JPH05172240A - Judder sensing device of direct coupling clutch for vehicle - Google Patents

Abstract

PURPOSE:To provide a judder sensing device, which can judge certainly a judder resulting from a direct coupling clutch. CONSTITUTION:The rotational variation of the input shaft revolving speed Nin or output shaft revolving speed Nout is free from setting of Flag XJADA even though Step SM6 judges a judder as long as the elapsed time since vibration of the front suspension was sensed lies within the set time TJ, but Flag XJADA is set to '1' in conformity to judder judgement made by Step SM6 if the elapsed time is exceeding the set time TJ. That is, Step SM7 nullifies judder judgement by Step SM6 in case vibration transmitted from wheels is such one as influencing the judder judgement. Thereby judder resulting from stick slip of a lockup clutch can be sensed certainly.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art A direct coupling clutch for a vehicle is engaged in order to eliminate a rotational loss of a torque converter or a fluid coupling, and is provided in a direct coupling clutch engagement diagram, for example, in order to improve fuel consumption. The vehicle is slipped (semi-engaged) in order to maintain the engine rotation speed above the fuel cut rotation speed when the vehicle is running in the slip region or during deceleration running. As a device for performing such slip control, for example, a slip control device described in Japanese Patent Publication No. 62-50703 is known.

During the slip control of the direct coupling clutch in the above-mentioned device, so-called judder, which is torque fluctuation of the drive system and vehicle vibration, may occur due to stick slip of the direct coupling clutch. This Jada is
If it starts once during the slip control of the direct coupling clutch, it tends to occur continuously, causing vehicle passengers to feel uncomfortable due to vehicle vibration and noise. Therefore, in the above conventional slip control device, the judder is determined based on the fluctuation of the rotation speed of the rotating body provided in the latter stage of the direct coupling clutch, specifically, the fluctuation of the slip amount of the direct coupling clutch, and the occurrence of the judder is generated. If is determined, the slip control is stopped.

[0004]

In the conventional slip control device described above, the judder is determined based on the variation of the slip amount of the direct coupling clutch related to the variation of the rotation speed of the rotating body provided in the latter stage of the direct coupling clutch. Therefore, if the vibration transmitted from the wheels becomes large, such as when the vehicle travels on a road surface with large unevenness, the judder determination is affected, so that judder actually occurs in the vehicle. Even if it is not, it may be determined that judder has occurred. When the judder is erroneously determined in this way, the slip control is stopped, so that it is impossible to improve the fuel consumption of the vehicle by the slip control.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a judder detecting device capable of reliably determining judder caused by a direct coupling clutch.

[0006]

The object of the present invention to achieve the above object is to provide a direct coupling type vehicle in a vehicle equipped with a fluid transmission device with a direct coupling clutch, as shown in the schematic diagram of the invention of FIG. A judder for a direct coupling clutch for a vehicle provided with a rotational speed detecting means for detecting a rotational speed of a power transmission member provided at a subsequent stage of the clutch, and a judder determination means for determining judder of the direct coupling clutch based on a variation in the rotational speed. In the detection device, when the vibration transmitted from the wheel of the vehicle affects the judder determination by the judder determination means, the judder determination means is prevented from executing the judder determination or the judder determination means is executed. It is intended to include a judder determination canceling means for invalidating the judder determination result by.

[0007]

With this configuration, when the vibration transmitted from the drive wheels affects the judder determination by the judder determination means, the judder determination canceling means avoids the execution of the judder determination by the judder determination means. Alternatively, the judder determination result by the judder determination means is invalidated.

[0008]

As described above, when the disturbance affecting the judder determination occurs, execution of the judder determination by the judder determination means is avoided or the result of the judder determination by the judder determination means is invalidated. The judder caused by the stick-slip of is reliably detected.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 2 is a diagram showing a vehicle power transmission device to which an embodiment of the present invention is applied. In the figure, the power of the engine 10 is transmitted to the drive wheels via a torque converter 12 with a lockup clutch, an automatic transmission 14, a differential gear device (not shown) and the like.

