JPH0689844B2 - 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 suppression device, as disclosed in, for example, Japanese Patent Application Laid-Open No. 51-19239, the opening degree of a throttle valve provided in an intake passage of an engine is controlled by depressing an accelerator pedal. A throttle valve control means for controlling the increase / decrease according to the amount and a slip suppressing means for correcting and controlling the throttle valve control means so as to reduce the throttle valve opening are provided, and if the wheels slip during acceleration of the vehicle, the slip It is known that the suppressing means corrects the throttle valve control means to reduce the opening of the throttle valve to reduce the driving torque of the wheels to suppress the slip of the wheels.

By the way, a recent vehicle has an automatic transmission with a lock-up mechanism, that is, a torque converter connected to an output shaft of an engine, a transmission gear mechanism connected to an output shaft of the torque converter, The torque converter includes lockup means for connecting and disconnecting the input shaft and the output shaft of the torque converter to switch the power transmission path, and the torque converter is directly connected (lockup) between the input shaft and the output shaft of the torque converter by the lockup means during non-shifting. It is being adopted to automatically shift gears while improving the deterioration of fuel efficiency due to fluid slippage.

Therefore, in the case of suppressing the slip of the wheels by using the above-described conventional technique for such a vehicle, after removing the link mechanism between the accelerator pedal and the throttle valve, the throttle valve control means and the slip suppression means as described above are installed. Since it is necessary to additionally install it, the structure becomes complicated and the cost becomes high.

(Object of the Invention) In view of the above points, the present invention provides an automatic transmission with a lock-up mechanism as described above, in which the drive torque of the wheels increases due to the torque multiplying action of the torque converter during non-lock-up, while the torque increases during lock-up. The purpose of this is to stop the torque multiplication action by the torque converter when the wheels slip and when the vehicle accelerates. Thus, it is possible to effectively suppress wheel slip with a simple configuration using an existing device.

(Structure of the Invention) In order to achieve the above-mentioned object, the solution means of the present invention, as shown in FIG. 1, includes a torque converter 10 connected to an output shaft 2a of an engine 2 and an output shaft 14 of the torque converter 10. The connected transmission gear mechanism 20, the lockup 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 slip detecting means 70 for detecting the slip of the wheels 90.91, and the vehicle. The acceleration detecting means 60 for detecting the acceleration time, the outputs of the slip detecting means 70 and the acceleration detecting means 60, and the input shaft of the torque converter 10 when the wheels 90 and 91 are slipping and the vehicle is accelerating. 9
And the output shaft 14 are not connected to each other, the lockup means 15 is provided with an operation control means 80 that operates to connect the input shaft 9 and the output shaft 14 of the torque converter 10.
The power transmission path is locked up when the vehicle slips and when the vehicle accelerates.

(Effect of the invention) Therefore, according to the present invention, the torque multiplying action by the torque converter is stopped by the lockup of the power transmission path by the lockup means when the wheels are slipping and the vehicle is accelerated. With a simple configuration using the device of (1), it is possible to prevent the transmission of excessive driving torque to the wheels as much as possible, and it is possible to effectively suppress the slip of the wheels with a simple and low cost, and thus to improve the vehicle It is possible to ensure running stability.

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

FIG. 2 shows a schematic configuration of an FR vehicle (front engine / rear drive vehicle) in which the front portion is arranged leftward in the drawing, 1 is a vehicle body, and 2 is an engine disposed in the front portion of the vehicle body 1. Reference numeral 3 denotes an electronically controlled automatic transmission with a lock-up mechanism arranged at a rear portion of the engine 2. The automatic transmission 3 includes a rear wheel 90 via a propulsion shaft 4, a differential 5 and a rear axle 6. , 90, so that power can be transmitted.

