JP3451802B2 - Slip control device for direct coupling clutch for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a slip control device for a direct coupling clutch for a vehicle.

[0002]

2. Description of the Related Art A vehicle provided with a hydraulic power transmission device with a direct coupling clutch, such as a torque converter with a direct coupling clutch and a fluid coupling with a direct coupling clutch, has a direct coupling clutch having a direct coupling clutch between a pump impeller and a turbine runner. During acceleration, a slip control region is provided between the disengagement region and the engagement region of the direct coupling clutch in order to further reduce the rotation loss of the direct coupling clutch and improve the fuel efficiency of the vehicle. Acceleration slip control is executed so that the actual slip amount, that is, the difference between the rotation speed of the pump impeller and the rotation speed of the turbine runner, follows the predetermined target slip amount so that the direct coupling clutch is in the half-engaged state. Is proposed.

As a slip control device for executing the acceleration slip control as described above, when the running state of the vehicle is in a predetermined transient state, for example, during execution of the acceleration slip control, the throttle valve opening corresponding to the engine load is opened. The deviation between the actual slip amount and the steady-state target slip amount is changed by switching from the disengagement area of the direct coupling clutch to the slip control area when the rate of change of the degree is equal to or higher than a predetermined value (that is, in the acceleration running state). In a transient state in which the slip amount that is the control target of the slip control becomes unstable due to disturbance (throttle valve opening change) or the start of the slip control, such as when the slip control is started in a large state. , The target slip amount is temporarily increased to the transient target slip amount set to a value higher than that in the steady state (or, Passed when temporarily set as the target slip amount) of the type is known. For example, JP-A-4-
This is the slip control device described in Japanese Patent No. 331868.

[0004]

In such a slip control device, the target slip amount is changed to the increasing side in the acceleration operation state in which it is determined that the rate of change of the engine load exceeds the set value, so that the torque converter is increased. In, the torque amplification effect is effectively obtained and the acceleration performance is improved.
When switching from the release area to the slip area,
A sharp decrease in the input shaft rotation speed of the direct coupling clutch (that is, the rotation speed of the pump impeller = engine rotation speed), which had been set to a large value until then, is suppressed by increasing the target slip amount. Therefore, the occurrence of discomfort due to the change in engine torque is suppressed. The target slip amount temporarily increased to the transient target slip amount as described above is then gradually moved toward the steady-state target slip amount at a predetermined decreasing speed.

By the way, the rotational speed of the turbine runner of the hydraulic power transmission, that is, the vehicle speed is increased in accordance with the engine rotational speed, that is, the rotational speed of the pump impeller, and the increase rate is the gear ratio of the selected gear stage. The higher the gear ratio, the higher the engine load. On the other hand, in the transient time when the target slip amount is reduced toward the steady-state target slip amount as described above, in order to suppress the decrease in the engine rotation speed, the increase rate of the rotation speed of the turbine runner is It is preferable to sufficiently slow down the target slip amount reduction rate.

However, in the slip control device described in the above publication, the speed at which the target slip amount is reduced toward the steady-state target slip amount is constant regardless of the vehicle speed increase rate. Therefore, when the target slip amount reduction speed is set to be relatively high, as shown by the alternate long and short dash line in FIG. 18, for example, a gear stage having a small gear ratio is selected and the increase rate of the vehicle speed, that is, the rotation speed of the turbine runner is low. In this case, the engine rotation speed is reduced, which causes a problem of discomfort.
On the contrary, if the target slip amount decrease speed is set relatively low, the target slip amount is large even if the engine speed is unlikely to decrease when the vehicle speed, that is, the rotation speed of the turbine runner is high. Since the period set to the value becomes long, there arises a problem that the fuel consumption improving effect by the acceleration slip control cannot be sufficiently obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to improve the fuel consumption improvement effect as much as possible while the vehicle is accelerating, while the target slip amount is in transition. It is an object of the present invention to provide a slip control device for a direct clutch for a vehicle, which can suppress the occurrence of discomfort caused by a decrease in the engine speed when the target slip amount is reduced.

[0008]

The gist of the present invention for achieving such an object is to provide a vehicle equipped with a direct coupling clutch for directly coupling a pump impeller and a turbine runner, wherein the slip amount of the direct coupling clutch is Based on the change of the running state of the vehicle and the slip control means for controlling so as to match the target slip amount, the target slip amount,
Target slip amount increasing means for temporarily setting the transient target slip amount set to a value higher than the steady-state target slip amount, which is the target slip amount when the acceleration slip control is executed in the steady state, and its target A slip control device for a direct-connection clutch for a vehicle, comprising: a target slip amount reduction unit that reduces the target slip amount temporarily set to the transient target slip amount by the slip amount increasing unit to a steady-state target slip amount. And (a) a traveling state determination means for determining that the vehicle traveling state has a high rate of increase in the rotational speed of the turbine runner in response to the accelerator pedal operation with respect to the traveling state of the predetermined vehicle, and (b) The higher the rate of increase of the rotational speed of the turbine runner becomes in the vehicle traveling state, the more the target slip amount at the transition is set by the target slip amount increasing means. To set a target slip amount
A target slip amount reduction rate changing means to increase the speed reduced to steady target slip amount by the pre-Symbol target slip amount reducing means is to include.

[0009]

According to the present invention, the running condition determining means can increase the rotational speed of the turbine runner in response to the operation of the accelerator pedal with respect to a predetermined running condition of the vehicle.
That is, it is determined that the vehicle is in a traveling state in which the rate of increase in vehicle speed is high, and the target slip amount reduction speed changing means
The higher the rate of increase in the rotational speed of the turbine runner, the higher the vehicle traveling state, and the faster the speed at which the target slip amount reduction means reduces the target slip amount to the steady-state target slip amount.

As described above, in a running state in which the rate of increase in the rotational speed of the turbine runner is high, that is, the rate of increase in the vehicle speed is high and the decrease in engine rotational speed is unlikely to occur, the target slip amount is the target slip amount during steady state in a relatively short time. The target slip amount is gradually reduced in the vehicle running state where the increase rate of the rotation speed of the turbine runner is low and the fuel consumption improvement effect is sufficiently obtained. Occurrence of discomfort caused by is suitably suppressed.

