JP3422190B2 - Slip control device for vehicle lock-up clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [0001] TECHNICAL FIELD The present invention relates to a lock-up for a vehicle.
The present invention relates to a clutch slip control device. [0002] 2. Description of the Related Art Torque converter with lock-up clutch
Fluid coupling with lock-up clutch, etc.
Equipped with a hydraulic transmission with a lock-up clutch such as
Vehicle, the rotational loss of the hydraulic transmission is reduced.
Improve the fuel efficiency of the vehicle by reducing the number of layers or decelerating
Fuel cut by increasing engine speed during operation
For the purpose of expanding the area,
Lock-up crack while in the set slip area
The actual slip amount, that is,
Difference between the rotation speed of the pump wheel and the rotation speed of the turbine wheel
It is proposed to perform slip control with a predetermined value.
Have been. During the slip control, the operation
Deterioration of oil and changes in the surface condition of the lock-up clutch
As a result, the friction state of the lock-up clutch becomes unstable,
A so-called judder phenomenon occurs in which the slip rotation speed becomes unstable
Sometimes. This judder phenomenon occurs when the fluid transmission
For fluctuations in the power shaft rotation speed, that is, fluctuations in the turbine rotation speed
Can be detected on the basis of
Also, the turbine rotational speed fluctuates. this
Therefore, the judder described above
When the slip control is detected, the slip control is stopped.
The fluctuation of the turbine speed continues even within the interval
The fluctuation of the turbine rotation speed is not
Judgment thought that it was derived from the unevenness of the road surface
Perform a rough road judgment without performing
Has been proposed. For example,
Slip control described in Japanese Unexamined Patent Publication No. 4-224361.
The device is that. [0004] SUMMARY OF THE INVENTION As described above, the conventional switch
In the lip controller, the turbine speed is controlled by the hydraulic friction
In the automatic transmission, for example, for shifting control of the engagement device,
Clutch drive that rotates integrally with the components of the star gear device
Rotation speed sensor that detects the rotation of rotating
The output signal of the rotation speed sensor in the automatic transmission and vehicle speed detection
Output shaft of an automatic transmission or a
Output of the output shaft rotation sensor that detects the rotation of the propeller shaft
It was determined from the force signal and the gear ratio. But
The clutch gear of the above-mentioned planetary gear set
In order to reduce the number of parts
In vehicles without the output shaft rotation sensor, the automatic
The use of a rotational speed sensor in the transmission allows the
Of turbine rotation speed and judgment of its fluctuation
It is impossible to directly perform
Difficult to determine fluctuations in turbine speed
There was a disadvantage. The present invention has been made in view of the above circumstances.
It is intended for automatic transmissions.
Even in vehicles without a force axis rotation sensor,
Fluctuations in turbine speed caused by rough roads
Vehicle lock-up clutch
It is to provide a lip control device. [0006] In order to achieve the above object,
However, the gist of the present invention is that the pump impeller and the turbine
Lock-up clutch provided between the
Rotation is stopped at a predetermined speed out of a number of speeds
Automatic transmission having a rotating body and rotation in the automatic transmission
A rotational speed sensor in an automatic transmission that detects the rotational speed of the body
And the rotational speed of the rotating member connected to the outside of the automatic transmission
Having an automatic transmission outside rotation speed sensor for detecting the speed
The slip rotation speed of the lock-up clutch
Slip control to control the degree to a predetermined rotation speed
System for vehicle lock-up clutch with means
(A) at the predetermined gear position,
During the slip control of the back-up clutch,
The rotation of the rotating member detected by the external rotation speed sensor
The rotation speed of the input shaft of the automatic transmission based on the rotation speed fluctuation
Rotation speed fluctuation estimating means for estimating the speed fluctuation, and (b)
The rotational speed fluctuation estimating means controls the input shaft of the automatic transmission.
When the rotation speed fluctuation is estimated, the automatic transmission is turned off.
Rotation fluctuation estimation for switching to a speed other than the predetermined speed
Scheduled gear changeover means, and (c) its rotational speed fluctuation estimating means
Estimates the rotational speed fluctuation of the input shaft of the automatic transmission
Release the lock-up clutch.
Lock-up clutch release means at the time of rotation fluctuation estimation,
(d) the automatic speed change by the rotation speed change
When the transmission switches to a speed other than the predetermined speed
Lock-up clutch release means for estimating rotation fluctuation
The lock-up clutch is released by
Detected by the rotation speed sensor in the automatic transmission.
Bad roads based on the rotational speed fluctuation of the rotating body in the automatic transmission
Alternatively, the judgment means for judging the lock-up clutch judder
And steps. [0007] In this manner, the rotational speed fluctuation estimating method
The speed of the input shaft of the automatic transmission varies depending on the speed.
In the case where the rotation speed is estimated,
Causes the automatic transmission to shift to a speed other than the predetermined speed.
To lock-up
Release means releases the lock-up clutch.
The rotation speed in the automatic transmission is determined by the determination means.
Rotation speed of rotating body in automatic transmission detected by sensor
Based on the degree of fluctuation,
Jada is determined. Therefore, according to the present invention,
Do not provide a vehicle speed sensor to detect the rotation of the output shaft of the dynamic transmission.
Even if it is bad road or lockup clutch judder
It is determined. [0008] In another aspect of the present invention, the determining means determines the rotational speed.
Rotation of the input shaft of the automatic transmission by the degree variation estimating means.
If speed fluctuations are estimated, the automatic transmission
Switched to a gear other than the specified gear and locked
When the up clutch is released, the internal
Of the rotating body in the automatic transmission detected by the rotational speed sensor
If the rotation speed fluctuation is recognized, it is determined that the road is bad,
Is the automatic transmission detected by the rotation speed sensor in the automatic transmission.
If there is no fluctuation in the rotation speed of the rotating body in the transmission
Since it is determined that the lock-up clutch is judder
is there. [0009] Preferably, the automatic transmission is provided at the location.
Judgment based on being switched to a fixed gear
Judgment impossible gear position that determines that the gear position is not available
A rotational speed fluctuation estimating means,
The automatic transmission is controlled by the speed
When the automatic transmission is switched to the fixed gear,
That the rotational speed of the input shaft of the machine fluctuates
It is. [0010] Preferably, the rotational speed fluctuation estimating means is used.
The stage is engine based on knocking or high combustion pressure
If it is determined that the operation of the automatic transmission is abnormal,
The rotation of the rotating member detected by the external rotation speed sensor
The rotation of the input shaft of the automatic transmission regardless of the rotation speed fluctuation
It is assumed that the speed has not fluctuated. like this
If the engine speed fluctuates,
As a result, the rotational speed of the input shaft of the automatic transmission fluctuates.