Further, 8 is a rear wheel (driving wheel) by detecting the number of revolutions of the propulsion shaft 4.
Rotational speed detecting means for detecting the rotational speeds of 90, 90, 9 is acceleration detecting means provided on the vehicle body 1 for detecting the acceleration of the vehicle body 1, and the respective detecting means 8, 9 are the same as those shown in FIG. The electronic control circuit 200 for differentially controlling the hydraulic control circuit A ₁ of the automatic transmission 3 is connected to be able to send and receive signals. The electronic control circuit 200 includes an input / output device 201 and a seventh
It is provided with a RAM 202 for pre-storing a shift diagram for performing automatic shifting as shown in FIGS. 9, 9 and 11, and a CPU 203. 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 a lockup mechanism shown in FIG. 3 and the hydraulic control circuit A ₁ 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, and a torque converter.
It is composed of an overdrive planetary speed change gear mechanism 50 installed between 10 and the multi-step speed change gear mechanism 20. The torque converter 10 includes a pump 11 coupled to an output shaft 2a of the engine 2 via an input shaft 9, a turbine 12 arranged to face the pump 11, the pump 11 and the turbine 12
And a stator 13 disposed between
The converter output shaft 14 is coupled to 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 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 working 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 has a front stage planetary gear mechanism 21 and a rear stage planetary gear mechanism 22, and the sun gear 23 of the front stage planetary gear mechanism 21 and the sun gear 24 of the rear stage planetary gear mechanism 22 are connected shafts.
Connected by 25. Input shaft of multi-speed gear mechanism 20
26 is connected to the connecting shaft 25 via a front clutch 27, and is connected to an internal gear 29 of the front stage 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. Front planetary gear mechanism
The planetary carrier 31 of 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to the output shaft 34, and the rear brake 36 is provided between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. A one-way clutch 37 is provided. The multi-stage speed change gear mechanism 20 has three stages of forward movement and one stage of reverse movement in a conventionally known form, and obtains a required shift stage by appropriately operating the clutches 27, 28 and the brakes 30, 36. is there.

Further, in the overdrive planetary speed change gear mechanism 50, the planetary carrier 52 that rotatably supports the planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and the sun gear 53 is connected to the internal gear 55 via the direct coupling clutch 54. It is designed to be combined. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is a multi-stage transmission gear mechanism 20.
Is connected to the input shaft 26 of. When the direct drive clutch 54 is engaged and the brake 56 is released, the overdrive planetary speed change gear mechanism 50 couples the shafts 14 and 26 in a direct drive state, and the brake 56 engages to cause the clutch 54 to operate. It is intended to overdrive the shafts 14 and 26 when released.

On the other hand, the hydraulic control circuit A ₁ includes 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 adjusted by the pressure regulating valve 102. Adjust the pressure and select valve 103
I am trying to lead to. The select valve 103 is 1, 2, D, N,
When each of the shift positions is R, P, and the shift positions are in the 1, 2 and P positions, the pressure line 101 is connected to the ports 103a, 103 of the valve 103.
It communicates with b and 103c. The port 103a is the rear clutch
28 actuating actuators 104 connected to valve 103
Holds the rear clutch 28 in the engaged state. The port 103a is also connected to the vicinity of the left end of the 1-2 shift valve 110 in the drawing, and the spool 110a thereof is pressed to the right in the drawing. Further, the port 103a is connected to the right end of the 1-2 shift valve 110 in the drawing through the first line L ₁ .
It is connected to the right end in the figure of the 2-3 shift valve 120 via the second line L ₂ and to the upper end in the figure of the 3-4 shift valve 130 via the third line L ₃ . First, second and third drain lines D ₁ , D ₂ and D ₃ are branched and connected to the first, second and third lines L ₁ , L ₂ and L ₃ , respectively. First, second and third solenoid valves SL ₁ for opening and closing the drain lines D _{1 to} D ₃ are respectively connected to the drain lines D _{1 to} D _3.
To SL ₃ is connected, when the solenoid valve SL ₁ to SL ₃ is excited, first by closing the drain line D ₁ to D ₃ in a state where the pressure line 101 and port 103a is communicated with Or, the pressure in the third lines L _{1 to} L ₃ is increased.

Also, the port 103b of the select valve 103 is the second lock valve 1
It is connected to 05 via line 140, and the pressure from this port 103b acts to push the spool 105a of the valve 105 downward in the figure. When the spool 105a of the valve 105 is in the lower position, the line 140 and the line 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber 108a of the actuator 108 of the front brake 30 to operate the front brake 30 in the operating direction. Is configured to hold.