The torque converter 12 is the engine 1
Pump impeller 18 connected to zero crankshaft 16
And a turbine impeller 22 fixed to the input shaft 20 of the automatic transmission 14 and rotated by receiving oil from the pump impeller 18, and a housing 26 which is a non-rotating member via a one-way clutch 24. Stator wheel 28
And a lock-up clutch 32 connected to the input shaft 20 via a damper 30. When the hydraulic pressure in the disengagement side oil chamber 33 is higher than that in the engagement side oil chamber 35 in the torque converter 12, the lockup clutch 32 is disengaged, so that the input / output rotational speed ratio of the torque converter 12 is reduced. The torque is transmitted at a corresponding amplification factor. However, when the oil pressure in the engagement-side oil chamber 35 is higher than that in the disengagement-side oil chamber 33, the lock-up clutch 32 is engaged, so that the input / output members of the torque converter 12, that is, the crankshaft 16 and the input. The shaft 20 is directly connected.

The automatic transmission 14 is a so-called A / T stepped transmission provided with a plurality of sets of planetary gear devices and friction engagement devices for selectively engaging those elements, or an effective diameter. Is composed of a belt-type continuously variable transmission having a pair of variable pulleys that are variable and a transmission belt wound around the variable pulleys, and the gear ratio between the input shaft 20 and the output shaft 34 is changed by a shift command signal from the electronic control unit 42. According to the method, it is changed in multiple steps or steplessly. The vehicle of this embodiment includes the automatic transmission 1
Hydraulic control circuit 4 for controlling gear shift for controlling the gear ratio of No. 4
4 and an engagement control hydraulic control circuit 46 for controlling the engagement of the lockup clutch 32. The hydraulic control circuit 44 for shift control is disclosed, for example, in JP-A-62-3.
As described in Japanese Patent No. 4558 and Japanese Patent Laid-Open No. 2-212656, Solenoid No. 1 and Solenoid N
First solenoid valve 4 which is turned on / off by o.2
8 and a second solenoid valve 50, and the shift direction and shift speed of the automatic transmission 14 are controlled by a combination of the operations of the first solenoid valve 48 and the second solenoid valve 50.

Further, the engagement control hydraulic control circuit 46 includes a linear solenoid valve 52 operated by a solenoid No. 3 which is a linear solenoid, a release side position for releasing the lockup clutch 32 and the lockup clutch 32. A switching valve 54 that is switched to an engagement-side position that engages the valve, and a regulator pressure P _cl that is generated according to a throttle valve opening degree by a clutch pressure regulating valve (not shown) in the shift control hydraulic control circuit 44. It is provided with a slip control valve 56 that uses the original pressure. The linear solenoid valve 52 uses a constant modulator pressure P _modu generated in the shift control hydraulic control circuit 44 as a _source pressure, and is dependent on the magnitude of the drive current I _sol from the electronic control unit 42. A large output pressure P _lin is continuously generated, and this output pressure is applied to the switching valve 54 and the slip control valve 56.