[0011]

According to another aspect of the present invention, preferably, in the slip control device for a vehicular direct-coupling clutch, the actually selected gear stage of the automatic transmission has a gear ratio larger than a predetermined reference gear stage. When the determination of the shift stage determination means is affirmative, the running state of the vehicle is determined by the speed change rate determining means for determining This is to judge that the vehicle is in a high traveling state.

Further, preferably, the slip control device for a direct coupling clutch for a vehicle further comprises an engine load judging means for judging that the engine load is larger than a predetermined reference load. The running state determination means is, when the determination by the engine load determination means is affirmative, the vehicle running state in which the rate of increase in the rotation speed of the turbine runner in response to the accelerator pedal operation is high with respect to the predetermined vehicle running state. It is to judge that there is.

Further, preferably, the slip control device for a direct clutch for vehicle further comprises a vehicle speed increase rate judging means for judging that a vehicle speed increase rate is higher than a predetermined reference increase rate. The traveling state determining means has a high rate of increase in the rotational speed of the turbine runner in response to the accelerator pedal operation with respect to a predetermined vehicle traveling state when the determination by the vehicle speed increasing rate determining means is affirmed. It is for judging that the vehicle is in a traveling state.

Further, preferably, the slip control device for a direct clutch for a vehicle further comprises a road gradient judging means for judging that an upward gradient of a traveling road surface of the vehicle is smaller than a predetermined reference gradient. When the determination by the road gradient determination means is affirmative, the running state determination means determines, for a predetermined vehicle running state, an increase rate of the rotation speed of the turbine runner in response to an accelerator pedal operation. This is to judge that the vehicle is in a high traveling state.

[0015]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton view of an automatic transmission for a vehicle, the shift of which is controlled by a hydraulic control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12 and transmitted to the drive wheels via a differential gear unit and an axle (not shown).

The torque converter 12 is the engine 1
Is connected to the crankshaft 16 of 0 and has a cross section U
A pump impeller 18 having a blade that is bent in a letter shape and that generates a flow of hydraulic oil having a directional component toward the engine 10 side, and is fixed to an input shaft 20 of the automatic transmission 14, and is attached to a blade of the pump impeller 18. A turbine runner 22 that has opposing blades and is rotated by receiving hydraulic oil from the pump impeller 18 and a piston 23 that is axially movable and relatively non-rotatably fitted to the hub shaft of the turbine runner 22. A lock-up clutch 24 that is connected to the input shaft 20 via the input shaft 20 and directly connects the pump impeller 18 and the turbine runner 22 to each other, and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26. .

The automatic transmission 14 comprises a first transmission 30 for switching between high and low gears and a second transmission 32 for switching between reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 that is rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 is a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3, which are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. In addition, a band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the sun gear S1 and the sun gear S2 and the housing 41.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and the ring gear R3 is provided.
A brake B4 and a one-way clutch F2 are provided in parallel between and the housing 41. The one-way clutch F2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the reverse gear 1 having different speed ratios I (= rotational speed of the input shaft 20 / rotational speed of the output shaft 42) is used. Five forward gears are switched. In FIG. 2, the ∘ mark indicates the engaged state, and the X mark indicates the non-engaged state. As is clear from FIG. 2, the brake B3 is engaged during a shift for switching from the first speed gear to the second speed and at the time of shifting for switching from the second speed to the third speed. The brake B2 is released from the second gear to the third gear.
It is engaged at the time of gear shifting to switch to the high gear stage. In the above FIG. 2, "1st", "2nd", "3"
"rd", "4th", and "5th" represent the forward first speed gear, the second speed gear, the third speed gear, the fourth speed gear, and the fifth speed gear, respectively. The gear ratio I gradually decreases from the first gear to the fifth gear. In addition, the torque converter 12 and the automatic transmission 14 described above.
Are symmetrical with respect to the axis, and therefore, in FIG. 1, the lower sides of the rotation axes of the input shaft 20, the output shaft 42, etc. are omitted.

As shown in FIG. 3, the intake pipe of the engine 10 of the vehicle has a first throttle valve 52 and a throttle actuator 54 operated by an accelerator pedal 50.
And a second throttle valve 56 operated by. Further, an engine rotation speed sensor 58 that detects the rotation speed of the engine 10, that is, the rotation speed of the pump impeller 18, an intake air amount sensor 60 that detects the intake air amount of the engine 10, and an intake air temperature sensor 62 that detects the temperature of the intake air. A throttle sensor 64 for detecting the opening TA of the first throttle valve 52, a vehicle speed sensor 66 for detecting the vehicle speed V from the rotational speed N _out of the output shaft 42, and a cooling water temperature sensor 68 for detecting the cooling water temperature of the engine 10. , A brake switch 70 for detecting the operation of the brake, an operation position sensor 74 for detecting the operation position of the shift lever 72, and the like are provided. From these sensors, the engine rotation speed N _e , the intake air amount Q, and the intake air temperature are provided. THa, opening TA of the first throttle valve, vehicle speed V, engine cooling water temperature TH
A signal representing w, the brake operation state BK, and the operation position Psh of the shift lever 72 is directly or indirectly supplied to the engine electronic control unit 76 and the shift electronic control unit 78, respectively. Further, a turbine rotation speed sensor 75 for detecting the rotation speed of the turbine runner 22.
A signal representing the turbine rotation speed N _T is supplied to the electronic shifting control device 78. The engine electronic control unit 76 and the shift electronic control unit 78 are interconnected via a communication interface, and input signals and the like are supplied to each other as necessary.

