JPH0656206B2 - Vehicle wheel slip suppression device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an improvement in a vehicle wheel slip suppressing device.

(Prior Art) Conventionally, as a vehicle wheel slip suppressing device, for example, as disclosed in Japanese Patent Laid-Open No. 51-19239,
Throttle valve control means for increasing / decreasing the opening degree of the throttle valve provided in the intake passage of the engine according to the depression amount of the accelerator pedal, and slip suppression for correcting and controlling the throttle valve controlling means so as to reduce the throttle valve opening degree. Means is provided, and when the wheels slip during acceleration of the vehicle,
It is known that the slip suppressing means corrects the throttle valve control means to reduce the throttle valve opening to reduce the driving torque of the wheels and suppress the slip due to the idling of the wheels.

(Problems to be Solved by the Invention) By the way, recent vehicles have automatic transmissions with a lockup mechanism, that is, a torque converter connected to an output shaft of an engine and an output shaft of the torque converter. A coupled speed change gear mechanism and lockup means for switching the power transmission path by connecting and disconnecting the input shaft and the output shaft of the torque converter are provided, and the input shaft and the output shaft of the torque converter by the lockup means when the gear is not shifted. It is being adopted that the gear shift is automatically performed while the deterioration of the fuel efficiency performance due to the fluid slippage in the torque converter is improved by the direct connection (lock-up).

However, in such a vehicle, when the driving state of the vehicle shifts to the deceleration state at the time of lockup, if the driving torque largely fluctuates due to the irregular combustion caused by the engine misfire, this fluctuation is directly applied to the wheel. When the vehicle is traveling on a road having a low friction coefficient such as a snowy road, slipping due to wheel idling is likely to occur.

Therefore, when suppressing the slip of the wheels at the time of deceleration of the vehicle by using the above-mentioned conventional technique for such a vehicle,
After removing the link mechanism between the accelerator pedal and the throttle valve, it is necessary to additionally install the above-mentioned throttle valve control means and slip suppressing means, which complicates the structure and increases the cost.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle equipped with an automatic transmission with a lock-up mechanism as described above, in which slip caused by idling of wheels due to fluctuations in drive torque during deceleration. If it occurs, the fluctuation of the driving torque is absorbed by the torque fluctuation buffering action of the torque converter, and the irregular combustion at the time of deceleration is caused by the simple configuration using the existing device. The purpose of this is to smooth the change in the driving torque to effectively suppress the slip due to the wheel idling during deceleration.

(Means for Solving the Problem) In order to achieve the above object, the solution means of the present invention is, as shown in FIG. 1, a torque converter 10 connected to an output shaft 2a of an engine 2 and the torque converter 10. , A lock-up means 15 for connecting and disconnecting the input shaft 9 and the output shaft 14 of the torque converter 10 to switch the power transmission path, the wheels 90,
The slip detection means 70 for detecting the slip of 91, the deceleration time detection means 60 for detecting the deceleration time of the vehicle, the slip detection means 70 and the deceleration time detection means 60, and the wheels 90, When a slip occurs at 91, the lock-up means 15 is arranged to release the connection between the input shaft 9 and the output shaft 14 of the torque converter 10.
And an operation control means 80 for operating the.

(Operation) With the above configuration, in the present invention, when the vehicle is decelerated, asymmetrical combustion occurs due to the engine misfire during the deceleration, which causes large fluctuations in the drive torque. When a slip occurs, the operation control means 80 controls the lockup means 15 to be released, and the power transmission path does not lock up and passes through the torque converter 10. Therefore, the fluctuation of the driving torque during deceleration is buffered by the torque converter. As a result, the slip due to the idling of the wheels is effectively suppressed or prevented.