Further, the port 103c of the select valve 103 is connected to the second lock valve 105, and the pressure from the port 103c acts so as to push the spool 105a of the valve 105 upward in the figure. Further, the port 103c is connected to the 2-3 shift valve 120 via the pressure line 106. This line 106
The solenoid valve SL _{2 of} the second drain line D ₂ is excited to increase the pressure in the second line L ₂ , and the pressure causes the spool 120a of the 2-3 shift valve 120 to move 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 equal to the pressure in the actuator 109 of the front clutch 27.
Is also guided to engage the clutch 27.

The select valve 103 also has a port 103d communicating with the pressure line 101 at the "1" position.
Reaches the 1-2 shift valve 110 via a line 112 and is further connected to an actuator 114 of the rear brake 36 via a line 113. 1-2 shift valves 110 and 2
-3 shift valve 120 is operated by solenoid valve S
When L ₁ and SL ₂ are excited, the spools 110a and 120 respectively
Move a to switch the line, which activates the specified brake or clutch to operate 1-2 speed and 2-speed respectively.
It is configured to perform a shift operation of the third speed. Further, 115 is a cutback valve that stabilizes the hydraulic pressure from the pressure regulating valve 102, 116 is a vacuum throttle valve that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, 117
Is a throttle backup valve that assists the throttle valve 116.

Further, the hydraulic control circuit A ₁ is provided with an actuator 132 controlled by the 3-4 shift valve 130 in order to control the operation of the clutch 54 and the brake 56 of the planetary speed change gear mechanism 50 for overdrive. . Actuator 132
The engagement side pressure chamber 132a is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. Further, the 3-4 shift valve 130 has the above-mentioned 1-2, 2
Similarly to the −3 shift valves 110 and 120, when the solenoid valve SL ₃ is excited, the spool 130a thereof 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. As a result, the hydraulic pressure acting on the release side pressure chamber 132b of the actuator 132 of the brake 56 disappears, the brake 56 is operated in the engaging direction, and the actuator 134 of the clutch 54 causes the clutch 54 to move.
It acts to release the.

Further, the hydraulic control circuit A ₁ has a lock-up control valve 133
Is provided. This lockup control valve 133 is the fourth
It is communicated with the port 103a of the select valve 103 via the line L ₄ . The drain line D _{1 to} D ₃ is connected to the above line L _4.
Like the fourth drain line D ₄ of the fourth solenoid valve SL ₄ is provided are connected by branches. When the solenoid valve SL ₄ is excited and the drain line D ₄ is closed and the pressure in the line L ₄ is increased, the lockup control valve 133 shuts off the communication between the line 123 and the line 123 by the spool 133a. The line 124 is further drained to move the lock-up clutch 15 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, and the shift control is first performed from the initialization setting in S ₁ . In this initialization setting, first, the ports of the control valves for switching the hydraulic control circuit A ₁ of the automatic transmission 3 and the necessary counters are initialized to bring the transmission gear mechanism 20 to the first speed state, and the lockup means 15 is released. Set to each state. After this, the electronic control circuit 20
Initialize each working area of 0 and finish the initialization setting. After this initialization setting
Position or the shift range of the select valve 103 in the S ₂ is read, the read the shift range is whether 1 range with S ₃ is determined. Then, when this determination is YES, the lockup is released in S ₄ , and then the first in S ₅ .
Calculate whether the engine overruns when downshifting to speed. Thereafter, a determination is made whether or not to overrun on the basis of the operation in S _6, the transmission gear mechanism 20 to the first speed in S ₇ when this determination is NO, 2 speed with S ₈ when it is YES A signal is issued to control the shift valve so that the respective gears are shifted. Thereafter, a predetermined time in order to set the transition speed of the control loop in S ₉ (e.g. 50 msec)
After being delayed, the flow returns to S ₂ by performing a slip determination of the wheel shown in FIG. 5 at S _10.