It is clear that they are producing
To avoid judging the lockup and lockup clutch.
There are points. [0011] Preferably, the lock at the time of the rotation fluctuation estimation is used.
Clutch release means and the rotational fluctuation estimation time variation
The speed-change means is provided after the operation of one of them is completed.
The other operation is performed. If you do this,
The rotation speed fluctuation estimating means rotates the input shaft of the automatic transmission.
When it is estimated that the rotation speed fluctuates,
Release of the up clutch and switching of the gear position of the automatic transmission
Because they are not executed at the same time,
Abrupt changes in vehicle driving torque are avoided, and driving performance is impaired.
There are no benefits. Preferably, the speed change at the time of the rotation fluctuation estimation is performed.
The speed changing means changes the speed of the automatic transmission to the predetermined speed.
Upshift or downshift to the gear next to
Things. In this way, the gear position of the automatic transmission is changed.
To an adjacent gear where the gear ratio is close to the predetermined gear
Up-shift or down-shift allows two or more steps
Running of the vehicle compared to shifting to a separate gear
There is an advantage that the feeling is hardly lost. Preferably, the automatic transmission is provided outside the automatic transmission.
Outside the automatic transmission that detects the rotation speed of the connected rotating member
An engine speed sensor that functions as a speed sensor
Or the wheel speed sensor is an engine control device
Or the wheel slip rate during braking
Anti-lock to control brake fluid pressure to keep it within a predetermined range
ABS control system, suitable for starting vehicle
Drive to maintain the slip ratio of the drive wheels within the specified range.
Traction control device for controlling wheel torque, turning of vehicle
Control the braking force of the left and right wheels to stabilize the behavior
Essential for vehicle turning behavior stabilization control (VSC) devices
Therefore, there is an advantage that the present control can be shared. [0014] BRIEF DESCRIPTION OF THE DRAWINGS FIG.
A detailed description will be given based on this. FIG. 1 shows a vehicle to which an embodiment of the present invention is applied.
The two power transmissions and controls are shown separately.
You. In FIG. 1, the vehicle includes a front wheel 6 and a rear wheel 8.
The power of the engine 10 is
Notch torque converter 12, 3 sets of planetary gear units
Stepped automatic transmission 14 composed of
And transmitted to the drive wheel (front wheel) 6 through the device 15.
ing. FIG. 2 is a skeleton view of the power transmission device.
In FIG. 2, the torque converter 12 is
Is connected to the crankshaft 16 and has a U-shaped cross section at the outer peripheral portion.
And the direction toward the engine 10 is formed.
Having blades for generating hydraulic oil flow
And fixed to the input shaft 20 of the automatic transmission 14
And a blade facing the blade of the pump impeller 18.
Oil from the blades of the pump impeller 18
Through a turbine wheel 22 and a one-way clutch 24
And a stay fixed to a housing 26 which is a non-rotating member.
With the impeller 28 so that it can move in the axial direction and rotate relative to the axis.
A fixed piston fixedly fitted to the hub of the turbine wheel 22
Lock-up connected to the input shaft 20 through
And a clutch 32. In the torque converter 12, the piston
Engagement side oil chamber 35 and release side divided by ton 30
The hydraulic pressure in the open-side oil chamber 33 of the oil chamber 33 is increased and
When the oil pressure in the first oil chamber 35 is released, the piston 3
0 is retracted and the lock-up clutch 32 is disengaged
Input / output rotation of the torque converter 12
Torque is transmitted at an amplification factor corresponding to the speed ratio. But,
The hydraulic pressure in the engagement-side oil chamber 35 is increased, and the release-side oil chamber 33 is increased.
When the hydraulic pressure in the inside becomes the minimum pressure, the piston 30 moves forward.
The lock-up clutch 32 is moved to the pump impeller 18
The torque converter 1 is pressed and brought into the engaged state.
2 input / output members, ie, the crankshaft 16 and the input shaft
20 is directly connected. The automatic transmission 14 is provided with a three-axis
Sets of single pinion type planetary gear sets 34, 36, 38
, The input shaft 20, and a ring gear of the planetary gear set 38
Of the output gear 39 and the differential gear device 15
And a counter shaft (output shaft) 40 for transmitting power between them.
ing. Configuration of the planetary gear units 34, 36, 38
Some of the elements are not only connected together, but also
Clutch C₀ , C₁, C_Two Selectively connected to each other
Is tied. Further, the planetary gear units 34, 36, 3
Some of the eight components are four brakes B₀ , B₁ , B
_Two , B_Three Selectively coupled to the housing 26 by
Together with some of the components
Switch F₀ , F₁ , F_Two Depending on the direction of rotation
Or with the housing 26
ing. The above clutch C₀ , C₁ , C_Two ,brake
B₀ , B₁ , B_Two , B_Three Is a hydraulic friction engagement device.
For example, a multi-plate clutch or one or more winding directions
Consists of a band brake with two opposite bands
And each is operated by a hydraulic actuator
The electronic control unit 18 for shifting will be described later.
The operation of each of these hydraulic actuators is
By being controlled, the shift is performed as shown in FIG.
Ratio I (= rotation speed of input shaft 20 / rotation of counter shaft 40)
Speed), four forward gears and one reverse gear
can get. In FIG. 3, "1st", "2nd", "3r"
d ”and“ O / D (overdrive) ”
1st gear, 2nd gear, 3rd gear, 4th gear
And the gear ratio is from the first gear to the fourth gear.
It gradually decreases as it goes to the higher gear. The above
The torque converter 12 and the automatic transmission 14
In FIG.
Rotation of the lower side of the rotation axis of the force shaft 20 and the counter shaft 40
The upper side of the axis is omitted. FIG. 4 illustrates the configuration of the vehicle control device.
FIG. In FIG. 4, the hydraulic control circuit 44 includes the above
Transmission control oil for controlling the gear position of the automatic transmission 14
Controls the engagement of the pressure control circuit and the lock-up clutch 32
Hydraulic control circuit for lock-up clutch control
Is provided. The shift control hydraulic control circuit is well known.
Solenoid No.1 and Solenoid No.2
The first solenoid valves S1 and S1 that are respectively turned on and off by
And the second solenoid valve S2.
The figure is based on the combination of the operations of the first and second solenoid valves S2.
Selective operation of clutch and brake as shown in 3
Of the first to fourth gears.
Either is established. The lock-up clutch control oil
The pressure control circuit is, for example, as shown in FIG.