Moreover, during acceleration of the vehicle, torque fluctuation due to engine misfire does not occur unlike during deceleration, so in this state the lockup means 15 is released to release the torque converter 1.
If the power transmission path is through 0, the torque converter 1
Although the torque multiplication effect of 0 is unnecessarily exhibited, and there is a concern that the slip of the wheel may increase, the operation control means 80 does not operate during the wheel slip during this acceleration, and the lockup 15 maintains the engaged state. Therefore, the increase in the slip of the wheels is reliably prevented.

(Effects of the Invention) As described above, according to the vehicle wheel slip suppression device of the present invention, when slippage occurs in the vehicle during deceleration of the vehicle, the power transmission path is set to non-lockup and the deceleration is performed. Since the fluctuation of the driving torque due to the engine misfire at the time was buffered by the torque converter, the fluctuation of the driving torque of the wheels can be smoothed as much as possible by the simple structure using the existing device. It is possible to effectively suppress the slip due to the idling of the wheels at the time of deceleration at a low cost, and thus it is possible to secure good traveling stability of the vehicle.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings starting from FIG.

Fig. 2 shows the schematic configuration of an FR vehicle (front engine / rear drive vehicle) with the front part facing left in the figure.
Is a vehicle body, 2 is an engine arranged in front of the vehicle body, 3
Is an electronically controlled automatic transmission with a lock-up mechanism arranged at the rear of the engine 2. The automatic transmission 3 has rear wheels 90, 90 via a propulsion shaft 4, a differential 5 and a rear axle 6.
Is connected to the power transmission.

Further, 8 is a rear wheel (driving wheel) by detecting the number of revolutions of the propulsion shaft 4.
Rotation speed detecting means for detecting the rotation speed of 90, 90, 1
Reference numeral 6 is an acceleration detecting means provided in the vehicle body 1 for detecting the acceleration of the vehicle body 1, and 17 is a throttle opening sensor for detecting the opening degree of a throttle valve (not shown) provided in the intake passage of the engine 2. The detecting means 8, 16 and 17 are connected to an electronic control circuit 200 for controlling the hydraulic control circuit A of the automatic transmission 3 shown in FIG. The electronic control circuit 200 includes therein an input / output device 201, a RAM 202 that stores in advance a shift diagram for performing automatic shifting as shown in FIGS. 8, 10, and 12, and a CPU 203. I have it.
In the figure, 91 and 91 are front wheels (idling wheels).

Next, the structure of the mechanical portion of the electronically controlled automatic transmission 3 with the lockup mechanism shown in FIG. 3 and the hydraulic control circuit A1 thereof will be described.

The automatic transmission 3 includes a torque converter 10 connected to an output shaft 2a of the engine 2, a multi-stage transmission gear mechanism 20 connected to an output shaft 14 of the torque converter 10, the torque converter 10 and a multi-stage transmission gear mechanism 20. And a planetary speed change gear mechanism 50 for overdrive installed between the two. The torque converter 10 includes a pump 11 connected to an output shaft 2a of the engine 2 via an input shaft 9.
And a turbine 12 arranged to face the pump 11.
And a stator 13 arranged between the pump 11 and the turbine 12, and the converter output shaft 14 is coupled to the turbine 12. Between the converter input shaft 9 and the output shaft 14, there is provided lock-up means 15 composed of a clutch for connecting and disconnecting them to switch the power transmission path to a path directly through the torque converter 10 and a path directly connected thereto. The lock-up means 15 is constantly pushed in the engaging direction by the pressure of the hydraulic oil circulating in the torque converter 10, and is held in the released state by the releasing hydraulic pressure supplied from the outside to release the engagement.

