# US 10,308,253 B2 · Vehicle lock-up control method and control device

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- Number: US 10,308,253 B2
- Document ID: US10308253B2
- Status: Granted
- Kind: B2
- Application number: 15/763,266
- Filed: 2015-10-23
- Published: 2018-09-20
- Granted: 2019-06-04
- Earliest claimed: 2015-10-23
- Assignees: Nissan Motor Co., Ltd.
- Applicants: Nissan Motor Co., Ltd.
- Inventors: Yuzuru Tohta
- Web page: https://patentgrep.com/patent/US10308253B2

## CPC

- B60W 30/1819: {Propulsion control with control means using analogue circuits, relays or mechanical links}
- B60W 10/02: including control of driveline clutches
- B60W 10/04: including control of propulsion units
- B60W 10/06: including control of combustion engines
- B60W 10/10: including control of change-speed gearings
- F02D 29/00: Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F16H 61/14: Control of torque converter lock-up clutches
- F16H 63/50: Signals to an engine or motor
- B60W 2540/10: Accelerator pedal position
- B60W 2710/025: Clutch slip, i.e. difference between input and output speeds
- F16H 2061/145: {for controlling slip, e.g. approaching target slip value}
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F16H: GEARING

## Abstract

A vehicle includes an engine, a continuously variable transmission and a torque converter that has a lock-up clutch. The torque converter is arranged between the engine and the continuously variable transmission. In this vehicle, when an engagement request of the lock-up clutch is issued, an initial-motion lock-up control is executed, whereby engagement is achieved through slip control that increases the lock-up capacity and gradually reduces the slip rotational speed, which is the input-output differential rotational speed of the lock-up clutch. During the slip control of the initial-motion lock-up control, if the slip rotational speed enters a smooth ON control region that is at or below a first set value, a second engine torque reduction control is executed that reduces the torque of the engine below the normal torque that is applied in response to a driver's request.

## Claims

### Claim 1

A vehicle lock-up control method for a vehicle having a torque converter with a lock-up clutch that is arranged between an engine and a transmission, the vehicle lock-up control method comprising:
executing a lock-up control upon issuance of an engagement request of the lock-up clutch to engage the lock-up clutch through slip control by increasing a lock-up capacity and gradually reducing a slip rotational speed, which is an input-output differential rotational speed of the lock-up clutch, and
executing an engine torque reduction control during the slip control of the lock-up control that reduces a torque of the engine below a normal torque that is applied in response to a driver's request upon the slip rotational speed reaching or falling below a predetermined value.

### Claim 2 (depends on 1)

The vehicle lock-up control method according to claim 1, wherein
start conditions for the engine torque reduction control include the slip rotational speed being equal to or less than the predetermined value and an accelerator pedal depression being increased.

### Claim 3 (depends on 1)

The vehicle lock-up control method according to claim 1, wherein
the engine torque reduction control is ended upon the slip rotational speed of the lock-up clutch converging to reach or fall below a clutch engagement determination rotational speed that is smaller than the predetermined value while executing the engine torque reduction control.

### Claim 4 (depends on 1)

The vehicle lock-up control method according to claim 1, wherein
while executing the engine torque reduction control, an engine torque reduction value for the normal torque is set to be smaller when an accelerator position opening amount is small, and set to become larger as the accelerator position opening amount increases.

### Claim 5 (depends on 1)

The vehicle lock-up control method according to claim 1, wherein
the lock-up control is an initial-motion lock-up control executed based on a determination of a start operation, and
execution of the engine torque reduction control is started before the slip rotational speed reaches or falls below the predetermined value due to the initial-motion lock-up control.

### Claim 6 (depends on 5)

The vehicle lock-up control method according to claim 5, wherein
the engine torque reduction control includes a first engine torque reduction control and a second engine torque reduction control,
the first engine torque reduction control is started upon determining the start operation to reduce the torque of the engine from the normal torque applied in response to a driver's request using a first torque reduction value, and
the second engine torque reduction control is started when the slip rotational speed reaches or falls below the predetermined value due to the initial-motion lock-up control while executing the first engine torque reduction control to change a torque reduction value to a second torque reduction value that is larger than the first torque reduction value.

### Claim 7

A vehicle lock-up control device for a vehicle having a torque converter with a lock-up clutch that is arranged between an engine and a transmission, the vehicle lock-up control device comprising:
a lock-up control unit that upon issuance an engagement request of the lock-up clutch engages of the lock-up clutch through slip control that increases a lock-up capacity and gradually reduces a slip rotational speed, which is an input-output differential rotational speed of the lock-up clutch; and
a cooperative control unit that carries out cooperative control of the lock-up clutch and the engine,
the cooperative control unit being configured to execute an engine torque reduction control that reduces a torque of the engine to below a normal torque that is applied in response to a driver's request upon the slip rotational speed reaching or falling below a predetermined value during the slip control of the lock-up control unit.