simultaneous execution determination unit 84 determines whether or not the shift control is performed during the execution of either the complete lockup control or the flex lockup control, that is, whether the lockup control and the shift control are simultaneously executed. Determine if For example, in the simultaneous execution determination unit 84, the lockup control in progress determination unit 82a determines that one of the complete lockup control and the flex lockup control is in execution, and the shift control start determination If it is determined in the portion 80a that the shift control has been started, it is determined that the lockup control and the shift control are simultaneously executed.

If the pack execution completion determining unit 86 determines that the lockup control and the shift control are simultaneously performed by the simultaneous execution determining unit 84, it determines whether or not the pack filling for packing the pack clearance of the lockup clutch 32 is completed. Do. For example, in the packing completion determination unit 86, the constant pressure standby control executing unit 82e executes the constant pressure standby control in the lockup control execution starting unit 82b, and the lockup engagement pressure _PSLU is a predetermined time determined in advance by the value A2. It is determined whether packing for packing the pack clearance of the lockup clutch 32 is completed or not depending on whether or not

  The lockup control execution start unit 82b is determined by the simultaneous execution determination unit 84 that lockup control and shift control are simultaneously performed, and the pack packing completion determination unit 86 packs pack clearances of the lockup clutch 32. If it is determined that the pack filling is not completed, the constant pressure standby control execution unit 82e executes the constant pressure standby control at least until the shift control is completed.

  Further, in the lockup control execution start unit 82b, the simultaneous execution determination unit 84 determines that lockup control and shift control are simultaneously performed, and the packing completion determination unit 86 determines that packing is completed, When it is determined by the shift control completion determination unit 80b that the shift control is completed, the command pressure increase control execution unit 82f starts executing the command pressure increase control. Further, in the lockup control execution start unit 82b, the simultaneous execution determination unit 84 determines that lockup control and shift control are simultaneously performed, and the packing completion determination unit 86 determines that packing is completed, When it is determined by the shift control completion determination unit 80b that the shift control is not completed, the constant pressure standby control execution unit 82e executes the constant pressure standby control.

Pressure standby pressure setting unit 82g, when constant pressure standby control with constant pressure standby control execution unit 82e is started, the lock-up engagement pressure P _SLU in the setting namely the constant pressure standby control the pressure standby pressure P _T of the constant pressure standby control setting the value A2 of the lockup command pressure Slu so that predetermined pressure standby pressure P _T.

The constant pressure standby pressure setting unit 82g determines that the lockup control and the shift control are simultaneously performed by the simultaneous execution determination unit 84, and determines that the packing completion determination unit 86 is before packing is completed. In the case where the lockup control performed by the lockup control unit 82 in the execution control determination unit 82c is determined to be a flex lockup control that is executed while the vehicle 10 is decelerating, and the shift control unit When it is determined at 80 that the downshift transmission control is being executed, the lockup instruction pressure Slu in the constant pressure standby control is set to a value A3 (see FIG. 7). The constant pressure standby pressure setting unit 82g determines that the simultaneous execution determination unit 84 determines that lockup control and shift control are simultaneously performed, and determines that the packing completion determination unit 86 is before packing is completed. In the above case, the lockup control executed by the lockup control unit 82 in the execution control determination unit 82c described above is determined to be the flex lockup control executed while the vehicle 10 is decelerating, and Under conditions other than the conditions under which it is determined that the downshift transmission control is being performed by the shift control unit 80, the lockup instruction pressure Slu in the constant pressure standby control is set to the value A2. The value A3 is a value higher than the value A2 as shown in FIG. 7, and by setting the lockup command pressure Slu to the value A3, the constant pressure standby pressure P _T of the lockup engagement pressure P _SLU is The lockup command pressure Slu is higher than when it is set to the value A2.