The engine electronic control unit 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, in the fuel injection amount control, the fuel injection valve 80 is controlled to optimize the combustion state, in the ignition timing control the igniter 82 is controlled to optimize the retard amount, and not shown for idle speed control. By controlling the bypass valve, in the traction control, in order to prevent slipping of the driving wheels and to secure an effective driving force and vehicle stability, the throttle actuator 54 keeps the second valve in a fully open state.
In the coasting mode in which the throttle valve 56 is controlled and the idle cut of the throttle sensor 64 detects that the first throttle valve 52 is closed in the fuel cut control, the engine speed N _e is preset to the fuel cut. By closing the fuel injection valve 80 only for a period exceeding the rotation speed N _CUT , the fuel supplied to the engine 10 is shut off and the fuel efficiency is improved.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM to process the input signal in accordance with the program stored in the ROM 79 in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example, the electronic shift control device 78 includes the first throttle valve 52.
The linear solenoid valve _SLT to generate an output pressure P _SLT having a magnitude corresponding to the opening degree TA, the linear solenoid valve SLN to control the accumulator back pressure, and the lockup clutch 24 to engage or slip. Quantity NSLP
The linear solenoid valve SLU is driven to control each. Further, the electronic shift control device 78 determines the gear stage of the automatic transmission 14 based on the actual throttle valve opening TA and the vehicle speed V from the pre-stored shift map, and from the relationship shown in FIG. Lockup clutch 24
Is determined, the solenoid valves S1, S2, S3 are driven so that the determined gear stage and engagement state are obtained, and the solenoid valve S4 is not driven when engine braking is generated. .

The electronic shift control device 78 further executes engagement control and slip control of the lockup clutch 24, and releases the lockup clutch 24 at the first gear stage and the second gear stage of the automatic transmission 14. However, at the third and fourth gears, the throttle valve opening TA,
Based on the vehicle speed (transmission output shaft rotation speed) V, a region of release, slip, or engagement is determined, and if it is a release or engagement region, the lockup clutch 24 is released or engaged. In the slip region, the electronic shift control device 78 executes slip control of the lockup clutch 24. In this slip control, in order to improve the fuel efficiency as much as possible without impairing the drivability, the rotational fluctuation of the engine 10 is absorbed and coupled to suppress the rotational loss of the torque converter 12 as much as possible. The lockup clutch 24 is maintained in the slip state. Further, the slip control of the lockup clutch is executed for the purpose of expanding the control range of the fuel cut control even during deceleration coasting of the vehicle. In this case, since the throttle valve opening TA is zero, the vehicle speed V is used exclusively to determine in which region.

In the above slip control, the actual slip amount NSL is executed in accordance with a slip control routine (not shown).
P (= N _e −N _T ) is calculated and the drive current I _SLU of the linear solenoid valve SLU, that is, according to the following equation (1) Drive duty ratio DS
LU (%) is calculated, and the control pressure P _SLU output from the linear solenoid valve _SLU is adjusted. DSLU = DFWD + DFB (1)

In the above equation (1), DFWD is, for example,
Feed forward as a function of engine 10 output torque
Is a control output value, and DFB is, for example, the above target slip.
Deviation ΔE between the amount TNSLP and the actual slip amount NSLP
Feed for solving (= NSLP-TNSLP)
This is the back control output value. These DFWD and DFB are
Amount converted to duty ratio, whose unit is%
It The feedback control output value DFB is well known.
It is calculated from the PID control formula (equation (2) below)
is there. In equation (2), K_PIs the proportional gain, T₁
Is the integration time, T _DIs the derivative time.

[0029]

[Equation 1]

FIG. 5 shows a main part of the hydraulic control circuit 84. In the figure, a linear solenoid valve SLU that functions as a control pressure generation valve is a pressure reducing valve that uses the modulator pressure P _M as a source pressure, and as shown in FIG. 6, a drive duty ratio output from the electronic shift control device 78. The control pressure P _SLU that increases with the drive current I _{SLU of the} DSLU is output and supplied to the lockup relay valve 98 and the lockup control valve 100.

The lock-up relay valve 98 is capable of abutting against each other, and the spring 102 is interposed between the first spool valve element 104 and the second spool valve element 1.
06, and the first spool valve element 104 and the second spool valve element 1 provided on the shaft end side of the first spool valve element 104.
Control pressure P to urge 06 to the position on the engagement (ON) side.
_The oil chamber 108 for receiving the _SLU and the first spool valve 10
4 and the second spool valve element 106, and an oil chamber 110 that receives the second line pressure P _L2 for urging the second spool valve element 106 to the release side position.

The first spool valve element 104 is released (OF
When located in the F) side position, the second line pressure P _L2 supplied to the input port 112 is supplied from the release side port 114 to the release side oil chamber 116 of the torque converter 12, and at the same time, the engagement side of the torque converter 12 is reached. The hydraulic oil in the oil chamber 118 is discharged from the engagement side port 120 through the discharge port 122 to the cooler bypass valve 124 or the oil cooler 126, and the engagement pressure of the lockup clutch 24, that is, the differential pressure (= the engagement side oil). Hydraulic pressure in chamber 118-release side oil chamber 11
The hydraulic pressure in 6) is lowered. On the contrary, when the first spool valve element 104 is located at the engagement side position, the input port 11
The second line pressure P _L2 supplied to 2 is applied to the engagement side port 120.
Is supplied to the engagement side oil chamber 118 of the torque converter 12, and at the same time, the release side oil chamber 11 of the torque converter 12 is supplied.
The hydraulic oil in 6 is discharged from the release side port 114 to the discharge port 12
8. Control port 1 of lockup control valve 100
The lockup clutch 24 is discharged through the discharge port 132 and the discharge port 132 so that the engagement pressure of the lockup clutch 24 is increased.

Therefore, the control pressure P _SLU is equal to the predetermined value β.
In the following cases, the first spool valve element 104 is positioned at the release side (OFF) position shown on the right side of the center line of FIG. 5 according to the thrust _force based on the spring 102 and the second line pressure P _L2 , and the lock-up clutch 24 Is released, but
When the control pressure P _SLU exceeds a predetermined value α higher than the predetermined value β, the first spool valve element 104 follows the thrust based on the control pressure P _SLU and engages with the engagement side (O
N) and the lockup clutch 24 is engaged or slipped. First spool valve 1
04, the pressure receiving area of the second spool valve element 106, and the biasing force of the spring 102 are set in this manner. In this way, the engagement or slip state of the lockup clutch 24 when the lockup relay valve 98 is switched to the engagement side is controlled by the lockup control valve 100 that operates according to the magnitude of the control pressure P _SLU .