48, the switching signal pressure P_swTo
The generated third solenoid valve S3 and its switching signal pressure P_swAccording to
Releasing the lock-up clutch 32
Engagement to make the position and lock-up clutch 32 engaged
Lock-Up Relay Valve 52 Switched to Side Position
And a drive current supplied from the shift electronic control unit 184.
I_SLUControl signal pressure P corresponding to_SLUGenerate
Linear solenoid valve SLU and linear solenoid valve S
Slip control signal pressure P output from LU_SLUObey
And the pressure difference ΔP between the engagement side oil chamber 35 and the release side oil chamber 33
Adjust and control the slip amount of the lock-up clutch 32
And a lock-up control valve 56. Returning to the tank (not shown) in FIG.
The flowing hydraulic oil is sucked through the strainer 58 and sent under pressure
Pump 60 is rotationally driven by the engine 10.
It is supposed to be. Actuation pumped from pump 60
The hydraulic pressure is set to the first pressure by the overflow type first pressure regulating valve 62.
Line pressure Pl₁The pressure is adjusted. This first
The pressure regulating valve 62 is connected to a throttle valve opening detection valve (not shown).
The first line that increases in response to the output throttle pressure
Pressure Pl₁And output via the first line oil passage 64
I do. The second pressure regulating valve 66 is an overflow type pressure regulating valve.
Then, the operating oil discharged from the first pressure regulating valve 62 is
By adjusting the pressure based on the throttle pressure, the engine
Line pressure Pl corresponding to the output torque of_TwoOccurs
Let it. The third pressure regulating valve 68 is connected to the first line pressure Pl.₁From
A pressure reducing valve, which is a constant third line pressure Pl_ThreeDepart
Let it live. The manual valve 70 is provided with a shift operation lever.
When −174 is in the R range, the R range pressure P_RTo
appear. The OR valve 72 is operated at the second gear or higher.
The brake B to be engaged at a certain time_Two Pressure P to activate
_B2And the above R range pressure P_RWhichever is higher
Select and output. The lock-up relay valve 52 is provided on the release side.
The release side port 80 communicating with the oil chamber 33, the engagement side oil chamber 35
Engagement port 82 communicating with the second line pressure Pl_TwoIs supplied
Of the input port 84 and the lock-up clutch 32
First discharge in which the hydraulic oil in the engagement side oil chamber 35 is discharged at the time of release
Released when port 86 and lockup clutch 32 are engaged
Second discharge port 8 from which hydraulic oil in side oil chamber 33 is discharged
8. A part of the hydraulic oil discharged from the second pressure regulating valve 66
Supplied for cooling during the engagement of the
Disconnect the supply ports 90 and the connection status of those ports.
The spool valve element 92 to be replaced and the spool valve element 92
A spring 94 biasing toward the off-side position;
Disposed so as to be in contact with the end of the spring valve 94 on the spring 94 side
Plunger 96, the spool valve 92 and the plunger
R range pressure P on the end face with the rangja 96_RAct on
Oil chamber 98 provided between them and plunger 9
6 the first line pressure Pl acting on the end face₁Accept oil
A third solenoid valve S3 is provided on the end face of the chamber 100 and the spool valve element 92.
Switching signal pressure P from_swTo move to the on-side position.
The switching signal pressure P for generating thrust_swReceiving
An oil chamber 102 is provided. The third solenoid valve S3 is in a non-excited state (off state).
In the state, the communication between the oil chamber 102 and the OR valve 72 is performed by using the spherical valve.
Is shut off and the oil chamber 102 is set to drain pressure.
In the state (on state), the oil chamber 102 and the OR valve 72 are connected.
Switching signal pressure P_swAct on the oil chamber 102. this
Therefore, when the third solenoid valve S3 is in the off state, the oil chamber
Reference numeral 102 denotes a switching signal pressure P from the third solenoid valve S3._swIs made
The spool valve 92 is attached with a spring 94.
Power and first line pressure Pl acting on oil chamber 100₁I decided
The input port.
Port 84 and the release port 80 and the engagement port 82 and the first discharge port.
Since the outlet ports 86 are connected to each other, the release side oil
Oil pressure P in chamber 33_offIs the hydraulic pressure P in the engagement side oil chamber 35_onYo
And the lock-up clutch 32 is released.
At the same time, the operating oil in the engagement side oil chamber 35 is discharged from the first discharge port.
Port 86, oil cooler 104, and check valve 106
It is discharged to drain through. On the contrary, the third solenoid valve S3 is on.
Sometimes, the switching signal pressure P from the third solenoid valve S3_swBut oil
The spool valve 92 is acted on by the
And the first line pressure P acting on the oil chamber 100
l₁Is located at the on side position against the
Force port 84, engagement side port 82, release side port 80
Second discharge port 88, supply port 90 and first discharge port
86 are communicated with each other, so that
Oil pressure P_onIs the hydraulic pressure P in the release side oil chamber 33_offHigher than
At the same time as the lock-up clutch 32 is engaged.
The hydraulic oil in the release-side oil chamber 33 is supplied to the second discharge port 8.
8 and the lock-up control valve 56
Is discharged to The above-mentioned linear solenoid valve SLU
Constant third line pressure Pl generated by pressure valve 68_ThreeFrom
A pressure reducing valve for controlling pressure, as shown in FIG.
Drive current I from control device 184_SLU(That is, the drive
Slip control that increases with the duty ratio (DSLU)
Signal pressure P_SLUTo generate the slip control signal pressure.
P_SLUAct on the lock-up control valve 56
You. The linear solenoid valve SLU has a third line pressure Pl_ThreeBut
Supply port 110 to be supplied and slip control signal
Pressure P_SLUOutput port 112 to output and open / close them
Spool valve element 114 and the spool valve element 114
A spring 115 for urging in the valve closing direction and a spool valve
114 opens with a smaller thrust than spring 115
Spring 116 and the driving current I_SLUObey
System that biases the spool valve 114 in the valve opening direction
Closed to the required electromagnetic solenoid 118 and the spool valve 114
Feedback pressure (swing) to generate thrust in the valve direction
Lip control signal pressure P_SLU) And the oil chamber 120
The spool valve 114 is provided with the electromagnetic solenoid 1
18 and spring 116 in the valve opening direction and
Valve closing by spring 115 and feedback pressure
It is operated so that the biasing force in the direction is balanced. The lock-up control valve 56 is
Second line pressure Pl_TwoIs supplied to the line pressure port 130,
Release-side oil chamber 33 discharged from the second discharge port 88
Port 132 for receiving the hydraulic oil inside, the receiving port
A port for discharging the hydraulic oil received by the port 132
Drain port 134, receiving port 132 and drain port
134 and the hydraulic oil in the release-side oil chamber 33
The engagement side oil chamber 35 and the release side oil chamber
33 pressure difference ΔP (= P_on-P_offThe first to increase)
To the position (left position in FIG. 5) and the receiving port 13
2 and the line pressure port 130 to communicate with the release side oil.