  In the constant pressure standby pressure setting unit 82g, the simultaneous execution determination unit 84 determines that lockup control and shift control are simultaneously performed, and the packing completion determination unit 86 determines that packing is completed, and When it is determined that the shift control is not completed by the shift control end determination unit 80b, the lockup control executed by the lockup control unit 82 in the execution control determination unit 82c is executed while the vehicle 10 is decelerating. If it is determined that the flex lock-up control to be performed is to be performed, and if it is determined that the downshift transmission control is being performed by the shift control unit 80, the lockup instruction pressure Slu in constant pressure standby control has a value A3 (FIG. Set to be). In the constant pressure standby pressure setting unit 82g, the simultaneous execution determination unit 84 determines that lockup control and shift control are simultaneously performed, and the packing completion determination unit 86 determines that packing is completed, and When the shift control completion determination unit 80b determines that the shift control is not completed, the vehicle 10 is decelerated in the lockup control executed by the lockup control unit 82 in the execution control determination unit 82c described above. Lock under constant pressure standby control under conditions other than the conditions under which it is determined that the flex lockup control is to be executed during that time and the downshift shift control is determined to be executed by the shift control unit 80. The up command pressure Slu is set to a value A2.

  FIG. 6 is a flow chart for explaining an example of the control operation of the lockup control when the shift control is executed while the lockup control is being performed in the electronic control unit 56. The flow chart of FIG. 6 is a flow chart showing a flow after either lockup control of complete lockup control or flex lockup control is executed. 7 is a time chart when the control operation shown in the flowchart of FIG. 6 is performed.

  First, in step S1 corresponding to the functions of shift control start determination unit 80a and simultaneous execution determination unit 84 (hereinafter, step is omitted) S1, whether or not shift control has been started, that is, shifting during lockup control It is determined whether control has been started. If the determination in S1 is negative, S1 is executed again, but if the determination in S1 is affirmative, S2 corresponding to the function of the packing completion determination unit 86 is executed. In the above-described S2, it is determined whether packing has been completed. If the determination in S2 is negative, that is, before packing is completed, S3 corresponding to the functions of execution control determination unit 82c and shift control unit 80 is executed, but the determination in S2 is affirmed If packing is completed, S4 corresponding to the function of the shift control end determination unit 80b is executed.

  In the above-described S3, it is determined whether the lockup control being executed is the flex lockup control to be executed while the vehicle 10 is decelerating and whether the downshift transmission control is being executed. If the determination in S3 is negative, S5 corresponding to the functions of the constant pressure standby control execution unit 82e and the constant pressure standby pressure setting unit 82g is executed, but if the determination in S3 is affirmative (FIG. 7 At time t1, S6 corresponding to the functions of the constant pressure standby control execution unit 82e and the constant pressure standby pressure setting unit 82g is executed.

  In S5, the lockup command pressure Slu is set to the value A2, and the constant pressure standby control is executed. At S6, the lockup command pressure Slu is set to the value A3, and the constant pressure standby control is executed. At S4 described above, it is determined whether the shift control has been completed. If the determination of S4 is negative, the above S3 is executed, but if the determination of S4 is affirmative (at time t2 in FIG. 7), the function of the command pressure increase control execution unit 82f is supported. S7 is executed. In the above-mentioned S7, command pressure increase control is executed.

  FIGS. 7 and 8 show the case where down shift transmission control is started before packing is completed during flex lock-up control while the vehicle 10 is decelerating (time t1 in FIGS. 7 and 8). It is a time chart which shows control operation of lockup control. 7 is a time chart when the control operation shown in the flow chart of FIG. 6 is executed, and FIG. 8 is the flow chart of FIG. It is a time chart at the time of performing control operation shown to a flow chart changed so that the above-mentioned S5 might be performed if judgment of S4 is denied. That is, in the time chart of FIG. 7, the lock-up indication pressure Slu is set to a value A3 higher than the value A2 and the constant pressure standby control is executed, but in the time chart of FIG. 8, the lock-up indication value Slu is the value A3. The constant pressure standby control is performed by setting the lower value A2. In addition, the dashed-dotted line L1 shown to the time chart of FIG. 7 shows engine-speed Ne (rpm) of the time chart of FIG. 8, and the dashed-dotted line L2 shown to the time chart of FIG. Indicates the command pressure Slu.

  As shown in the time chart of FIG. 8, when the lockup command pressure Slu is set to the value A2 from time t1 and constant pressure standby control is executed, the engine rotational speed Ne (rpm) is compared with the time chart of FIG. descend. Therefore, there is a possibility that the fuel cut may be restored (stopped) due to the decrease of the engine rotational speed Ne and the fuel efficiency may be deteriorated. Further, as shown in the time chart of FIG. 7, the lock-up instruction pressure Slu is set to a value A3 higher than the value A2 from time t1 and constant pressure standby control is executed, whereby the engine rotational speed Ne (rpm) decreases. Is suppressed as compared with the time chart of FIG.