On the other hand, when the shift range is NO, which is not one range in S ₃ , then it is determined in S ₁₁ whether the shift range is 2 ranges. Then, the unlock up S ₁₂ when this determination is YES, the After shifting the speed change gear mechanism 20 in S ₁₃ to the second speed, the and after being fixed time delay S ₉ similarly, S _{At 10} the wheel slip is judged and the process returns to S ₂ . Further, when the determination in S ₁₂ is NO, that when the shift range is the D range is carried out on the basis of the shift-up control flow shown in FIG. 6 a shift-up control including an upshift determination in S _14, Next, in S ₁₅ , shift down shift control including shift down determination is performed based on the shift down shift control flow shown in FIG. 8, and in S ₁₆ , lock up control including lock up determination is performed first.
0 After performed based on the lock-up control flow shown in FIG., The a after being fixed time delay S ₉ Similarly, the flow returns to S ₂ by performing a slip determination of the wheel at S _10.

Next, the wheel slip determination flow of FIG. 5 will be described. First, in S _A , the signal of the rotation speed detection 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. While calculating the apparent acceleration of
In S _B , the acceleration gs of the vehicle body 1, that is, the true acceleration of the vehicle is read out based on the signal of the acceleration detecting means 9. Then, after calculating the difference | gn−gs | between the change rate gn of the rotational speeds of the drive wheels 90, 90 and the acceleration gs of the vehicle body in S _C , the difference in acceleration | gn−gs | is calculated in S _D. Compared with the set value go corresponding to when the driving wheels 90, 90 slip, compare the set value go or more
If YES, it is determined that the drive wheels 90, 90 are slipping, and the slip determination flag is set to "1" at S _E , while
When NO is less than the set value go, it is determined that the drive wheels 90, 90 are not slipping, and the slip determination flag is set to "0" in S _F , and the process ends.

Next, a description will be given upshifting control of Figure 6, first, the gear position which the transmission gear mechanism 2 in S ₂₁
It is started by reading the position of 0 and determining whether or not the read gear position is the fourth speed. When this determination is YES, further shift-up cannot be performed, so the control is ended as it is. on the other hand,
When the NO the gear position is not the fourth speed is read throttle opening S _22, by matching the shift-up line Mfu upshift map shown in FIG. 7 in S ₂₃ on the map in response to the throttle opening Setting turbine speed Tsp (m
Read ap). Then, in S ₂₄ , the actual turbine speed Tsp is read out, and in S ₂₅ , the speed Tsp is the set turbine speed Ts.
Determine if it is greater than p (map). Then, whether the flag 1 is "1" in S ₂₆ is determined when the determination is YES. This flag 1 is set to "1" when the shift up is executed and the shift up state is stored. Then, when the determination with respect to the flag 1 is YES, the state in which the shift-up is being performed is observed and the control is ended as it is. On the other hand, when the determination is NO S ₂₈ on which the "1" flag 1 in S ₂₇
The gear position of the transmission gear mechanism 20 is upshifted by. At that time, in order to prevent shock during shifting, S
_{At 29} , the lockup release timer that releases the lockup for a predetermined time is set, and then the control ends.

On the other hand, when the determination of the actual turbine speed Tsp for setting turbine speed Tsp (map) in S ₂₅ is NO, indicated by broken lines in FIG. 7 by multiplying 0.8 to the upshift line Mfu in S ₃₀ A new shift-up transmission line Mfu ′ having such hysteresis is formed, and the set turbine speed Tsp is set by the new shift-up control line Mfu ′.
Correct (map). Next, in S ₃₁ , 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, while NO is determined. Sometimes S ₃₂
Then, the flag 1 is reset and the control is ended. This completes the subroutine for the shift-up shift control.