In the chamber 33, the second line pressure Pl_TwoBy supplying the above
Heading toward the second position (right position in FIG. 5) for decreasing ΔP
Spool valve 13 provided movably in the direction
6 and its spool valve element 136 toward the first position.
To be able to contact the spool valve element 136
Plunger 138 and the plunger 138
Lip control signal pressure P_SLUTo go to the first position
Signal pressure for slip control to generate thrust
P_SLUSignal pressure oil chamber 140 for receiving pressure and plunger 1
38, the hydraulic pressure P in the release side oil chamber 33_offAct on the plastic
The spool valve element 136 to the first position.
In order to generate a thrust in the opposite direction, the hydraulic pressure P_offReceiving
Oil chamber 142 and the oil on the side engaged with the spool valve 136.
Oil pressure P in chamber 35_onAct on the spool valve element 136
Oil to generate thrust in the direction toward the second position.
Pressure P_onAnd an oil chamber 144 for receiving oil.
Housed and moves spool valve element 136 to its second position
And a spring 146 for urging in the direction. The plunger 138 has an oil chamber.
The cross-sectional area A increases in order from the 142 side₁ And A_Two With
A first land 148 and a second land 150 are formed.
The spool valve element 136 has a signal pressure oil chamber.
Sectional area A from 140 side_Three A third land 152 which is
A fourth land 154 is formed. Therefore,
The spool 138 is in contact with the spool valve 136 and
It operates physically and the slip control signal is
Nominal pressure P_SLUPressure difference ΔP (= P_on-P
_off) Is formed. That is, A₁ = A_Three Suppose
Then, the pressure difference ΔP becomes the signal pressure P for slip control._SLUAgainst
And the slope [(A_Two -A₁ ) / A₁ According to
Change. Note that in Equation 1, F_sIs spring 1
Forty-six urging forces. [0029] ## EQU1 ## ΔP = P_on-P_off= [(A_Two-A₁) /
A₁] P_SLU-F_S/ A₁ FIG. 7 shows a lock constructed as described above.
Pressure obtained by operating the backup control valve 56
Slip control signal pressure P of difference ΔP_SLUChange characteristics for
Is shown. Therefore, the lock-up relay valve 52
Is in the ON state, the slip control signal pressure P_SLU
Becomes larger, the engagement-side oil chamber 35 and the release-side oil chamber 33 are increased.
Pressure difference ΔP between the lock-up
Although the slip rotation speed NSLP of the tip 32 is reduced,
Conversely, the slip control signal pressure P_SLUBecomes smaller
Therefore, the pressure difference ΔP between the engagement side oil chamber 35 and the release side oil chamber 33 is
The slip-up of the lock-up clutch 32
The rotation speed NSLP is increased. Returning to FIG. 4, the vehicle
Rotation speed N_EThat is, the rotation speed N of the pump impeller 18_PTo
The engine speed sensor 160 to be detected
To detect the intake air amount Q sucked into the engine 10
Intake air amount sensor 162, engine 1 through intake pipe
Temperature T of intake air sucked to zero_AIRDetecting the suction air
By operating the air temperature sensor 164 and the accelerator pedal 165,
Fully closed state and opening of the throttle valve 166 that opens and closes
θ_THSensor 1 with idle switch for detecting
67, the cooling water temperature T of the engine 10_WADetecting the cooling water temperature
Sensor 170 detects that the brake pedal has been operated
Brake sensor 172, shift operation lever 174
Operation position P_sThat is, L, S, D, N, R, and P ranges
Operation position sensor 176 for detecting either, planet
The rotational speed of the sun gear of the gear train 38,
Clutch C directly connected to₀Times of clutch drum 177
Rolling speed N_C0C to detect₀Clutch rotation speed sensor 17
8. Temperature T of hydraulic oil in hydraulic control circuit 44_OILDetect
An oil temperature sensor 180 is provided. And each of the above
The signal output from the sensor is an electronic control unit for the engine.
182 and the electronic control unit 184 for shifting.
It is supplied indirectly or indirectly. The rotational speed of each pair of wheels 6 and 8
Wheel speed sensors 200 and 20 for detecting
2, 204 and 206 are provided.
The signal indicating the rotation speed of the wheels 6 and 8 is transmitted to the ABS electronic device.
It is supplied to the control device 208. This A
The electronic control unit for BS 208 is an electronic control unit for the engine.
Communication with control device 182 and electronic control device 184 for shifting
Interconnected through an interface
Are supplied to each other as needed.
You. As shown in FIG. 1, the automatic transmission according to the present embodiment
14 detects the rotation speed of the counter shaft (output shaft)
Speed sensor and the rotation speed of the turbine wheel 22
If a turbine speed sensor that detects
Without, C₀The clutch rotation speed sensor 178 is used.
It has become so. The electronic control unit 184 for shifting includes a CPU, an R
The so-called My consisting of OM, RAM, interface, etc.
Computer, the CPU of which is a RAM.
The program stored in the ROM in advance using the time storage function
The input signal is processed according to the ram and the speed of the automatic transmission 14 is changed.
Illustrating control and engagement control of the lock-up clutch 32
The first solenoid valve S
1, the second solenoid valve S2, the third solenoid valve S3, and the linear
The respective solenoid valves SLU are controlled. In the above-described shift control, the data is stored in the ROM in advance.
Corresponding to the actual gear stage from multiple types of shift diagrams
The shift line is selected, and the running state of the vehicle,
For example, throttle valve opening θ_THBased on vehicle speed V
The gear stage is determined, and the gear ratio is set so that that gear stage is obtained.
When the first solenoid valve S1 and the second solenoid valve S2 are driven,
The clutch C of the automatic transmission 14₀ , C₁ , C_Two , And
And brake B₀ , B₁ , B_Two , B_Three The operation of is controlled
One of the four forward gears is established. Engagement control of the lock-up clutch 32
Is, for example, running in the third gear and the fourth gear.
Is executed during the line.
Is based on the relationship shown in FIG.
Running state, for example, output shaft rotation speed (vehicle speed) N_outAnd
Lock-up clutch based on the throttle valve opening TAP
Release area, slip control area, and engagement area of the switch 32.