Also, as shown in the time charts of FIGS. 7 and 8, when shift control is started during lockup control (at time t1 in FIGS. 7 and 8), lockup engagement pressure is achieved by constant pressure standby control. P _SLU waits at constant pressure standby pressure _PT , that is, the lockup instruction pressure Slu is made to stand by at values A2 and A3 by constant pressure standby control, and when gear change control is completed (time t2 in FIGS. 7 and 8) lockup engagement Since the pressure P _SLU is resumed from the constant pressure standby pressure P _T , that is, the lockup instruction pressure Slu is restarted from the values A 2 and A 3, shift control is performed as compared with the conventional case where lockup control is started when shift control ends. 7 (FIG. 7 and FIG. 8 at time t2), the lockup clutch 32 is completely engaged or partially engaged, ie, the engagement is completed (time t3 in FIG. 7 and FIG. 8). The time (t3−t2) (sec) until the point) is shortened.

Furthermore, in the torque converter 20 in which the front side oil chamber 20e and the rear side oil chamber 20g are the same as in this embodiment, for example, when the pressing member 48 moves to the front cover 34 side in a state where the pack clearance is not clogged Since the hydraulic oil between the pressing member 48 and the front cover 34 is compressed within 20 and the torque converter in pressure P _TCin is increased to have a relatively large effect on the lock up engagement pressure P _SLU , the lock up clutch Although packing of 32 takes a relatively long time, when the torque converter 20 as described above is used, if shift control is performed during lockup control, the pack is held by constant pressure standby control during shift control. Since the filling is advanced (completed), the lock is performed when the shift control is finished as in the conventional case. The lockup clutch 32 is completely engaged or partially engaged or engaged (Figs. 7 and 8) after the shift control is finished (at time t2 in Figs. 7 and 8) as compared to the case where start-up control is started. The time (t3−t2) (sec) until t3 of 8) is suitably shortened. In particular, in the case of using a multi-stage unit in which shifting frequently occurs, such as the automatic transmission 22 of this embodiment, the lockup clutch 32 is fully engaged or partially engaged after engagement of the shift control. By shortening the time to completion, preferably, the lockup clutch 32 is fully engaged or partially engaged or engaged during vehicle travel. In the present embodiment, the command pressure increase control is executed after the completion of the pack filling and the end of the shift control. For this reason, when packing is completed, that is, in a state in which the pack clearance is clogged, the lockup engagement pressure P _SLU is hardly affected by the torque converter in pressure P _TCin, that is, back pressure. The engagement shock does not occur even if the lockup control is restarted from the beginning.

As described above, according to the electronic control unit 56 of the power transmission device 16 of this embodiment, the lockup control unit 82 locks the lockup clutch 32 so that the lockup clutch 32 is fully engaged. and full lock-up control pressure P _SLU is controlled, and flex lock-up control of the lock-up engagement pressure P _SLU for the lockup clutch 32 is the lock-up clutch 32 to the semi-engaged with a slip is controlled The lockup control unit 82 can execute any lockup control while the shift control unit 80 performs shift control while the lockup control is being performed between the complete lockup control and the flex lockup control. If performed, for packing the packing clearance of the lockup clutch 32 for packing, The Kkuappu command pressure Slu, perform the lock-up engagement pressure P _SLU is constant pressure standby control to wait a preset predetermined constant pressure standby pressure P _T and becomes a value A2, A3 at a predetermined time of the lock-up clutch 32, packing There was complete, and after the end of the the shift control executed by the shift control unit 80, the value A2, A3 of the lock-up engagement pressure P _SLU or locked up instruction pressure Slu of the lock-up clutch 32 becomes the pressure standby pressure P _T Shift to command pressure increase control to increase. Therefore, when shift control is executed by shift control unit 80 during either lockup control of full lockup control or flex lockup control, the shift control of the start of lockup control is performed as in the prior art. There, instead of delaying until the end of the lock-up command pressure Slu, lock-up engagement pressure P _SLU for the lockup clutch 32 is allowed to stand at a constant pressure standby pressure becomes P _T value A2, A3, shift control When used to terminate the lock-up command pressure Slu, the lock-up engagement pressure P _SLU for the lockup clutch 32 is caused to rise again from the value A2, A3 to be pressure standby pressure P _T, the shift control is completed (FIG. 7 and After time t2 in FIG. 8), the lockup clutch 32 is completely engaged or partially engaged, ie, the engagement is completed (time t3 in FIGS. 7 and 8). Time (t3-t2) is shortened. As a result, compared to the prior art, the rate at which the lockup clutch 32 is fully engaged or partially engaged, that is, engaged during traveling of the vehicle is increased, and fuel consumption is improved. Further, according to the electronic control unit 56 of the power transmission device 16 of this embodiment, in the constant pressure standby control, the lock up control unit 82 executes the flex lock up control in the constant pressure standby pressure _PT, that is, the lock up instruction pressure Slu. When the downshift control is being executed by the shift control unit 80, the downshift control is set to be higher than in the other cases. Therefore, when the vehicle 10 is decelerating and the flex lockup control is executed, the lockup instruction pressure Slu is set to the value A3 so that the constant pressure standby pressure _PT becomes relatively high, and the constant pressure standby control is in progress. Since the reduction of the engine rotational speed Ne is suppressed, the lockup clutch 32 can be suitably engaged when shifting from the constant pressure standby control to the command pressure increase control after the end of the shift control.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable in other aspects.