The lockup control valve 100 controls the actual slip amount NSLP of the lockup clutch 24 in accordance with the control pressure P _SLU when the lockup relay valve 98 is in the engagement side position, or the lockup clutch 2
4 for engaging the spool valve 13
4, a plunger 136 that abuts on the spool valve element 134 and applies thrust to the discharge side position shown on the right side of the center line in FIG. 5, and a supply side shown on the left side of the center line in FIG. A spring 138 that applies thrust toward the position and a hydraulic pressure P _ON within the engagement-side oil chamber 118 of the torque converter 12 that receives the spring 138 and biases the spool valve element 134 toward the supply-side position. The oil chamber 140 is provided on the shaft end side of the plunger 136, and the release side oil chamber 116 of the torque converter 12 is arranged to urge the spool valve element 134 toward the discharge side position.
An oil chamber 142 for receiving the internal hydraulic pressure P _OFF and an oil chamber 144 provided in the middle of the plunger 136 for receiving the control pressure P _SLU are provided.

Therefore, when the spool valve element 134 is located at the discharge side position, the control port 130 and the discharge port 132 are made to communicate with each other, so that the engagement pressure is increased and the lockup clutch 24 is engaged. The combined torque is increased, but on the contrary, when it is located in the supply side position,
Since the supply port 146 to which the first line pressure P _L1 is supplied and the control port 130 are made to communicate with each other, the first line pressure P _L1 is supplied to the release side oil chamber 116 of the torque converter 12 to reduce the engagement pressure. Lowered lockup clutch 2
The engagement torque of No. 4 is reduced.

When the lockup clutch 24 is released
Control pressure P_SLUIs smaller than the predetermined value β
The linear solenoid valve SLU is
It is driven by the unit 78. On the contrary, lock-up crack
When engaging the switch 24, the control pressure P_SLUIs the maximum value
The linear solenoid valve SLU is
The lock-up clutch 24 is driven by the motor 78.
When the lip is applied, the control pressure P_SLUIs the predetermined value
Linear solenoid valve SLU so that it is between β and the maximum value
Are driven by the electronic shift control device 78. Sanawa
The lockup control valve 100 shown in FIG.
In the engagement side oil chamber 118 of the torque converter 12,
Hydraulic pressure P_onAnd the hydraulic pressure P in the release side oil chamber 116_offAnd control
Pressure P_SLUEngaging pressure, that is,
Those hydraulic pressure P_onAnd P_offDifferential pressure (P_on-P_off) To
Control the engagement torque of the corresponding lockup clutch 24
Pressure P _SLUThe slip amount NSLP is changed according to
It is controlled.

In FIG. 7, the broken line on the upper side indicates the hydraulic pressure of the lock-up relay valve 98 that is required to change from the on-side position where the lock-up clutch 24 is engaged or slipped to the off-side position where it is released. The characteristic is shown, and the broken line located on the lower side shows the hydraulic characteristic of the lock-up relay valve 98 required to change from the off-side position to the on-side position. The slopes of these broken lines are the first spool valve element 104 and the second spool valve element 106 for operating the lockup relay valve 98.
It is determined according to the size of the area of the pressure receiving portion, the supplied hydraulic pressure, and the characteristics of the spring 102.

The solenoid relay valve 170 is the output port 1 connected to the oil chamber 108 of the lockup relay valve 98.
72, drain port 174, linear solenoid valve SL
Input port 176 to which control pressure P _SLU from U is supplied
And a spool valve 178 that is switched between a lock-up release position that allows the output port 172 to communicate with the drain port 174 and a lock-up permission position that allows the output port 172 to communicate with the input port 176, and this spool valve 17
180 for urging the valve 8 toward the lock-up permission position, and a gear stage for accommodating the spring 180 and for biasing the spool valve element 178 toward the lock-up permission position. The oil chamber 182 that receives the engagement pressure P _{B2 of the} brake B2 generated in the above-described manner through the orifice 181 and the oil that receives the first line hydraulic pressure P _L1 for urging the spool valve element 178 toward the lockup release position. And chamber 184.
As a result, the lock-up relay valve 98 can be supplied with the control pressure P _SLU to the oil chamber 108 only in the third and higher gear stages, and the lock-up relay valve 98 is engaged (ON) according to the control pressure P _SLU . It can be switched to a position. Since the second line pressure P _L2 is one pressure regulated by pressure reduction the first line pressure P _L1, the first line pressure P _L1 is at a higher pressure than the second line pressure P _L2 at all times.

An oil passage 186 is provided between the linear solenoid valve SLU and the oil chamber 144 of the lockup control valve 100, and the control pressure P _SLU output from the linear solenoid valve _SLU is the solenoid relay valve. 1
The oil is supplied directly to the oil chamber 144 of the lockup control valve 100 without passing through 70. This oil passage 186 is provided to operate the lockup control valve 100 by the control pressure P _SLU even at the second speed and lower gears so as to detect an abnormality in which the lockup relay valve 98 is located on the engagement side. There is.

FIG. 8 is a functional block diagram for explaining a main part of a control function in the engagement control of the shift electronic control unit 78. In the figure, a lock-up relay valve 98 that is switched between an off-side position for releasing the lock-up clutch 24 and an on-side position for engaging the lock-up clutch 24, and adjusting the discharge amount of hydraulic oil discharged through the lock-up relay valve 98. The lock-up control valve 100 that controls the slip amount of the lock-up clutch 24 by this, and the lock-up relay valve 98 is switched to the ON position as the lock amount increases, and the lock-up control valve 100 is controlled so that the slip amount decreases. A linear solenoid valve SLU that functions as a control pressure generation valve that generates a control pressure P _SLU that controls the operation of
Drive duty ratio DSL calculated according to the equation (1)
Slip control means 188 for controlling the linear solenoid valve SLU by outputting U is provided.

Further, the target slip amount increasing means 192 is
Based on changes in the running state of the vehicle,
Vehicle speed V increased in the state, that is, output shaft rotation speed
Degree N _outEnters the slip control area shown in FIG.
Or during the acceleration slip control
Of the throttle valve opening TA output from the torque sensor 64
Change rate VTA (that is, change rate of the load on the engine 10)
Was determined to be in an accelerated operating state where
In this case, in the control routine (not shown),
The slip amount TNSLP is actually measured when the acceleration slip control is in a steady state.
Steady-state target slip that is the target slip amount when
During transient when the value is set higher than TNSLP1
The target slip amount TNSLPK is temporarily set. sand
In other words, while executing the acceleration slip control, the target slip
Target slip amount TNSLP1 when the slip amount TNSLP is steady
To transient target slip amount TNSLPK during transient
To be added. The target slip amount TNSLP during transition
K is, for example, the vehicle speed V or the change rate VT of the throttle valve opening.
It is decided according to A etc.