The switching valve 54 includes a spring 58 for urging a spool valve element (not shown) toward a release side position,
The first port 60 to which the regulator pressure P _cl is supplied
And a second port 62 to which the output pressure of the slip control valve 56 is supplied and a third port 64 connected to the release side oil chamber 33.
And a fourth port 66 connected to the engagement side oil chamber 35, and a fifth port 68 connected to the drain. When the output pressure P _lin of the linear solenoid valve 52 supplied to the switching valve 54 falls below a predetermined constant value, the spool valve element is positioned at the release side position according to the urging force of the spring 58. , The second port 62 is closed, and the first port 60 and the third port 64 and the fourth port 66 and the fifth port 68 are made to communicate with each other. Therefore, the hydraulic pressure P _off in the disengagement side oil chamber 33 becomes the regulator pressure P _cl, and at the same time the hydraulic pressure P _on in the engagement side oil chamber 35 becomes the atmospheric pressure, and the lockup clutch 32 is released. However, when the output pressure P _lin of the linear solenoid valve 52 acting on the spool valve element of the switching valve 54 exceeds a predetermined constant value, the spool valve element of the switching valve 54 resists the biasing force of the spring 58. To the engagement side position to close the fifth port 68 and
Communication is established between the port 60 and the fourth port 66, and between the second port 62 and the third port 64, respectively. For this reason,
At the same time as the hydraulic pressure P _on in the engagement side oil chamber 35 becomes the regulator pressure P _cl , the hydraulic pressure P _off in the disengagement side oil chamber 33 is pressure controlled by the slip control valve 56 and the lockup clutch 32 is slip controlled. Or it is released.

The slip control valve 56 is a slip control valve not shown.
Spring for urging the pool valve toward the output pressure increasing side
70 are provided. This spool valve has increased output pressure
In the engagement side oil chamber 35 in order to generate thrust toward the side.
Hydraulic pressure P_onIs being operated and the output pressure is decreasing
Oil in the release side oil chamber 33 to generate thrust toward
Pressure P_offAnd the output pressure P of the linear solenoid valve 52_lin
Are operated respectively. Therefore, the slip system
The control valve 56 corresponds to the slip amount as shown in Formula 1.
Differential pressure ΔP (= P_on-P_off) Is the linear solenoid valve 5
2 output pressure P_linIt operates so that the value corresponds to.
Here, in Formula 1, F is the urging force of the spring 70,
A₁Is the hydraulic pressure P at the spool valve_onPressure receiving area, A₂
(However, A ₁= A₂) Is the hydraulic pressure P_offPressure receiving area, A₃Out
Force P_linIs the pressure receiving area.

[0015]

[Number 1] _{ΔP = P on -P off = (} A 3 -A 1) P lin -F / A 1

Therefore, in the engagement control hydraulic control circuit 46 configured as described above, the hydraulic pressure P _on in the engagement side oil chamber 35 and the hydraulic pressure P _off in the release side oil chamber 33 are as shown in FIG.
As shown in, the output pressure P _lin of the linear solenoid valve 52 is
The linear solenoid valve 52
The switching control of the switching valve 54 and the slip control of the lockup clutch 32 after the switching valve 54 is switched to the engagement position can be performed by the output pressure P _lin of the switching valve 54.

The electronic control unit 42 includes a CPU 82 and a ROM.
A so-called microcomputer including 84, RAM 86, an interface (not shown), and the like.
A throttle sensor 88 for detecting the opening degree of a throttle valve provided in an intake pipe 80 of the engine 10, the engine 10
Engine speed sensor 90 for detecting the rotation speed of the automatic transmission 14, an input shaft rotation sensor 92 for detecting the rotation speed of the input shaft 20 of the automatic transmission 14, and an output shaft rotation sensor for detecting the rotation speed of the output shaft 34 of the automatic transmission 14. 94, shift lever 96
Of the throttle valve opening θ _th from the operation position sensor 98 for detecting the operation position of the engine, that is, any one of the L, S, D, N, R, and P ranges, and the engine rotation speed N _e.
(Pump impeller rotation speed N _P ), input shaft rotation speed N _in (turbine impeller rotation speed N _T ), output shaft rotation speed N _out , shift lever 96 operating position P _s Are supplied respectively. Further, for example, as shown in FIG. 4, a vehicle front suspension 100f of the present embodiment is provided with a vibration sensor 102 for detecting a road surface condition, and a signal from the vibration sensor 102 corresponding to the unevenness of the road surface, that is, A signal S representing the vibration transmitted to the vehicle body through the wheels 104f.
B is supplied to the electronic control unit 42.