Further, the multi-stage speed change gear mechanism 20 is the front stage planetary gear mechanism 2
1 and the rear planetary gear mechanism 22 are provided, and the sun gear 23 of the front planetary gear mechanism 21 and the sun gear 24 of the rear planetary gear mechanism 22 are connected by a connecting shaft 25. The input shaft 26 of the multi-stage speed change gear mechanism 20 is connected to the connecting shaft 25 via a front clutch 27 and to the internal gear 29 of the front planetary gear mechanism 21 via a rear clutch 28. A front brake 30 is provided between the connecting shaft 25, that is, the sun gears 23, 24 and the transmission case. The planetary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to the output shaft 34, and a rear brake is provided between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. 36 and one-way clutch 37
And are provided. Further, the multi-stage speed change gear mechanism 20 has three speed stages of forward movement and one speed stage of reverse movement in a conventionally known form, and obtains a required speed stage by appropriately operating the clutches 27, 28 and the brakes 30, 36. is there.

Furthermore, the planetary speed change gear mechanism 50 for overdrive is
A planetary carrier 52 that rotatably supports the planetary carrier 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is connected to the input shaft 26 of the multistage transmission gear mechanism 20. In the overdrive planetary speed change gear mechanism 50, when the direct coupling clutch 54 is engaged and the brake 56 is released, the shafts 14 and 26 are coupled in a direct coupling state, while the brake 56 is engaged and the clutch 54 is coupled. To drive the shafts 14 and 26 into an overdrive state when the shaft is released.

On the other hand, the hydraulic control circuit A1 has an oil pump 100 driven by the output shaft 2a of the engine 2, and the hydraulic oil discharged from the oil pump 100 to the pressure line 101 is controlled by the pressure regulating valve 102. The pressure is adjusted and guided to the select valve 103. The select valve 103 has respective shift positions of 1, 2, D, N, R and P, and when the shift positions are in the 1, 2 and P positions, the pressure line 101 has the ports 103 a and 103 of the valve 103.
b, 103c. The port 103a is connected to the actuator 104 for actuating the rear clutch 28 and holds the rear clutch 28 engaged when the valve 103 is in the position described above. Also, port 103a is 1
The -2 shift valve 110 is also connected near the left end in the figure, and its spool 110a is pressed to the right in the figure. Further, the port 103a is connected to the right end in the figure of the 1-2 shift valve 110 via the first line L1 and to the right end in the figure of the 2-3 shift valve 120 via the second line L2 to the third line. Each of the 3-4 shift valves 130 is connected to the upper end in the figure via a line L3. The first, second and third lines L1, L2 and L3 have first and second lines, respectively.
And third drain lines D1, D2 and D3 are branched and connected, and the drain lines D1 to D3 are opened and closed with the drain lines D1 to D3, respectively.
When the second and third solenoid valves SL1 to SL3 are connected and the solenoid valves SL1 to SL3 are excited,
The pressure in the first to third lines L1 to L3 is increased by closing the drain lines D1 to D3 while the pressure line 101 and the port 103a are in communication with each other.

Further, the port 103b of the select valve 103 is connected to the second lock valve 105 via a line 140, and the pressure from this port 103b is the spool 105a of the valve 105.
Works to push down in the figure. And valve 1
When the spool 105a of No. 05 is in the lower position, the line 140 communicates with the line 141, and the hydraulic pressure is the engagement side pressure chamber 108 of the actuator 108 of the front brake 30.
It is configured to be introduced into a to hold the front brake 30 in the operating direction.

Further, the port 103c of the select valve 103 is connected to the second lock valve 105, and this port 103c
Pressure acts to push the spool 105a of the valve 105 upward in the figure. The port 103c is connected to the 2-3 shift valve 120 via the pressure line 106. In this line 106, the solenoid valve SL2 of the second drain line D2 is excited to increase the pressure in the second line L2, and the pressure moves the spool 120a of the 2-3 shift valve 120 to the left in the figure. When connected, the line 107 is connected. The line 107
Is connected to the release side pressure chamber 108b of the actuator 108 of the front brake 30, and when hydraulic pressure is introduced into the pressure chamber 108b, the actuator 108 releases the brake 30 against the pressure of the engagement side pressure chamber 108a. Actuate in the direction. Further, the pressure in the line 107 is also guided to the actuator 109 of the front clutch 27 to engage the clutch 27.