For example, the torque converter 20 according to the above-described embodiment has the hydraulic oil supply port 20a, the hydraulic oil outflow port 20b, and the port for supplying the lockup engagement pressure _PSLU to the control oil chamber 20d, and performs lockup control. When the pressure member 48 is moved at the start of the operation, the hydraulic oil between the pressure member 48 and the front cover 34 is compressed to increase the back pressure ((P _TCin + P _TCout ) / 2). The present invention can be applied to a torque converter 20 other than that, for example, a two-port torque converter which is not _{affected by the} back pressure ((P _TCin + P _TCout ) / 2).

  In the above embodiment, the torque converter 20 is used for the vehicle 10. However, instead of the torque converter 20, a fluid power transmission (a fluid coupling) without a torque amplification function may be used. .

  Note that what has been described above is merely an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

16: Power transmission device for vehicle 20: torque converter (hydraulic transmission device)
22: Automatic transmission (transmission)
32: Lock-up clutch 56: Electronic control unit (control unit)
80: shift control unit 80a: shift control start determination unit 80b: shift control end determination unit 82: lockup control unit 82a: lockup control in progress determination unit 82b: lockup control execution start unit 82e: constant pressure standby control execution unit 82f : Instruction pressure increase control execution unit 82g: Constant pressure standby pressure setting unit 84: Simultaneous execution determination unit 86: Packing completion determination unit B1: First brake (hydraulic friction engagement device)
B2: Second brake (hydraulic friction engagement device)
C1: First clutch (hydraulic friction engagement device)
C2: Second clutch (hydraulic friction engagement device)
C3: Third clutch (hydraulic friction engagement device)
C4: Fourth clutch (hydraulic friction engagement device)
P _SLU : Lock-up engagement pressure (engagement pressure)
_PT : Constant pressure standby pressure

Claims (1)

In a power transmission apparatus for a vehicle including a hydraulic transmission with a lockup clutch and a transmission, a lockup control unit for controlling an engagement pressure of the lockup clutch and hydraulic friction engagement at the time of a shift of the transmission A control device of a power transmission device for a vehicle, comprising: a shift control unit that controls an engagement pressure of the device;
In the lockup control unit, full lockup control is performed such that the engagement pressure of the lockup clutch is controlled so that the lockup clutch is completely engaged, and the lockup clutch is partially engaged with slippage Any lockup control with flex lockup control where the engagement pressure of the lockup clutch is controlled can be executed arbitrarily,
When the shift control unit executes shift control while the lockup control unit is performing lockup control of either the complete lockup control or the flex lockup control,
In order to pack the pack clearance of the lock-up clutch, constant-pressure standby control is performed to hold the engagement pressure of the lock-up clutch for a predetermined time at a predetermined constant-pressure standby pressure set in advance;
After the packing is completed and the shift control performed by the shift control unit is ended, the command pressure increase control is performed to increase the engagement pressure of the lockup clutch from the constant pressure standby pressure,
In the constant pressure standby control, when the flex lockup control is executed by the lockup control unit and the downshift control is executed by the shift control unit, the constant pressure standby pressure is higher than in the other cases. A control device of a power transmission device for a vehicle, which is set to be high.

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