The target slip amount reducing means 194 uses the target slip amount increasing means 192 to set the target slip amount TNS.
If LP is temporarily set to the transient target slip amount TNSLPK, then the target slip amount TNSLP
LP is decreased from the target slip amount TNSLPK at the transition time toward the target slip amount TNSLP1 at the steady state at a predetermined reduction speed. The traveling state determination means 196 determines, based on the gear stage actually selected, the changing speed of the engine load, etc.
The vehicle traveling state in which the increase rate of the turbine rotation speed N _T in response to the operation of the accelerator pedal 50, that is, the increase rate of the vehicle speed V (that is, the output shaft rotation speed N _out ) is high with respect to the predetermined traveling state of the vehicle. To judge. The target slip amount reduction speed changing unit 198 has a higher increase rate of the turbine rotation speed N _T , for example, by the running state determination unit 196, as the turbine rotation speed N _T has a higher increase rate. When it is determined that the vehicle is in the traveling state, the reduction speed of the target slip amount TNSLP reduced by the target slip amount reducing means 194 is changed to a faster value than when the determination is negative.

Further, the shift speed determining means 200 determines that the actually selected shift speed is a predetermined reference shift speed (for example, the first shift speed) based on the combination of the operating states of the solenoid valves S1, S2, S3 of the hydraulic control circuit 84. It is determined that the gear ratio is larger than that of the fourth gear). The engine load judging means 202
For example, it is determined that the engine load obtained based on the throttle valve opening TA detected by the throttle sensor 64 is larger than a predetermined reference load. The vehicle speed increase rate determining means 204 determines that the output shaft rotation speed N _out detected by the vehicle speed sensor 66, that is, the change rate of the vehicle speed V is larger than a predetermined reference increase rate. The road gradient judging means 206 detects the change rate (dN _out / dt) of the output shaft rotation speed N _out detected by the vehicle speed sensor 66 and the change amount DTA of the throttle valve opening TA detected by the throttle sensor 64, that is, the accelerator pedal. From the relationship with the amount of depression of 50, it is determined that the upward slope of the road surface of the vehicle is larger than a predetermined reference slope. The traveling state determination means 196 is provided with, for example, all of these shift speed determination means 200 and the like to comprehensively determine the traveling state, and if any of these determinations is affirmed, the vehicle travels. It is determined that the state is a traveling state in which the rate of increase of the turbine rotation speed N _T is high. In addition, the traveling state determination means 1
The gear 96 may be provided with only a part (1 to 3) of the above-described gear shift means 200 and the like.

FIG. 9 is a flow chart showing the main part of the slip control operation of the electronic shift control device 78, and FIG.
Is an example of a time chart when slip control is executed according to this flowchart.

In FIG. 9, in step S1, it is determined whether or not the conditions for starting the acceleration slip control are satisfied. In FIG. 10, the vehicle is accelerating at a constant throttle valve opening TA and the turbine rotation speed N _T is increasing, but until time t ₀ , for example, the output shaft rotation speed N _out, that is, the vehicle speed V is low. The traveling state of the vehicle is located at the point A in FIG. 4 and is in the release area and not in the slip control area. Therefore, initially, the determination at step S1 is denied and the present routine is ended, and the acceleration slip control is not executed. Then, at time t ₀ in a state where the acceleration traveling is continued, the traveling state of the vehicle moves to the point B in FIG. 4 and enters the slip control region due to the increase in the output shaft rotation speed N _out , and therefore, in step S1 above. If the determination is affirmative, the process proceeds to step S2, and the acceleration slip control is started.

In step S2, it is determined whether the content of the flag F1 is "0". This flag F1
When the content is “1”, the target slip amount TNS has already been reached at the initial transition of acceleration slip control.
This shows that the LP is set. Since the determination in step S2 is initially affirmative, the target slip amount TNSLPK during transition is determined in step S3, and the target slip amount TNSLPK during transition is set to the initial value of the target slip amount TNSLP in step S4. . This target slip amount TNSLP during transition
K is, for example, the rotational speed difference between the engine rotational speed N _e and the turbine rotational speed N _T , that is, the actual slip amount NSLP.
It is determined as the value of (= N _e −N _T ).

That is, since the actual slip amount NSLP is set to a relatively large value when the lockup clutch 24 is released and the acceleration slip control is not executed, the target slip at the beginning of the acceleration slip control is started. Amount TNSLP is the target slip amount TN at steady state
When SLP1 is set, the actual slip amount NSLP is sharply reduced and the engine rotation speed N _e is sharply reduced. Therefore, in order to suppress the rapid decrease in the engine rotation speed N _e , the actual slip amount is reduced. Target slip amount TN
It is set to SLP. Therefore, the target slip amount TNSLP is the steady-state target slip amount TNSLP1.
Target slip amount TNS during transition set to a value higher than
Since it is temporarily set to LPK, in the present embodiment, the above step S4 is the target slip amount increasing means 1
Corresponding to 92. The steady-state target slip amount TNSL
P1 is a target slip amount when the acceleration slip control is executed in a steady state, and for example, is stored in advance in FIG.
From the relationship shown in 1, the value is determined to decrease as the turbine rotation speed N _T increases.

Then, in the subsequent step S5, if the content of the flag F1 is set to "1" and the process proceeds to step S6, the target slip amount reduction routine shown in FIG. 12 is executed. Since the content of the flag F1 is set to "1" in step S5, after the target slip amount TNSLP is once set in step S4, the determination in step S2 is denied and the acceleration slip control condition is Only the step S6 is repeatedly executed while the condition is satisfied.