The CPU 82 of the electronic control unit 42 is a RAM
The first solenoid valve 48 for processing the input signal according to the program stored in advance in the ROM 84 while utilizing the temporary storage function of 86, and executing the shift control of the automatic transmission 14 and the engagement control of the lockup clutch 32, Second solenoid valve 5
0 and the linear solenoid valve 52 are controlled respectively.
In the shift control, the actual throttle valve opening θ _th and the output shaft rotation speed N _out are determined from the shift diagram stored in advance in the ROM 84.
The target gear stage or the target input shaft rotation speed is determined based on the vehicle speed V calculated from the above, so that the target gear stage or the target input shaft rotation speed matches the actual gear stage or the engine rotation speed N _e. First solenoid valve 48, second solenoid valve 5
Drive 0. Further, in the engagement control of the lock-up clutch 32, whether or not the vehicle state represented by the throttle valve opening θ _th and the output shaft rotation speed N _out is within a prestored slip region shown in FIG. 5, for example. Judged,
When it is determined that the lockup clutch 32 is in the slip region, the lockup clutch 32 is in the half-engaged state. Further, the slip control is executed during the gear shift period of the automatic transmission 14 and during deceleration travel.

The main part of the operation of the electronic control unit 42 will be described in detail below with reference to the flowchart of FIG.

In FIG. 6, in step SM1, it is determined whether or not the vehicle speed V is less than or equal to a preset determination reference value V ₀ . This judgment reference value V ₀ is a constant value for judging whether or not the vehicle is substantially stopped,
A value of several km / h is adopted. If the vehicle is in the traveling state, the determination at step SM1 is negative, and therefore step SM3 is directly executed. However, if the vehicle is substantially stopped, the determination at step SM1 is affirmative, so that the content of the flag X _JADA is cleared to "0" at step SM2, and then step SM3 is executed. The flag X _JADA indicates that the judder determination is made when the content is "1".

At step SM3, it is judged whether or not the content of the flag X _JADA is "1". Initially, the determination at step SM3 is denied, so the subsequent step SM3
In 4, it is determined whether or not slip control of the lockup clutch 32 is being executed. If slip control is not being executed, there is no possibility of judder, so the determination at step SM4 is denied and this routine is ended. However, if slip control is being executed, judder is likely to occur, so steps SM5 and thereafter are executed.

In step SM5, for example, the rotational fluctuation of the rotational speed N _in of the input shaft 20 of the automatic transmission 14 or the rotational speed N _out of the output shaft 34, that is, the amplitude A of the rotational fluctuation and the frequency F of the rotational fluctuation are calculated. .. Continuing step S
At M6, judder determination is performed based on the amplitude A and frequency F of the rotation fluctuations. That is, the amplitude A of the rotation fluctuation exceeds a preset value, for example, 10 rpm, and the frequency F of the rotation fluctuation is a preset value,
For example, when the frequency is 40 Hz, it is determined to be judder. Incidentally, FIG. 7 shows the rotation fluctuation when the judder is generated, and FIG. 8 shows the rotation fluctuation when the vehicle is traveling on a rough road when the judder is not generated. However, when the unevenness of the road surface is regular, vibration with a frequency of about 40 Hz may occur with a relatively large amplitude. In such a case, step SM
Judgment determination may be performed at 6.

If it is judged in the step SM6 that it is not judder, this routine is ended.
However, when it is determined to be judder in step SM6, the elapsed time after the vibration of the front suspension 100f is detected by the vibration sensor 102 in step SM7 is within the preset time T _J. It is determined whether or not. The vibration of the front suspension 100f is detected by whether or not the signal SB from the vibration sensor 102 exceeds a preset judgment reference value. Further, the set time T _J is determined based on the actual vehicle speed V from the prestored relationship shown in FIG. 9, for example. The relationship is determined so that the set time T _J is equal to or more than the time from when the unevenness of the road surface passes the front wheel 104f to when it passes the rear wheel 104r.