The select valve 103 also has a port 103d communicating with the pressure line 101 in the "1" position, the port 103d reaching the 1-2 shift valve 110 via a line 112, and further the rear brake via a line 113. It is connected to 36 actuators 114. The 1-2 shift valve 110 and the 2-3 shift valve 120 are
When the solenoid valves SL1 and SL2 are excited by a predetermined signal, the spools 110a and 120a are moved to switch the lines, whereby a predetermined brake or clutch is actuated and the first and second speeds and the second and third speeds, respectively. The gear shift operation is performed. Also, 11
Reference numeral 5 is a cutback valve for stabilizing the hydraulic pressure from the pressure regulating valve 102, and 116 is the pressure regulating valve 102 according to the magnitude of the intake negative pressure.
A vacuum throttle valve that changes the line pressure from
Reference numeral 117 is a throttle backup valve which assists the throttle valve 116.

Further, the hydraulic control circuit A1 includes a clutch 54 and a brake 56 of the planetary speed change gear mechanism 50 for overdrive.
An actuator 132 controlled by the 3-4 shift valve 130 is provided to control the operation of the. The engagement side pressure chamber 132a of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. Also, the above 3-4
The shift valve 130 is the above-mentioned 1-2, 2-3 shift valve 110,
Similar to 120, when the solenoid valve SL3 is excited, its spool 130a moves downward in the figure. Therefore, the communication between the pressure line 101 and the line 122 is cut off, and the line 122 is drained. Accordingly, the release side pressure chamber 132 of the actuator 132 of the brake 56 is released.
The hydraulic pressure acting on b disappears, the brake 56 is operated in the engaging direction, and the actuator 1 of the clutch 54 is operated.
Reference numeral 34 serves to release the clutch 54.

Further, the lockup control valve 1 is included in the hydraulic control circuit A1.
33 is provided. This lockup control valve 133
Is communicated with the port 103a of the select valve 103 through the fourth line L4. Similarly to the drain lines D1 to D3, the fourth solenoid valve SL is connected to the line L4.
A fourth drain line D4 provided with 4 is branched and connected. When the solenoid valve SL4 is excited and the drain line D4 is closed and the pressure in the line L4 increases, the lock-up control valve 133 shuts off the communication between the line 123 and the line 124 by the spool 133a. By draining the line 124, the lockup clutch 15 is moved in the connecting direction.

In the above configuration, the operating relationship between each shift stage and lockup and each solenoid, each shift stage and clutch,
The operation relationship with the brake is shown in Tables 1 to 3 below.

Next, an example of control of the automatic transmission 3 by the electronic control circuit 200 will be described. FIG. 4 shows an overall flow chart of the shift control. The shift control is first performed from the initialization setting in S1. This initialization setting is
First, the ports of the control valves for switching the hydraulic control circuit A1 of the automatic transmission 3 and the necessary counters are initialized to set the transmission gear mechanism 20 to the first speed state and the lockup means 15 to the released state. Then, each working area of the electronic control circuit 200 is initialized and the initialization setting is completed. After this initialization setting, the position of the select valve 103, that is, the shift range is read in S2, and it is determined whether the read shift range is one range in S3. Then, if this determination is YES, the lockup is released in S4, and then, in S5, it is calculated whether or not the engine overruns when downshifting to the first speed. After this,
Based on this calculation, it is determined in S6 whether or not the vehicle is overrun. If the determination is NO, the speed change gear mechanism 20 is shifted to the first speed in S7, and if YES is determined, the speed is changed to the second speed in S8. A signal is issued that controls the shift valve. Then, after a certain time (for example, 50 msec) has been delayed in order to set the transition speed of the control loop in S9, the wheel spool determination shown in FIG. 5 is performed in S10.
The deceleration operation shown in FIG. 6 is detected in S11, and the process returns to S2.