In step SS1 of FIG. 12, it is determined whether or not the reduction of the target slip amount TNSLP is completed, for example, whether or not the content of the flag F2 is "0". Since this determination is initially denied, the routine proceeds to step SS2 corresponding to the shift speed determination means 200, that is, the traveling state determination means 196, to determine whether the actually selected shift speed is the fourth speed gear speed. To be judged. When the fourth gear, which is the reference gear, is selected, this determination is affirmative, so the routine proceeds to step SS3, where the value of the attenuation amount DTNSLP is set to a relatively small value, for example, about 3 rpm. To be done. However, when the gear stage having a gear ratio larger than the reference gear stage, that is, the third gear stage is selected, the above determination is denied, so step SS4 corresponding to the target slip amount reduction speed changing means 198. And the value of the attenuation amount DTNSLP is relatively large, for example,
It is set to about 5r.pm. This attenuation amount DTNSLP
Is for determining the reduction amount of the target slip amount for each control cycle, that is, the reduction speed of the target slip amount during the reduction of the target slip amount. Therefore, when the determination at step SS2 is negative, that is, when the determination by the traveling state determination means 196 is affirmative, the decrease speed for reducing the target slip amount TNSLP to the steady-state target slip amount TNSLP1 is increased.

Then, the step S corresponding to the target slip amount reducing means 198 following the steps SS3 and SS4.
In S5, the present transient target slip amount TNSLPK _i is calculated by subtracting the attenuation amount DTNSLP from the transient target slip amount TNSLPK _i-1 calculated in the previous control routine in accordance with the following equation (3). It At the beginning of the acceleration slip control, the transient target slip amount TN determined in step S3 is replaced with the previous transient target slip amount TNSLPK _i-1.
SLPK is used. TNSLPK _i = TNSLPK _i-1 -DTNSLP (3)

In the following step SS6, the current target slip amount T during the transition calculated in step SS5 is calculated.
It is determined whether NSLPK _i is smaller than the steady-state target slip amount TNSLP1. Initially, this determination is denied, so the routine proceeds to step SS8, where the target slip amount TN
SLP is the target slip amount during transition calculated this time TNSL
This routine is ended by setting PK _i . Then, in a control routine (not shown), the slip control means 188 calculates and outputs the drive duty ratio DSLU so that the newly set target slip amount TNSLP and the actual slip amount NSLP match, thereby accelerating the slip control. Is executed.

By repeatedly executing the steps in FIG. 12, the target slip amount TNSLP is gradually reduced as shown in FIG.
In FIG. 10, the solid line indicates the engine speed N _e , the turbine speed N _T , the target slip amount TNSLP when the fourth speed gear is selected, that is, when the determination of the running state determination unit 196 is negative. , Drive duty ratio DSLU, and the alternate long and short dash line represents those when the third speed gear is selected, that is, when the determination of the traveling state determination means 196 is affirmative.

While the above steps are repeatedly executed, when the transient target slip amount TNSLPK _i calculated in step SS5 decreases to the steady state target slip amount TNSLP1, that is, the target slip amount TNSLP is changed to the steady state target slip amount. If it matches TNSLP1, the determination in step SS6 is affirmative, so the process proceeds to step SS9 and the target slip amount reduction completion and processing (for example, flag F
2 is reset to "0"), and then step S
In S10, the value of the target slip amount TNSLP is set to the steady-state target slip amount TNSLP1 and this routine is ended. Time t _{1 in} FIG. 10 indicates this time when the third gear is selected, and time t 1
₂ indicates this point in time when the fourth gear is selected.

As described above, the target slip amount TNS during transient
After LPK _i has decreased to the steady-state target slip amount TNSLP1, the determination at step SS1 is affirmative, so steps SS2 to SS9 are not executed, and the process immediately proceeds to step SS10 to set the steady-state target slip amount TNSLP. It is maintained at TNSLP1.

As described above, in the present embodiment, the traveling state of the vehicle is high in the turbine rotation speed N _T, that is, the vehicle speed V, according to step SS2 corresponding to the shift stage determination means 200, that is, the traveling state determination means 196. When it is determined that the vehicle is in the traveling state and the determination of the gear shift stage determination means 200 is affirmative (that is, when the third speed gear stage is selected and the determination of step SS2 is negative),
Compared with the case where the determination is denied (that is, the fourth gear is selected and the determination in step SS2 is affirmative), the target slip amount reduction speed changing means 198 corresponding to step SS4 corresponds to the target slip. In step SS5 corresponding to the amount reducing means 194, the target slip amount TNSLP is the steady-state target slip amount TNSLP1.
The speed that is reduced to is increased. That is, the target slip amount reduction speed is increased as the turbine running speed N _T in response to the operation of the accelerator pedal 50, that is, the increasing rate of the vehicle speed V becomes higher with respect to the predetermined vehicle running state.

As described above, as shown by the alternate long and short dash line in FIG. 10, the turbine rotation speed N _T rises quickly, that is, the vehicle speed V rises quickly and the engine rotation speed N _e does not easily decrease. The target slip amount TNSLP is reduced to the steady-state target slip amount TNSLP1 in a short time to sufficiently obtain the fuel consumption improving effect, and as shown by the solid line in FIG. 10, the turbine rotation speed N _T increases slowly. In case, the target slip amount TNSL
Since P is gradually decreased, the engine speed N
The occurrence of discomfort due to a decrease in _e is suitably suppressed.

FIG. 13 shows that the target slip amount TNSLP is equal to the throttle valve opening T during execution of the acceleration slip control.
6 is a time chart showing a case where A is increased by being increased, and then is decreased toward a steady-state target slip amount TNSLP1. Even in this case,
The target slip amount TNSLP is reduced according to the target slip amount reduction routine shown in FIG.

In FIG. 13, the throttle valve opening TA is kept at a constant value until time t ₀ , and the actual slip amount NSLP is made to match the target slip amount TNSLP set in the steady-state target slip amount TNSLP1. And
At the time t ₀ , the throttle valve opening degree TA is increased, and when the vehicle enters the acceleration traveling state, the slip control during the transition is executed by the same control routine as that shown in FIG. In the case of the present embodiment, instead of determining in step S1 of FIG. 9 that the acceleration slip control condition is satisfied, the fact that the vehicle is in the acceleration running state while the acceleration slip control is being executed is determined by the throttle valve. Opening T
The transition target slip amount TNSLPK is determined in step S3 based on the fact that A is increased. For example, the change rate VTA of the throttle valve opening is calculated based on the relationship shown in FIG. Is based on. The rate of change VTA is, for example, the throttle valve opening TA read in the previous control cycle.
It is a difference value between _i-1 and the throttle valve opening TA _i read in the current control cycle. Further, in the figure, KTDA is a threshold value that sets the target slip amount TNSLP to the steady-state target slip amount TNSLP1.