If the elapsed time after the vibration of the front suspension 100f is detected by the vibration sensor 102 is within the set time T _J , it is a period during which the accuracy of the judder determination cannot be obtained due to the vibration from the road surface. The determination at step SM7 is affirmed and this routine is ended. As a result, the flag X _JADA is not set even if it is determined to be judder in step SM6. However, the vibration of the front suspension 100f is not detected by the vibration sensor 10
The time elapsed after being detected by 2 is the set time T _J
If it exceeds, it is a period in which the accuracy of the judder determination is not affected by the vibration from the road surface, so the content of the flag X _JADA is set to "1" in the subsequent step SM8. Then, in the next step SM9, the slip control condition is changed so as to suppress judder. For example, the slip control area shown in FIG. 5 is reduced to a high speed side (high rotation side) portion of the area so that only the slip control at the high rotation in which judder is hard to occur is performed, or in the slip control The target slip amount is increased, the feedback cycle for controlling the target slip amount is lengthened, or the feedback gain is changed.

Once the content of the flag X _JADA is set to "1" as described above, in the next control cycle, immediately after the determination at step SM3 is affirmed, step SM is performed.
9 is executed, and thereafter, the cycle is repeated until the vehicle stops, and the slip control condition for suppressing judder is maintained.

As described above, according to this embodiment, as shown in FIG.
As shown in FIG. 3, the rotation fluctuation of the input shaft rotation speed N _in or the output shaft rotation speed N _out is caused by the front suspension 100.
If the elapsed time from the detection of the vibration of f is within the set time T _J , the flag X _JADA is not set even if the judder determination is made in step SM6, but the elapsed time exceeds the set time T _J. For example, the flag X _JADA is set to "1" according to the judder determination in step SM6. That is, if the vibration transmitted from the wheels 104f and 104r affects the judder determination in step SM6 corresponding to the judder determination means, the judder determination in step SM6 is performed in step SM7 corresponding to the judder determination canceling means. Is invalidated. For this reason,
The judder caused by the stick-slip of the lock-up clutch 32 is reliably detected.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the present embodiment, a vibration sensor (not shown) for detecting the vibration of the engine block is provided in the engine 10, and a gear sensor (not shown) for detecting the actual gear stage or gear ratio of the automatic transmission 14 is provided. It is provided. FIG. 11 shows the electronic control unit 4 in this embodiment.
6 is a flowchart illustrating a main part of the operation of No. 2. In the flowchart shown in FIG. 11, step SM in FIG.
7, steps SP1 to SP6 for determining whether the vibration transmitted from the road surface via the wheels 104f and 104r affects the judder determination in step SM6 are the same as step SM4 in FIG. It is provided between SM5.

At step SP1, the actual gear stage or gear ratio of the automatic transmission 14, the vehicle speed V, and the throttle valve opening θ.
_th is read. In the following step SP2, a data map corresponding to an actual gear stage or gear ratio is selected from a plurality of types of data maps stored in advance, and
The map value T _M is read from the data map based on the actual vehicle speed V and the throttle valve opening θ _th . Figure 1
2 shows an example of a data map when the automatic transmission 14 is in the second gear. The map value T _M is a phase shift time between engine vibration and rotation fluctuation that appears when judder occurs in the vehicle, and is experimentally obtained in advance. Then, in step SP3,
The engine vibration detected by the vibration sensor is read, and in step SP4, the output shaft rotation speed N
The rotation fluctuation of _out is read. In the following step SP5, the phase shift time (phase difference) t _{p of the} engine vibration and rotation fluctuation is calculated. FIG. 13 shows the phase shift time t _p .