It is determined whether there is a shift. This slip control area is
Improve fuel economy as much as possible without impairing drivability
Connect while absorbing torque fluctuation of engine 10 for the purpose
Lock-up clutch 32 slips
Is maintained. FIG. 8 shows the state of the vehicle during acceleration.
It is what is done. In addition, even when the vehicle is coasting while decelerating,
The purpose is to expand the control range of fuel cut control
As a result, the slip control of the lock-up clutch 32 is executed.
You. That is, coasting when the throttle valve opening TAP is zero.
Fuel cut-off by fuel cut device in running condition
Slip control is performed until the operation is terminated. The running state of the vehicle is within the engagement area.
Is determined, the third solenoid valve S3 is excited and locked.
As soon as the up-relay valve 52 is turned on,
Drive current I for solenoid valve SLU_SLUIs the minimum drive
Current (rated value), so lock-up
Chi 32 is engaged. Also, if the running state of the vehicle is above
When it is determined that the third solenoid valve S3 is in the release area, the third solenoid valve S3 is turned off.
Energized, the lock-up relay valve 52 is turned off.
Drive current for the linear solenoid valve SLU
I_SLURegardless, the lock-up clutch 32 is released.
It is. The running state of the vehicle is controlled in the slip control region.
Is determined to be within the range, the third solenoid valve S3 is excited and
Simultaneously when the lock-up relay valve 52 is turned on.
The drive current I for the linear solenoid valve SLU_SLU
Is adjusted, for example, according to equation (2). That is,
For example, the target slip rotation speed TNSLP and the actual slip
Rotational speed NSLP (= N_E-N_T) And ΔE (= N
(SLP-TNSLP) is eliminated.
_SLUThat is, the drive duty ratio DSLU is calculated and output.
Is forced. [0037] ## EQU2 ## DSLU = DFWD + KGD + DFB DFWD on the right side of the above equation 2 is, for example,
Feed forward, which is a function of the output torque of the engine 10
KGD is a value corresponding to the characteristics of each machine.
DFB is the learning control value to be established, and the control deviation ΔE
Add the proportional value, differential value, and integral value of deviation ΔE to reduce
This is the feedback control value obtained. The engine electronic control unit 182 also
Microcomputer similar to electronic control unit 184 for shifting
CPU, the CPU of which is stored in the ROM in advance.
Processing the input signal according to the
Execute engine control. For example, in fuel injection control
Controls fuel injector 186 to optimize combustion
However, in ignition timing control, the ignition
The traction control controls the night wheels 188
(Front wheel) 6 effective driving force and vehicle by preventing slip
Throttle actuator to ensure both stability
190, the second throttle valve 192 is controlled,
In L-cut control, coasting is used to improve fuel efficiency.
The engine speed N_EIs a preset fue
Re-cut rotation speed N_CUTFuel injection valve only during the period that exceeds
Close 186. The electronic control unit for ABS 208 is a vehicle.
From the wheel rotation speed sensors 200, 202, 204, 206
Speed, vehicle speed (approximate vehicle speed)
Degree) V is sequentially calculated, and calculated from the vehicle speed V and the wheel rotation speed.
Slip rate of each wheel [(vehicle speed-wheel speed) / wheel speed]
Degree) is within the preset target range.
The control circuit 210 controls the brake fluid pressure of each wheel. Ma
In addition, the ABS electronic control unit 208 provides a wheel rotation speed sensor.
Based on the signals from the sensors 200, 202, 204, 206
The signal indicating the vehicle speed V determined by the
And the electronic control unit for shifting 184. FIG. 9 shows the electronic control unit 184 for shifting.
FIG. 3 is a functional block diagram illustrating a main part of a control function. Figure
9, the slip control means 220 determines that the vehicle
For example, the acceleration traveling state or the location in the slip control area shown in FIG.
When the vehicle is decelerating at a speed higher than the fixed speed, the lock-up
The actual slip rotation speed NSLP of the switch 32 (= N_E−
N_T) And a preset target slip rotation speed TNS
LP is calculated by the control formula of Expression 2 so that LP matches.
And outputs the obtained control value DSLU. Note that the turbine
Rolling speed N_TAre the first to third gear stages of the automatic transmission 14
In the high gear, C₀According to the clutch rotation speed sensor 178
The rotational speed N of the clutch drum 177 detected_C0When,
Turbine impeller (input shaft 20) 22 and clutch drum 17
7, and is calculated based on the rotational speed ratio
Drum 177 is brake B₀Is stopped by
In the fourth gear of the automatic transmission 14, electronic control for ABS is performed.
The vehicle speed V calculated by the device 208
Gear ratio γ_M, The reduction ratio γ of the differential gear device 15_FOf the wheel 8
It is calculated based on the diameter D. The shift control means 222 is, for example,
From the shift diagram stored in M, it corresponds to the actual shift speed.
Selected shift line, and select that shift line and the actual throttle valve opening.
Degree θ _THDetermine the vehicle speed at the shift point where the
Is determined when the vehicle speed V of the vehicle has passed the speed point vehicle speed.
Gear shift output to achieve the determined gear shift.
By supplying the first solenoid valve S1 and the second solenoid valve S2,
One of the four forward gears of the automatic transmission 14
A step is established. The gear position determining means 224 for judder-impossible determination
Clutch drum 177 is brake B ₀Non-rotating and
By doing₀Of the clutch rotation speed sensor 178
Automatically shifts to gears where rotation cannot be detected, that is, fourth gear.
When the dynamic transmission 14 is switched, the ABS
Calculated by the electronic control unit 208 based on the wheel speed.
Vehicle speed V or turbine rotation speed N obtained from it
_TBecause of the inherently large rotation fluctuation,
Because it is impossible to determine
It is determined that it is a stage. The rotational speed fluctuation estimating means 226 outputs
The automatic transmission 14 is set to the
When it is determined that the gear is shifted to the fourth gear
Is locked up by the slip control means 220.
During the slip control of the clutch 32, the rotation speed outside the automatic transmission is changed.
Connected to the automatic transmission 14 detected by the degree sensor
Rotational speed fluctuation of a rotating member, for example, an engine rotation sensor
160, the engine speed N detected by_ERotation change
Motion or wheel rotation speed sensors 200, 202, 20
4, 206 rotation fluctuation of the wheel speed detected by
Based on the fluctuation of the vehicle speed V determined from the wheel speed,
When the rotation fluctuation of the input shaft 20 of the automatic transmission 14 occurs, that is,
Estimating the occurrence of judder in the lock-up clutch 32
You. The gear changeover means 228 for estimating the rotation fluctuation includes:
The automatic transmission 1 is controlled by the rotational speed fluctuation estimating means 226.