On the other hand, if the shift range is not 1 range in NO in S3, then it is determined in S12 whether the shift range is 2 ranges. Then, if this determination is YES, S1
The lockup is released in step S3, and the speed change gear mechanism 20 is shifted to the second speed in step S14.
After being delayed for a predetermined time in step S10, the spool determination of the wheel is performed in step S10, the shift operation is detected in step S11, and the process returns to step S2. When the determination in S12 is NO, that is, when the shift range is the D range, the shift-up shift control including the shift-up determination is performed in S15 based on the shift-up shift control flow shown in FIG. 7, and then S16. The shift-down shift control including the shift-down determination is performed based on the shift-down shift control flow shown in FIG. 9, and the lock-up control including the lock-up determination is performed based on the lock-up control flow shown in FIG. After performing, after a certain time is delayed in S9 as in the above, the wheel slip determination is performed in S10, and S
The deceleration operation is detected at 11 and the process returns to S2.

Next, to explain the wheel slip determination flow of FIG. 5, first, in SA, the signal of the rotation speed detecting means 8 is compared with the previous signal, and the change rate gn of the rotation speed of the drive wheels 90, 90, that is, the vehicle. In addition to calculating the apparent acceleration of, the acceleration gs of the vehicle body 1, that is, the true acceleration of the vehicle is read out at SB based on the signal of the acceleration detecting means 16. Then, after that, in SC, the difference | gn between the change rate gn of the rotational speeds of the drive wheels 90, 90 and the vehicle body acceleration gs
After calculating −gs |, the difference in acceleration | gn−gs | in SD is compared with a set value go corresponding to the slippage of the drive wheels 90, 90, and YE equal to or larger than the set value go.
When S, it is determined that the drive wheels 90, 90 are slipping, and the slip determination flag is set to "1" in SE, while when NO is less than the set value go, the drive wheels 90, 9 are set.
When it is determined that the slip is not 0, the slip determination flag is set to "0" in SF and the process ends.

Next, the deceleration operation detection flow of FIG. 6 will be described. First, at SH, the current throttle opening value θ is read based on the signal from the throttle opening sensor 17, and at SI, the previous throttle opening value θo is read. R
After being stored in the AM 202, the change rate dθ / dt of the current throttle opening is calculated by comparing the magnitudes of the throttle opening values θ and θo in SK. Then, it is determined whether or not the change rate dθ / dt is less than zero in SL, and if YES, which is less than zero, the change rate dθ / dt is further in SM.
It is determined whether or not the absolute value | dθ / dt | of dt is equal to or greater than a predetermined value a corresponding to deceleration operation, and Y is equal to or greater than the predetermined value a.
In the case of ES, it is determined that the deceleration operation is being performed, and the deceleration operation flag is set to "1" in SN, and the process ends. On the other hand, SL
When the change rate dθ / dt of the throttle opening is “0” or more in NO, and in SM the change rate dθ / dt
When the absolute value | dθ / dt of is less than the predetermined value a, it is judged that the deceleration operation is not in progress, and the deceleration operation flag is set to “0” in So, and the process ends.

Further, to explain the shift-up shift control of FIG. 7, first, in S21, the gear position, that is, the position of the shift gear mechanism 20 is read, and it is determined whether or not the read gear position is the fourth speed. You can start by doing. If this determination is YES, no further shift-up can be performed, so the control ends as it is.
On the other hand, when the gear position is NO, which is not the fourth speed, the throttle opening is read in S22, and in S23 the map is checked against the shift-up shift line Mfu of the shift-up map shown in FIG. Read the setting turbine speed Tsp (map) of. Next, in S24, the actual turbine rotation speed Tsp is read out, and in S25, it is determined whether or not the rotation speed Tsp is larger than the set turbine rotation speed Tsp (map).
Then, if this determination is YES, it is determined in S26 whether or not the flag 1 is "1". This flag 1
Is set to "1" when the shift up is executed and the shift up state is stored. When the determination with respect to the flag 1 is YES, the control is terminated as it is, assuming that the shift-up is being performed, while when the determination is NO, S27.
Then, the flag 1 is set to "1", and then the transmission gear mechanism 2 is set in S28.
The 0 gear position is shifted up by one step. At that time, in order to prevent a shock during shifting, a lockup release timer for releasing the lockup for a predetermined time is set in S29, and then the control ends.