Next, the shift-down shift control of FIG. 8 will be described. First, in S ₄₁ , the gear position, that is, the shift gear mechanism 2
It is started by reading the position of 0 and determining whether or not the read gear position is the first speed. If this determination is YES, it is not possible to perform a further downshift, so the control is ended as it is. on the other hand,
After reading the throttle opening S ₄₂ when the NO the gear position is not the first speed, corresponding to the throttle opening against the downshift line Mfd downshift map shown in FIG. 9 in S ₄₃ Set turbine speed on the map
Read Tsp (map). Next, at _S44 , the actual turbine speed T
After reading the sp, actual turbine speed Tsp in S ₄₅ determines whether the set turbine speed Tsp (map) smaller. This judgment is when a YES is determined whether the flag 2 is "1" in S _46. The flag 2 is set to "1" when the downshift is executed and the downshift state is stored. Immediately terminated, whereas if control watching state determination for the flag 1 is shifted down is performed when it is YES, After the flag 2 "1" in S ₄₇ when the determination is NO, then At _S48 , the gear position of the speed change gear mechanism 20 is downshifted by one step and the process ends.

On the other hand, if the determination of the actual turbine speed Tsp with respect to the set turbine speed Tsp (map) is NO in S ₄₅ , S
_{At 49} , the shift down shift line Mfd is divided by 0.8 to form a new shift down shift line Mfd ′ having hysteresis as shown by a broken line in FIG. 9, and the new shift down control line Mfd ′ is used. Above set turbine speed Tsp (map)
To fix. In other words, the actual turbine speed Tsp is 0.8
To correct the actual turbine speed Tsp. Then, at S ₅₀ , this corrected actual turbine speed Tsp is not corrected and the set turbine speed Tsp (map)
It is determined whether or not it is smaller. If this determination is YES, the process ends, while if NO, S ₅₁
Then, the flag 2 is reset, and then the process ends. This completes the subroutine for the downshift control.

Next, to explain the lockup control in FIG. 10,
First, it is determined that in the case of YES slip determination flag based on the slip determination flow of the wheel of FIG. 5 in S ₆₁ is to determine whether or not it is "1", "1" is the time wheel slippage predetermined value corresponding to the time of acceleration of the acceleration gs of the vehicle based on a signal from the acceleration detecting means 9 in the later S ₆₂
Compare the size with g ₁ . Then, the acceleration gs of the vehicle is a predetermined value g ₁
Fourth solenoid valve S in S ₆₃ it is determined that it is necessary to stop the torque multiplication effect by the torque converter 10 as well as determined that the time of acceleration in the case in which the YES or
The L ₄ is turned on, the lockup control valve 133 is engaged with the lockup means 15, and the power transmission path is locked up and the operation is completed. Meanwhile, after reading the throttle opening S ₆₄ in the case of NO is not the time of acceleration in the case of NO and S ₆₂ slip determination flag S ₆₁ is not "1", the throttle opening Figure 11 in S ₆₅ 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 FIG. Then, in S ₆₆ , the actual turbine speed Tsp is read out, and in S ₆₇ , the turbine speed Tsp is set to the above-mentioned turbine speed Tsp.
It is determined whether it is smaller than Tsp (map). Then, S is the time when this determination is NO while the control is ended after releasing the lock-up in S _68, the determination is YES
_{At 69} , the throttle opening is checked against the lockup release control line Moff of the lockup map to read the set turbine speed Tsp (map) on the map according to the throttle opening, and then at S ₇₀ , the actual turbine It is determined whether the rotation speed Tsp is higher than the set turbine rotation speed Tsp (map). Then, when this determination is NO, the control is immediately terminated. On the other hand, if the determination is YES, the lockup is performed in S ₆₃ , and then the process ends. With the above, the lockup control is completed.

Therefore, according to the rotational speed detecting means 8 and the acceleration detecting means 9 and the wheel slip determination flow of FIG.
A slip detecting means 70 configured to detect 90, 90 slips is configured. Further, in the shift control flow of the lock-up of FIG. 10, a predetermined vehicle body acceleration gs in S ₆₂ value g
By comparing the magnitude with ₁ , the acceleration detection means 60 is configured to detect the acceleration of the vehicle. further,
In the lockup shift control flow of FIG. 10 above,
If YES in S ₆₁ , that is, when the slip determination flag is “1”, that is, when the wheels are slipping, and in S ₆₂ that the vehicle acceleration gs is equal to or greater than the predetermined value g ₁ , the fourth solenoid valve SL is set in S ₆₃ . By turning ON ₄ the wheels 90, 91 receive the outputs of the slip detecting means 70 and the acceleration detecting means 60.
When the vehicle is slipping and the vehicle is accelerating,
In S67 and S68 of the lockup shift control flow of FIG. 10, the lockup means 15 in the unlocked state in which the input shaft 9 and the output shaft 14 of the torque converter 10 are not connected,
The operation control means 80 is configured to be operated so as to connect the input shaft 9 and the output shaft 14 of the torque converter 10 and lock up.