When the rotation speed fluctuation of the input shaft 20 of No. 4 is estimated,
Regardless of the shift determination by the shift control unit 222,
When the dynamic transmission 14 is shifted to a gear other than the fourth gear,
Preferentially to the third gear adjacent to the fourth gear
Switch to. In addition, the lock-up
The switch release means 230 is provided with the rotational speed fluctuation estimating means 22.
6, the rotation speed fluctuation of the input shaft 20 of the automatic transmission 14
Is estimated, the control of the slip control means 220 is performed.
Regardless of the state, the lock-up clutch 32 is given priority
Let go. The release of the lock-up clutch 32
Speed change operation by the speed changeover means 228 when estimating the rotation fluctuation
It is executed after the operation is completed. The judging means 232 determines the time variation of the rotation fluctuation estimation.
The automatic transmission 14 is shifted to the fourth gear by the speed switch means 228.
To a gear other than the first gear (third gear), and
When the rotation fluctuation is estimated, the lock-up clutch release means 230
When the lock-up clutch 32 is released,
C functioning as rotation speed sensor in automatic transmission₀Crack
Automatic transmission 1 detected by the rotation speed sensor 178
Rotation speed of the rotating body in 4, that is, the clutch drum 177
Based on the fluctuation, the rough road or the lock-up clutch 32
Is determined. For example, rotation speed fluctuation estimating means
226, the rotation speed of the input shaft 20 of the automatic transmission 14
If the fluctuation is estimated, the automatic transmission 14
To a gear other than the first gear (third gear), and
When the lock-up clutch 32 is released,
Bad if the rotation speed of the drum 177 varies.
Road, or the rotational speed of the clutch drum 177
If the degree fluctuation is not recognized, the lock-up clutch 32
Judgment is determined. The above C₀Crack
Clutch rotational speed sensor 178 detects the clutch drive.
Rotation speed N of the motor 177_C0Fluctuation in the power transmission path
The input shaft 20 and the clutch drum 177 are relatively close to each other.
Position, the rotational fluctuation of the input shaft 20
Because it is reflected relatively faithfully, the above rough road is relatively accurate
Judgment or judder judgment is performed. FIGS. 10 and 11 show the electronic shift control.
5 is a flowchart showing a main part of the control operation of the control device 184.
Yes, FIG. 10 is a judder determination routine, and FIG.
3 shows a rotation speed fluctuation estimation routine of FIG. Step SA1 in FIG.
Is omitted), the flag Y_SH2Is not "1"
Is determined. This flag Y_SH2Is the content
When it is set to “1”, the
To release the lock-up clutch 32
The state which has been released is shown. Initially, the judgment of SA1 is affirmed.
Corresponds to the gear position determining means 224 for judging impossible.
In SA2, the gear stage of the automatic transmission 14 is a turbine blade.
Judgment judgment that cannot directly detect rotation fluctuation of car 22
Whether or not the gear is in a gear position, that is, the clutch drum 177
Rotation stops and C₀The clutch rotation speed sensor 178
It is determined whether or not the fourth speed is unavailable.
The actual gear position of the automatic transmission 14 is the first to third speeds.
If the determination in SA2 is negative, the flag Y
_SHDetermination of SA6 to determine whether the content of "1" is "1"
Is denied, this routine is terminated, and thereafter
SA1, SA2, and SA6 are repeatedly executed. The actual gear of the automatic transmission 14 is the fourth gear.
If it is, the judgment of SA2 is affirmed.
Then, in SA3, the slip control means 220
Lock-up clutch 32 is under slip control
Is determined based on the output signal of the electronic control unit for shifting 184 or the like.
It is determined based on Slip the lock-up clutch 32
If the lock control is not being executed,
Since the result is negative, this routine is terminated and
SA1, SA2, and SA3 are repeatedly executed. However, the actual gear of the automatic transmission 14 is
The fourth gear stage and the lock-up clutch 32
If the lip control is being performed, the determination in SA3 is affirmative.
Corresponding to the rotational speed fluctuation estimating means 226.
At SA4, for example, the rotational speed fluctuation estimation shown in FIG.
By executing the constant routine, the automatic transmission 14
There is a rotation speed fluctuation of the input shaft 20 (turbine wheel 22).
Whether or not judder is occurring,
Rotation speed N_ERotation fluctuations or wheel speed fluctuations.
Is estimated. At SA4-1 in FIG. 11, the engine speed
Degree N_EEngine speed or wheel speed fluctuations
Engine rotation speed N detected by the rotation sensor 160_E
Alternatively, wheel speed rotation sensors 200, 202, 204, 2
06 based on the wheel rotation speed detected
You. This rotation speed fluctuation is, for example,
Is determined by the fact that the amplitude of
You. If the judgment of SA4-1 is denied, this route
Is terminated, but if affirmed, the SA4-2
It is determined whether the vehicle is in a predetermined acceleration state.
Throttle valve opening θ_THIs a preset Jada
Expected range of raw (0 to θ₀)
Is done. If the determination of SA4-2 is denied,
Is terminated, but if affirmed, SA4-
3, the engine speed N _EIs a preset
The vehicle speed range (N_E0~ N_E1In)
Is determined. This judgment of SA4-3 is denied
If this is the case, this routine is terminated.
In the case of SA4-4, the operation of the engine 10 is uneasy.
The knock sensor or cylinder (not shown)
The determination is made based on a signal from the internal combustion pressure sensor. This
If the determination at SA4-4 is affirmative, the engine 10
It is clear that it is caused by unstable rotation or rotation fluctuation.
This routine is terminated because there is
In this case, SA5 and below are executed. Speed changeover means 228 for estimating rotation fluctuation
In SA5 corresponding to, the automatic transmission 14
Third gear that is one step below and adjacent to the fourth gear
And the flag Y_SHContents of
Is set to “1” and the time elapsed since the start of the downshift
Timer counter T that counts_SHHas been reset
The timing operation is restarted from zero. The above flag Y_SHIs
When the content is "1", shifting is in progress to determine a bad road
It is shown that it is. As described above, the flag Y_SHTo "1"
In the next control cycle set, the determination of SA2 is
Is set and the judgment of SA6 is affirmed.
And the timer counter T_SHThe contents of
Time T from the start of speed_SHIs a preset reference
Interval T_SH0Is determined. At the time of this judgment
Interval T_SH0Indicates that the 4 → 3 downshift has been fully completed.