On the other hand, when the determination of the actual turbine rotation speed Tsp with respect to the set turbine rotation speed Tsp (map) is NO in S25, the shift-up shift line Mfu is multiplied by 0.8 in S30 and is shown by a broken line in FIG. A new shift-up transmission line Mfu ′ having such a hysteresis is formed, and the set turbine rotation speed Tsp (map) is corrected by the new shift-up control line Mfu ′. Next, in S31, it is determined whether or not the actual turbine rotation speed Tsp is larger than the corrected set turbine rotation speed Tsp (map). If this determination is YES, the processing immediately ends, but NO. At step S32, the flag 1 is reset and the control is ended. This completes the subroutine for the shift-up shift control.

Next, to explain the downshift transmission control of FIG. 9, first, in S41, the gear position, that is, the position of the transmission gear mechanism 20 is read, and it is determined whether or not the read gear position is the first speed. You can start by doing. If this determination is YES, further downshifting cannot be performed, so the control ends as it is.
On the other hand, when the gear position is NO, which is not the first speed, the throttle opening is read in S42 and then the first opening in S43.
Shift down shift line Mf of the shift down map shown in FIG.
The set turbine rotation speed Tsp (map) on the map corresponding to the throttle opening is read by comparing with d. Next, in S44, the actual turbine rotation speed Tsp is read out, and in S45, the actual turbine rotation speed Tsp is set to the turbine rotation speed Tsp (map) set above.
Determine if less than. When this determination is YES, it is determined in S46 whether or not the flag 2 is "1". This flag 2 is set to "1" when the downshift is executed and the downshift state is stored. Then, when the determination with respect to the flag 1 is YES, the control is terminated as it is while the downshift is being performed, while when the determination is NO, the flag 2 is set to "1" in S47 and then S48. To set the gear position of the speed change gear mechanism 20 to 1
Shift down and finish.

On the other hand, when the determination of the actual turbine rotation speed Tsp with respect to the set turbine rotation speed Tsp (map) is NO in S45, the shift down shift line Mfd is divided by 0.8 in S49, and the broken line in FIG. A new downshift transmission line Mfd 'having hysteresis as shown is formed, and the set turbine speed Tsp (map) is corrected by the new downshift control line Mfd'. In other words, the actual turbine speed Tsp is multiplied by 0.8 to correct the actual turbine speed Tsp. Next, in S50, it is determined whether or not the corrected actual turbine rotation speed Tsp is smaller than the uncorrected set turbine rotation speed Tsp (map), and when the determination is YES, the processing is ended as it is, but is NO. Sometimes, in S51, the flag 2 is reset, and then the process ends. This completes the subroutine for the downshift control.