Therefore, in the above embodiment, when the drive wheels 90, 90 are slipping and when the vehicle is accelerated, the lockup means 15 that has been in the lockup release state until then is locked up by the operation control means 80. When the input shaft 9 and the output shaft 14 of the torque converter 10 are connected,
Since the power transmission path is locked up, the torque multiplication function of the torque converter 10 is stopped and the drive wheels 90, 90
Transmission of excessive drive torque to the
Therefore, the slip of the drive wheels 90, 90 can be suppressed as much as possible. At that time, since the slip of the drive wheels 90, 90 is suppressed by using the existing device for locking up the power transmission path by the lockup means 15, the structure is simple, and it can be implemented easily and inexpensively. it can.

Further, FIG. 12 shows a modified example of the slip detecting means 70, which is constituted by an electronic circuit instead of the CPU 203 in the above embodiment. That is, the slip detecting means 70 ′ receives the signal of the rotation speed detecting means 8 via the frequency-voltage converter 101 and the filter 102, and the drive wheel 9
An arithmetic means 103 composed of a differentiating circuit for differentiating the rotational speed of 0, 90 to calculate a change rate gn thereof, and a signal obtained by amplifying a signal from the arithmetic means 103 and a signal from the acceleration detecting means 9 by an amplifier 104 are provided. In response, the rate of change in the rotational speed of the drive wheels 90, 90 g
Comparison means 105 including a subtractor for calculating a difference | gn−gs | between the acceleration n of the vehicle body and gs, and the difference | gn from the comparison means 105
The signal according to −gs | is compared with the set value go of the reference value set value 106 to detect that the difference | gn−gs | is greater than or equal to the set value go, and the slip state of the wheel is displayed. And a OR circuit 108 for receiving the “H” signal from the judgment circuit 107 or the lock-up signal from the electronic control circuit 200. so that turning oN operation of the fourth solenoid valve SL ₄ and caused to oN operation of the transistor 109 by the output signal from the.

Therefore, similarly to the above-described embodiment, the torque multiplication effect of the torque converter 10 can be stopped and the slip of the drive wheels 90, 90 can be suppressed as much as possible with a simple configuration using an existing device.

The slip detecting means 70 may have various configurations. For example, it may be determined that the drive wheels are slipping by detecting a time point when the rate of change of the engine speed is larger than the acceleration of the vehicle body. In addition, the slip of the wheel is detected by the drive wheel 9
The rear wheels (driving wheels) 90,90
Of course, it may be compared with the front wheels (idle wheels) 91, 91.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention, FIGS. 2 to 12 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 of determining slip of driving wheels, FIG. 6 is a flow chart of shift up shift control, and FIG. Is a shift-up map diagram, FIG. 8 is a flowchart diagram of shift-down shift control, and FIG.
Figure is a shift-down map diagram, Fig. 10 is a flowchart diagram of lock-up control, Fig. 11 is a lock-up map diagram,
FIG. 12 is a block diagram showing a modification of the slip detecting means. 2 ... Engine, 2a ... Engine output shaft, 10 ... Torque converter, 14 ... Torque converter output shaft, 9 ... Torque converter input shaft, 15 ... Lockup means, 20 ...
... gear change gear mechanism, 60 ... acceleration detection means, 70 ... 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, acceleration detection means for detecting acceleration of the vehicle, output of the slip detection means and acceleration detection means, and when the wheels slip and When the vehicle is accelerated, the lockup means in a state where the input shaft and the output shaft of the torque converter are not connected, and the operation control means that operates so as to connect the input shaft and the output shaft of the torque converter are provided. A characteristic wheel slip suppression device for automobiles.