Various response delays such as a hydraulic circuit to determine
This is a tasted value and is experimentally set in advance. This SA7
If the judgment is negative, the 4 → 3 downshift is still complete
This routine ends because it is considered that
The above steps SA1, SA2, SA6, S
The execution of A7 is repeated, but the determination of SA7 is affirmed.
Then, the lock-up clutch release hand at the time of the rotation fluctuation estimation is
At SA8 corresponding to step 230, the lock-up
Switch 32 is released and the flag Y_SH2Is
The flag Y is set to "1"._SHTo "0"
Cleared, starting from release of lock-up clutch 32
Timer counter T for counting the elapsed time of_LUIs reset
And the timing operation is restarted from zero. As described above, the flag Y_SH2Is "1"
Is not determined in the next control cycle set to
Therefore, the timer counter T is set in SA9._LUWithin
That is, whether the lock-up clutch 32 has been released.
Elapsed time T_LUIs a predetermined reference time T_LU0
Is determined. This judgment reference time T_{LU 0}
Indicates that the release of the lock-up clutch 32 has been sufficiently completed.
Various response delays such as hydraulic circuits to determine that
This is a value that takes this into account and is set experimentally in advance. this
If the judgment of SA9 is denied, the lock-up
In a state where it is considered that the release of the switch 32 has not been completed.
Therefore, this routine is terminated and the above-described step SA
1. The execution of SA9 is repeated.
When it is determined, in SA10, C₀Clutch rotation speed
The clutch drum 177 detected by the sensor 178
It is determined whether there is a change in the rotation speed. If the determination at SA10 is affirmative, the process is terminated.
That is, even when the lock-up clutch 32 is released.
If the rotation speed of the clutch drum 177 fluctuates,
It is considered that rotation fluctuations are caused by unevenness of the running road surface
In SA11, it was determined that the vehicle was traveling on rough roads.
And the flag Y_SH2Is cleared to “0”
Is done. However, if the judgment of SA10 is denied,
When the lock-up clutch 32 is released,
When the fluctuation of the rotation speed of the latch drum 177 disappears
In the slip control of the lock-up clutch 32
Rotational speed fluctuation caused by disappearance of generated judder
Is considered to have disappeared.
Is determined to have occurred, and the flag Y_SH2of
The contents are cleared to "0". In this embodiment, the above SA
10, SA11 and SA12 correspond to the determination means 232
are doing. As described above, according to the present embodiment, the rotational speed
Automatic transmission 1 by the degree variation estimating means 226 (SA4).
4 when the rotation speed fluctuation of the input shaft 20 is estimated
The gear changeover means 228 (SA5) at the time of rotation fluctuation estimation
When the automatic transmission 14 is in a gear other than the fourth gear (third gear)
Speed gear) and locks when estimating rotation fluctuations
Locked by up clutch release means 230 (SA8)
When the up clutch 32 is released, the determination means 2
32 (SA10, SA11, SA12)
Internal speed sensor (C₀Clutch rotation speed sensor 1
78), the rotating body (clutch) in the automatic transmission 14 is detected.
On the basis of the rotational speed fluctuation of the latch drum 177),
Alternatively, judder of the lock-up clutch 32 is determined.
You. That is, in this embodiment, the count of the automatic transmission 14 is
Even without providing a vehicle speed sensor for detecting the rotation of the shaft 40,
Bad road or judder of lock-up clutch 32 is judged.
There are advantages. In this embodiment, the rotational speed fluctuation estimation
Stage 226 (SA4) is for knocking or high combustion pressure
The operation of the engine 10 is abnormal or unstable based on the
Is determined by the engine rotation sensor 160
The detected fluctuation of the rotation speed of the crankshaft 16 or the detected wheel
By the rotation speed sensors 200, 202, 204, 206
Regardless of the detected fluctuation of the wheel rotation speed, the automatic change
Speed of the input shaft 20 of the speed changer 14 or the turbine wheel 22
It is assumed that the degree has not changed. in this way
Then, the engine speed N_EIf the fluctuation of
Is caused by the rotation of the input shaft 20 of the automatic transmission 14
It is clear that speed fluctuations are occurring,
Incorrect judgment of bad road or judging of lock-up clutch 32
There is an advantage that can be avoided. Further, according to the present embodiment, when the rotation fluctuation is estimated
The lock-up clutch releasing means 230 (SA8)
4 by the gear changeover means 228 (SA5) at the time of estimation of rolling fluctuation
→ Lockup clutch 3 after 3 downshifts are completed
Rotation speed fluctuation
Input of the automatic transmission 14 by the estimation means 226 (SA4)
When it is estimated that the rotation speed of the shaft 20 fluctuates
The release of the lock-up clutch 32 and the automatic transmission 14
Is not executed at the same time.
A sudden change in vehicle driving torque due to simultaneous execution is avoided.
This has the advantage that drivability is not impaired. Further, according to the present embodiment, when the rotation fluctuation is estimated
The speed changeover means 228 (SA5)
Shifts down to third gear, adjacent to fourth gear
Since the speed is changed, the speed of the automatic transmission 14 is changed.
The third gear is adjacent to the fourth gear and has a speed ratio close to that of the fourth gear.
The gear can be downshifted to the high gear, so it is separated by two or more gears
The driving feeling of the vehicle is impaired compared to shifting to a different gear.
It has the advantage of being hardly recognizable. In this embodiment, the outside of the automatic transmission 14
Automatic transmission that detects the rotation speed of the rotating member connected to the section
The engine 10 functioning as an external rotation speed sensor
Engine rotation sensor for detecting rotation speed of rank shaft 16
160, or wheel rotation speed for detecting wheel rotation speed
The degree sensors 200, 202, 204, 206 are engine
Wheel slip during braking or for braking
Control the brake fluid pressure to keep the pumping ratio within the specified range
Anti-lock brake (ABS) control device, vehicle start
When the slip ratio of the drive wheel (front wheel) 6 is within a predetermined range
Traction system that controls drive wheel torque to achieve
Control device, the left and right wheels to stabilize the turning behavior of the vehicle.
Vehicle turning behavior stabilization control (VS
C) Since it is essential for the device, it is also used for this control.
There are advantages that can be done. An embodiment of the present invention will now be described with reference to the drawings.
Although described, the present invention is applicable in other aspects.
You. For example, the automatic transmission 14 of the above-described embodiment
Used for FF (front engine front wheel drive)
However, as shown in FIG.
) Can be used. For example, Toyota Motor Corporation
The present invention is applied to A340 type automatic transmission manufactured by Jidosha Co., Ltd.