Next, to describe the lockup control of FIG. 11, first, in S61, it is determined whether or not the slip determination flag is “1” based on the slip determination flow of the wheel of FIG. 5, and it is “1”. If YES, it is determined that the wheel is slipping, and then in S62, it is determined whether the deceleration operation flag is "1" based on the deceleration operation detection flow of FIG. If the deceleration operation flag is "1", the determination result is YES and it is determined that the torque converter 10 needs to buffer the torque fluctuation, and the fourth solenoid valve SL4 is turned off in S63. Operate and lock up control valve 133
Thus, the lockup means 15 is released, the power transmission path is unlocked, and the process ends. On the other hand, if the slip determination flag is NO in S61 and NO in S62 and the deceleration operation flag is NO in S62, the throttle opening is read in S64 and then the throttle opening is set in S65. The set turbine rotation speed Tsp (map) on the map corresponding to the throttle opening is read by collating with the lockup release control line Mon of the lockup map shown in the figure. afterwards,
The actual turbine speed Tsp is read in S66 and S67
And the turbine rotational speed Tsp is the set turbine rotational speed Tsp (m
ap) Determine if less than. When the determination is NO, the control is terminated after releasing the lockup in S63, while when the determination is YES, the throttle opening is compared with the lockup release control line Moff of the lockup map in S68. Then, the set turbine rotation speed Tsp (map) on the map according to the throttle opening is read, and then it is determined in S69 whether the actual turbine rotation speed Tsp is larger than the set turbine rotation speed Tsp (map). . When the determination is NO, the control is immediately terminated, while when the determination is YES, the lockup is performed in S70 and then the control is terminated. With the above, the lockup control is completed.

Therefore, the rotation speed detecting means 8 and the acceleration detecting means 16
In addition, the slip detection means 70 is configured to detect the slip of the drive wheels 90, 90 by the wheel slip determination flow of FIG. Further, the deceleration time detection means 60 for detecting the deceleration time of the vehicle is configured by the deceleration operation detection flow of FIG.

Further, in the lock-up shift control flow of FIG. 11, when a wheel slip occurs in which the slip determination flag is "1" during deceleration of the vehicle in which the deceleration operation flag is "1" in S61 and S62, In S63, the fourth solenoid valve SL4 is turned off to actuate the lockup means 15 so as to release the connection between the input shaft 9 and the output shaft 14 of the torque converter 10, thereby configuring the operation control means 80. .

Therefore, in the above-described embodiment, during deceleration of the vehicle, the deceleration operation causes a misfire in the engine 1 to cause a large fluctuation in the drive torque, which is caused by the wheel 9.
When slips occur at 0 and 90, the connection between the input shaft 9 and the output shaft 14 of the torque converter 10 is released by releasing the lockup means 15, and the power transmission path is unlocked via the torque converter 10. Since it is in the up state, the large fluctuation of the driving torque is suppressed by the buffering action of the torque converter 10 during the transmission of the torque to the driving wheels 90, 90, and the rotational driving of the driving wheels 90, 90 is stabilized as much as possible. As a result, the slippage due to idling of the drive wheels 90, 90 is effectively suppressed.
Therefore, good traveling stability of the vehicle can be ensured.

At that time, since the slip of the drive wheels 90, 90 is suppressed by utilizing the existing device that the lockup means 15 does not lock up the power transmission path, the structure is simple, and it can be implemented easily and inexpensively. You can

Moreover, during acceleration of the vehicle, torque fluctuation due to engine misfire does not occur, and it is not necessary to absorb and absorb the torque fluctuation, and the lockup means 15 maintains the engaged state.
The torque multiplication function of the torque converter 10 is not exerted,
An increase in wheel slip is reliably prevented.