In the present embodiment, as described above, after the target slip amount TNSLP is increased at the time t ₀ , the target slip amount TNSLP is allowed to decrease at the time t ₁ after a lapse of a predetermined time. Therefore, according to the target slip amount reduction routine of FIG. 12, the target slip amount T
NSLP is reduced. That is, as shown in FIG. 13, when the target slip amount TNSLP is temporarily increased during execution of the acceleration slip control,
Actual slip amount NSLP due to mechanical system response delay
Does not immediately increase, and it takes some time for the target slip amount TNSLP to be matched. for that reason,
For example, the change rate ΔNSLP of the actual slip amount NSLP is 0
The target slip amount reduction routine is executed from time t ₁ when the rpm is reached. It should be noted that, after the execution of the target slip amount reduction routine is started, it is the same as that of the above-mentioned embodiment, and therefore its explanation is omitted.

That is, also in this embodiment, the decrease in the engine speed N _e as shown in FIG. 13 slows down the decrease rate of the target slip amount TNSLP when the increase rate of the turbine speed N _T is low. It is suppressed by doing. Therefore, the present invention is not limited to the case where the target slip amount TNSLP is temporarily increased by starting the acceleration slip control from the released state of the lockup clutch 24, and the throttle valve during execution of the acceleration slip control. The same applies when the target slip amount TNSLP is temporarily increased by increasing the opening degree TA.

FIGS. 15 to 17 explain a target slip amount reduction routine in the case where it is determined based on another criterion that the traveling state of the vehicle is the traveling state in which the turbine rotation speed N _T, that is, the vehicle speed V rapidly increases. It is a figure. In addition,
The parts omitted in each figure are the same as those in FIG.

In the embodiment shown in FIG. 15, instead of step SS2 for determining the selected gear,
Step SS11 is provided for determining that the engine load is larger than a predetermined reference load set in advance. The reference load is set to a value at which the rate of increase of the turbine rotation speed N _T is as high as when the third gear is selected. If the determination in step SS11 is negative, the process proceeds to step SS3, and the attenuation amount DTNSLP = 3r.pm is set, but if the determination is affirmative, the process proceeds to step SS4 and, for example, the attenuation amount D
TNSLP = 5r.pm is set. The turbine rotation speed N _T, that is, the increase rate of the vehicle speed V becomes high when the engine load is large.
The TNSLP may be determined. In the present embodiment, the step SS11 corresponds to the engine load judging means 202, that is, the traveling state judging means 196.

In the embodiment shown in FIG. 16, instead of step SS2 for judging the selected gear,
Step SS12 is provided for determining that the increase rate of the vehicle speed V is higher than a preset predetermined reference increase rate. The reference increase rate is also set to a value at which the increase rate of the turbine rotation speed N _T is as high as when the third gear is selected. If the determination in step SS12 is negative, the process proceeds to step SS3, for example, the attenuation amount DTNSLP = 3r.pm is set, but if the determination is affirmative, the process proceeds to step SS4, for example, the attenuation amount D.
TNSLP = 5r.pm is set. In this embodiment, the step SS12 corresponds to the vehicle speed increase rate judging means 204, that is, the traveling state judging means 196.

In the embodiment shown in FIG. 17, instead of step SS2 for judging the selected gear,
Step SS13 is provided to determine that the uphill gradient of the road surface of the vehicle is smaller than a preset predetermined reference gradient. The reference gradient is also the turbine rotation speed N _T
Is set so that the rate of increase of the same becomes as high as when the third gear is selected. If the determination in step SS13 is negative, the process proceeds to step SS3,
For example, the attenuation amount DTNSLP = 3r.pm is set,
In the affirmative, the routine proceeds to step SS4, and the attenuation amount DTNSLP = 5 rpm is set, for example. The turbine rotation speed N _T, that is, the increase rate of the vehicle speed V becomes higher when the uphill gradient is small, and therefore the attenuation amount DTNSLP may be determined by such a determination. In this embodiment, the step SS13 corresponds to the road gradient judging means 206, that is, the traveling state judging means 196.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, the control pressure P _SLU in the above embodiment is
As the lock-up relay valve 98 is switched to the ON side as it increases from zero, the differential pressure (P _on -P _off ) of the lock-up clutch 24 is increased thereafter, and the lock-up clutch 24 is finally engaged. But on the contrary,
Lock-up relay valve 98 as the maximum value decreases
Is switched to the on side, and thereafter, the differential pressure (P _on -P _off ) of the lockup clutch 24 is increased, and finally the lockup clutch 24 is engaged.
The lockup relay valve 98, the lockup control valve 100, and the like may be configured.

Further, in the above-described embodiment, the damping amount DTNSLP when the fourth speed is selected such that the turbine rotation speed N _T, that is, the increase rate of the vehicle speed V is low, is 3r.
The attenuation amount DTNSLP was set to about 5 rpm when the third gear having a high turbine rotation speed N _T, that is, the increasing rate of the vehicle speed V is selected to about 5 pm. It is appropriately changed in relation to the rate of increase of the turbine rotation speed N _T.

In the embodiment shown in FIGS. 15 to 17, the attenuation amount DTNSL is continuously or stepwise according to the engine load, the vehicle speed increase rate, the road gradient, etc.
P may be changed. That is, for example, when the engine load or the like is larger than the predetermined determination reference value, step SS4
In the case of proceeding to, the attenuation amount DTNSLP may be increased according to a predetermined map or function so that the decreasing speed becomes faster as the engine load and the like increase.