The first to third speeds are also set in the same manner as described above.
Then clutch C₀Using the rotational speed of the clutch drum
A bad road determination or a judder determination is executed, and in the fourth gear,
4 → 3 downshift when rotation speed fluctuation is estimated
And then clutch C₀Rotation speed of clutch drum
A bad road determination or a judder determination is executed using the degrees. In the automatic transmission 14 of the above-described embodiment,
Is C which is in a non-rotating state at the fourth speed.₀Clutch
C for detecting rotation of clutch drum 177₀Clutch times
Although the rotation speed sensor 178 was provided, the automatic transmission 1
4, any of the components of the planetary gear units 34, 36, 38
Even if it detects the rotation of another rotating body, such as
I do not support it. For example, the rotating body in the automatic transmission 14
In other words, the rotation speed of the rotating body that is not rotated in the third gear is detected.
If the output rotation speed sensor is provided in the automatic transmission 14,
In the third case, the rotation speed fluctuation estimating means 2
26, the input shaft 20 based on the rotational speed of the rotating body.
If the rotation speed fluctuation is estimated,
Automatic gear change by the gear changeover means 228 when estimating rotation fluctuation
Is upshifted from the third gear to the fourth gear.
Alternatively, downshifting to the second gear is performed. Also, in the above-described embodiment, when estimating the rotation fluctuation,
After the completion of the 4 → 3 downshift by the speed changeover means 228
The lock-up clutch releasing means 23 for estimating rotation fluctuation
0 release of the lock-up clutch 32 is executed.
However, conversely, when the rotation fluctuation was estimated, the lock-up clutch was released.
Release of lock-up clutch 32 by release means 230 completed
After completion of the rotation speed estimation,
→ There is no problem if 3 downshifts are executed. Cost
4 → 3 by the gear changeover means 228 when estimating rotation fluctuation.
Downshift and lockup class when estimating rotation fluctuation
Release of the lock-up clutch 32 by the
Since it is only necessary to execute one of the releases after completing the other
is there. Also, in the above, shifting shocks are not so important.
If this is not a problem, shift down from 4 to 3 and lock up.
The release of the clutch 32 may be performed simultaneously. Further, the judgment means 232 of the above-described embodiment
It is composed of SA10, SA11 and SA12 in FIG.
SA11 and judder judgment to execute bad road judgment
One of the SA12s to execute is omitted as necessary
It can be done. The above description is merely an example of the present invention.
This is an example, and the present invention does not depart from its gist.
And various changes can be made.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram schematically illustrating a power transmission device of a vehicle to which a slip control device according to one embodiment of the present invention is applied. FIG. 2 is a skeleton view illustrating a configuration of the power transmission device of the embodiment in FIG. 1; FIG. 3 is a table illustrating a relationship between a combination of operations of a first solenoid valve and a second solenoid valve and a shift speed obtained by the combination in the automatic transmission of FIG. 1; FIG. 4 is a block diagram illustrating an electrical configuration of a control device provided in the vehicle of FIG. 1; FIG. 5 is a diagram illustrating a main configuration of a hydraulic control circuit in FIG. 4; FIG. 6 is a diagram showing output characteristics of the linear solenoid valve of FIG. 5; FIG. 7 is a graph showing characteristics of a slip control valve provided in the hydraulic control circuit of FIG. 5 and illustrating a relationship between a pressure difference ΔP between an engagement oil chamber and a release oil chamber and a slip control signal pressure P _SLU. FIG. FIG. 8 is stored in the shift electronic control device of FIG.
FIG. 3 is a diagram illustrating a relationship between a traveling state of a vehicle and an engagement state of a lock-up clutch. 9 is a functional block diagram illustrating a main part of a control function of the shift electronic control device of FIG. 4; 10 is a flowchart illustrating a main part of a control function of the shift electronic control device of FIG. 4, and is a diagram illustrating a judder determination routine. FIG. 11 is a flowchart illustrating a rotation speed fluctuation estimation routine of FIG. 10; FIG. 12 is a diagram corresponding to FIG. 1 and schematically illustrating a power transmission device according to another embodiment of the present invention. [Description of Signs] 14: Automatic transmission 18: Pump impeller 22: Turbine impeller 32: Lock-up clutch 177: Clutch drum (rotating body) 178: _C0 clutch rotational speed sensor (rotation sensor in automatic transmission) 220: Slip control means 226: rotational speed fluctuation estimating means 228: rotational speed estimating speed changeover means 230: rotational fluctuation estimating lock-up clutch releasing means 232: determining means

Continuation of the front page (51) Int.Cl. ⁷ identification code FI // F16H 59:38 F16H 59:38 59:48 59:48 (58) Investigated field (Int.Cl. ⁷ , DB name) B60K 41 / 00-41/28 F16H 59/00-61/24 F16H 61/38-61/64 F16H 63/40-63/48

Claims (1)

(57) [Claim 1] A lock-up clutch provided between a pump impeller and a turbine impeller, and a rotation stopped at a predetermined speed among a plurality of speeds. Automatic transmission having a body, a rotation speed sensor in the automatic transmission for detecting a rotation speed of a rotating body in the automatic transmission, and an automatic transmission outside for detecting a rotation speed of a rotating member connected to the outside of the automatic transmission. A vehicle having a rotational speed sensor, wherein the slip control device controls the slip rotational speed of the lock-up clutch to be a predetermined rotational speed. During a shift stage, during slip control of the lock-up clutch, a previous speed is determined based on a rotation speed fluctuation of the rotating member detected by the rotation speed sensor outside the automatic transmission. Rotation speed fluctuation estimating means for estimating the rotation speed fluctuation of the input shaft of the automatic transmission; and the automatic transmission, when the rotation speed fluctuation of the input shaft of the automatic transmission is estimated by the rotation speed fluctuation estimating means. Speed change speed changeover means for changing the speed of the automatic transmission to a speed other than the predetermined speed, and when the speed change of the input shaft of the automatic transmission is estimated by the speed change estimating means, The automatic transmission is switched to a speed other than the predetermined shift speed by a rotation change estimation lock-up clutch releasing means for disengaging a lock-up clutch, and the rotation fluctuation estimation-time gear position switching means, and the rotation fluctuation estimation is performed. When the lock-up clutch is released by the lock-up clutch release means, the automatic change detected by the rotation speed sensor in the automatic transmission is detected. Based on the rotational speed fluctuation of the flight of the rotating body, bad road or a judging means for judging the judder of the lock-up clutch, the slip lockup clutch control apparatus for a vehicle, which comprises.