Further, FIG. 13 shows a modification of the slip detecting means 70 and the decelerating time detecting means 60, and the CPU 20 in the above embodiment.
Instead of being configured by using No. 3, it is configured by an electronic circuit. That is, the slip detecting means 70 ′ receives the signal of the rotational speed detecting means 8 via the frequency-voltage converter 101 and the filter 102, and drives wheels 90, 90.
Receiving the signal from the calculating means 103 and the signal obtained by amplifying the signal from the acceleration detecting means 9 by the amplifier 104, and differentiating the rotational speed of Difference between rate of change gn of rotational speed of drive wheels 90, 90 and vehicle body acceleration gs | gn-gs
The difference | gn obtained by comparing the signal corresponding to the difference | gn-gs | from the comparator 105, which is a subtractor for calculating |, with the set value go of the first reference value setter 106. It is provided with a judging means 107 comprising a comparator which detects that -gs | is greater than or equal to the set value go and issues an "H" signal indicating the slip state of the wheel.
The deceleration time detecting means 60 'differentiates the signal from the throttle opening sensor 17 to change the rate of change d of the throttle opening θ.
An arithmetic circuit 108 for calculating θ / dt, and the arithmetic circuit 108
Is compared with the set value -a corresponding to the second reference value setter 109 during decelerating operation to detect that the throttle opening change rate dθ / dt is equal to or less than the set value -a, and the decelerating operation is performed. Comparing means 11 for issuing a signal "H" indicating time
It has 0 and. Then, the slip detecting means 7
"H" signal indicating the slip state of the wheel from the judging means 107 of 0'and the comparing means 1 of the deceleration detecting means 60 '.
The “H” signal indicating the deceleration operation from 10 is input to the NAND circuit 111, and the output signal (“H” signal) from the NAND circuit 111 and the lockup signal (“H”) from the electronic control circuit 200. The signal) is input to the AND circuit 112, and the output signal (“H” signal) from the AND circuit 112 turns on the transistor 113 to turn on the fourth solenoid valve SL4.

Therefore, as in the above-described embodiment, the torque converter 1 can be used to control fluctuations in drive torque with a simple configuration using an existing device.
The drive wheels 90, 90 are absorbed by the torque damping effect of zero.
It is possible to suppress the slip due to the idling of the sheet as much as possible.

The slip detecting means 70, 70 'may have various other configurations. For example, when the rate of change of the engine speed is greater than the acceleration of the vehicle body, it is determined that the drive wheels are slipping. Good. The detection of wheel slip is not limited to the comparison between the drive wheels 90, 90 and the vehicle body 1, but the rear wheels (drive wheels) 90, 90 and the front wheels (idle wheels) 91,
Of course, it may be compared with 91.

Further, in the above description, the deceleration time detection means 60, 60 '
Is configured to be detected based on the rate of change dθ / dt of the throttle opening θ, but may be configured to be detected based on the rate of change of the engine speed or intake negative pressure. Of course.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention, FIGS. 2 to 13 show an embodiment of the present invention, FIG. 2 is an overall schematic configuration diagram, and FIG. 3 is an automatic transmission with a lockup mechanism. FIG. 4 is a diagram showing a mechanical structure and a hydraulic control circuit, FIG. 4 is an overall flow chart of shift control, FIG. 5 is a flow chart for determining slip of drive wheels, and FIG. 6 is a flow chart for determining when the vehicle is decelerating. FIG. 7 is a flowchart of shift-up shift control, FIG. 8 is a shift-up map diagram, and FIG. 9 is a flowchart of shift-down shift control.
Fig. 0 is a shift-down map diagram, Fig. 11 is a flowchart diagram of lock-up control, Fig. 12 is a lock-up diagram,
FIG. 13 is a block diagram showing a modification of the slip detection means and the deceleration time detection means. 2 ... Engine, 2a ... Engine output shaft, 10 ... Torque converter, 14 ... Torque converter output shaft, 9 ... Torque converter input shaft, 15 ... Lock-up means, 20 ... Shift gear mechanism, 60, 60 '... Deceleration detecting means , 70, 7
0 '... slip detection means, 80 ... operation control means, 90,
91 ... Wheels.

Claims (1)

[Claims] 1. A torque converter connected to an output shaft of an engine, a speed change gear mechanism connected to an output shaft of the torque converter, and an input shaft and an output shaft of the torque converter are connected / disconnected to switch a power transmission path. Lockup means, slip detection means for detecting slip of wheels, deceleration time detection means for detecting deceleration of the vehicle, output of the slip detection means and deceleration time detection means, and a wheel during deceleration of the vehicle A wheel slip suppressing device for an automobile, comprising: an operation control unit that operates the lockup unit to release the connection between the input shaft and the output shaft of the torque converter when a slip occurs.