The target slip amount TNSLP is set to the target slip amount TNSLPK at the time of transition based on the running state of the vehicle.
Is temporarily set to a value larger than the steady-state target slip amount TNSLP1 for the current target slip amount TNSLP set according to the running state of the vehicle. This is because, as shown in the embodiment, the slip control is started from the slip control non-execution state based on the change of the running state of the vehicle such as the vehicle speed V increasing or the throttle valve opening TA decreasing. At this time, the target slip amount TNSLP may be set to a value larger than the steady-state target slip amount TNSLP1 by setting the actual slip amount NSLP. Also, when the slip control is being executed, the current target slip amount TNSLP may be set to the transient target slip amount TNSLPK larger than the steady-state target slip amount TNSLP1 based on the change in the running state of the vehicle such as the depression of the accelerator 50. is there. Furthermore,
When shifting is performed based on changes in the running state of the vehicle,
The target slip amount TNSLP is set to the target slip amount TN in the steady state.
In some cases, a fixed slip amount or actual slip amount NSLP larger than SLP1 may be set. In any case,
The target slip amount TNSLP set to a high value is reduced to the steady-state target slip amount TNSLP1. That is, the present invention relates to the entire control executed to reduce the current target slip amount TNSLP to the steady-state target slip amount TNSLP1 when the current target slip amount TNSLP is set to be larger than the steady-state target slip amount TNSLP1.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear stage is controlled by a hydraulic control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG.

FIG. 4 is a diagram used for area determination in engagement control and slip control.

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

6 is a diagram showing output characteristics of the linear solenoid valve of FIG.

7 is a characteristic diagram showing a relationship between a control pressure P _SLU and an engagement-side hydraulic pressure P _on and a disengagement-side hydraulic pressure P _off of a lockup clutch in the hydraulic control circuit of FIG. 4.

8 is a functional block diagram illustrating a main part of an engagement control function of the electronic shift control device of FIG.

9 is a flowchart illustrating a main part of engagement control operation of the electronic shift control device of FIG.

10 is a time chart showing changes in target slip amount and the like when engagement control is performed according to the flowchart of FIG.

FIG. 11 is a diagram showing the relationship between turbine rotation speed and steady-state target slip amount.

12 is a diagram showing a target slip amount reduction routine of the flowchart of FIG.

FIG. 13 is a diagram for explaining another embodiment to which the present invention is applied, and is a diagram for explaining a case where the target slip amount is increased by increasing the throttle valve opening during acceleration slip control. Is.

FIG. 14 is a diagram for explaining the relationship between the rate of change of the throttle valve opening and the target slip amount in the embodiment of FIG.

FIG. 15 is a diagram for explaining still another embodiment of the present invention, and is a diagram corresponding to a part of FIG. 12;

FIG. 16 is a diagram for explaining yet another embodiment of the present invention and is a diagram corresponding to a part of FIG. 12;

FIG. 17 is a diagram for explaining yet another embodiment of the present invention and is a diagram corresponding to part of FIG. 12;

FIG. 18 is a diagram for explaining a problem when the conventional target slip amount reduction rate is constant.

[Explanation of symbols]

10: Engine 14: Automatic transmission 24: Lock-up clutch (direct coupling clutch) 188: Slip control means 190: Engine load change rate detecting means 192: Target slip amount increasing means 194: Target slip amount reducing means 196: Running state determination means 198: Target slip amount reduction speed changing means

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-6-174075 (JP, A) JP-A-3-189469 (JP, A) JP-A-4-331868 (JP, A) JP-A-1- 206160 (JP, A) JP-A-59-43256 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 61/14

Claims (5)

(57) [Claims] 1. A vehicle equipped with a direct coupling clutch that directly couples a pump impeller and a turbine runner, and slip control means for controlling the slip amount of the direct coupling clutch to match a target slip amount, and a change in the running state of the vehicle. Based on the above, the target slip amount is temporarily set to the transient target slip amount set to a value higher than the steady-state target slip amount which is the target slip amount when the acceleration slip control is executed in the steady state. Target slip amount increasing means and target slip amount decreasing means for decreasing the target slip amount temporarily set to the transient target slip amount by the target slip amount increasing means to the steady-state target slip amount. A slip control device for a direct coupling clutch for a vehicle, which is capable of operating an accelerator pedal in a predetermined vehicle running state. A traveling state determination means for determining that the vehicle running state has a high rate of increase of the rotation speed of the turbine runner, and the target slip amount increasing means as the vehicle traveling state has a high rate of increase of the rotation speed of the turbine runner. by the target slip amount reduction rate changing means to increase the speed reduced to steady target slip amount by the pre-Symbol target slip amount reducing means the target slip amount that has been temporarily set as the target slip amount during the transient, include A slip control device for a direct coupling clutch for a vehicle characterized by: 2. Actually selected gear shift of an automatic transmission
Judge that the gear ratio is larger than the predetermined reference gear ratio
Equipped with a shift speed determination means for The traveling state determination means is not determined by the gear position determination means.
If affirmative, the running condition of the vehicle is
Check that the vehicle is in a running state with a high rate of increase in rotation speed.
The clutch of the direct coupling clutch for vehicle according to claim 1, which is a judgment.
Lip control device. 3. A predetermined base for which the engine load is predetermined.
Engine load judgment hand to judge that it is larger than the semi-load
Equipped with steps The running state determination means is based on the engine load determination means.
If the judgment is positive,
The turbine runner in response to accelerator pedal operation.
It is determined that the vehicle is in a running state with a high rate of increase in rotation speed.
To refuse A clutch for a direct coupling clutch for a vehicle according to claim 1.
Control device. 4. A predetermined base for which the rate of increase in vehicle speed is predetermined.
Vehicle speed increase rate judgment means to judge that it is higher than the semi-increasing rate
Equipped with The traveling state determination means is based on the vehicle speed increase rate determination means.
If the judgment is positive,
Turn the turbine runner in response to accelerator pedal operation.
Judge that the vehicle is in a running state with a high rate of increase in rolling speed
The slip of the direct coupling clutch for vehicle according to claim 1
Control device. 5. The upward slope of the road surface of the vehicle is set in advance.
Road gradient that is judged to be smaller than the specified reference slope
Equipped with distribution determination means, The traveling state determination means is based on the road gradient determination means.
If the judgment is positive,
The turbine runner in response to accelerator pedal operation.
It is determined that the vehicle is in a running state with a high rate of increase in rotation speed.
The slip of the direct coupling clutch for a vehicle according to claim 1, which is to be disconnected.
Control device.