Then, in step SP6, it is determined whether or not the map value T _M and the phase shift time t _p are equal. In this step SP6, it is only necessary to determine whether or not they are substantially equal, so it is determined whether or not the phase shift time t _p falls within a predetermined range centered on the map value T _M , for example. If the map value T _M and the phase shift time t _p are not equal, the determination at step SP6 is denied and the present routine is ended. However, when the map value T _M and the phase shift time t _p are equal, the determination at step SP6 is affirmative and the judder determination at step SM6 is executed.
In the present embodiment, the vibration transmitted from the wheels 104f and 104r corresponds to the judder determination means in step SM6.
If it affects the Jada judgment by
By executing step SP6 corresponding to the judder determination canceling means, execution of judder determination in step SM6 is avoided. The present embodiment utilizes the phenomenon that vibrations from the road surface are transmitted irregularly, while vibrations due to judder occur regularly.

In the embodiment described below, in addition to the configuration shown in FIG. 2, the lateral vibration sensor 110 for detecting the lateral vibration of the engine block and the vertical vibration of the engine block as shown in FIG. A longitudinal vibration sensor 112 for detecting is provided in the engine 10. Figure 15 shows
6 is a flowchart illustrating a main part of the operation of the electronic control unit 42 in the present embodiment. In the flowchart shown in FIG. 15, instead of step SM7 of FIG. 6, it is determined whether or not the vibration transmitted from the road surface via the wheels 104f and 104r affects the judder determination of step SM6. Steps SS1 to SS3 are provided between steps SM6 and SM8 in FIG.

In step SS1, the signals from the lateral vibration sensor 110 and the vertical vibration sensor 112 are read, and in the subsequent step SS2, the lateral vibration amplitude A _W and the vertical signal amplitude A _W of the engine block are read. _H and are calculated. Then, in step SS3, it is judged whether or not the amplitude A _W of the horizontal vibration is equal to the amplitude A _H of the vertical signal. In this step SS3 as well, it is only necessary to determine whether or not they are substantially equal. Therefore, for example, the amplitude A _W of the vibration in the lateral direction and the amplitude A _H of the signal in the longitudinal direction are set within a predetermined range centered on the other. Is determined. When the amplitude A _W of the vibration in the horizontal direction and the amplitude A _H of the signal in the vertical direction are not equal to each other, the determination in step SS3 is denied and the present routine is ended. However, when the amplitude A _W of the vibration in the horizontal direction is equal to the amplitude A _H of the signal in the vertical direction, the determination in step SS3 is affirmed and step SM8 is executed, and the flag X is determined based on the judder determination result in step SM6. _JADA is set to "1". In the present embodiment, when the vibrations transmitted from the wheels 104f and 104r affect the judder determination in step SM6 corresponding to the judder determination means, by the step SS3 corresponding to the judder determination canceling means,
The judder determination result in step SM6 is invalidated.
In the present embodiment, the vibration of the engine block based on the vibration of the judder in the vehicle has the same amplitude A _W of the vibration in the lateral direction and the amplitude A _H of the signal in the vertical direction, while the vibration of the engine block based on the vibration from the road surface. The vibration is based on the phenomenon that the amplitude A _W of the horizontal vibration and the amplitude A _H of the vertical signal are not equal.

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

For example, in the embodiment shown in FIG. 6, the vibration sensor 10 is attached to the front suspension 100f.
2 is provided and the judder determination result is invalidated when the elapsed time after the vibration of the front suspension 100f is detected is within the set time T _J. In the above, the rear suspension 100r may be provided with a vibration sensor, and the judder determination may be invalidated within a time range traced back the set time T _J after the vibration of the rear suspension 100r is detected.

Further, in the above-described embodiment, the rotation fluctuation of the input shaft rotation speed N _in or the output shaft rotation speed N _out is used for the judder determination, but the fluctuation of the slip amount (rotation speed) of the lockup clutch 32 is changed. May be used, or the rotational speed fluctuation of the rotating body in the automatic transmission 14 or the rotating body at a stage subsequent to the automatic transmission 14 may be used.

In the embodiment shown in FIG. 6, the flag X _JADA is cleared to "0" when the vehicle is stopped. However, the ignition key is turned off or the battery is removed. Therefore, the flag X _JADA may be configured to be cleared to "0".

Further, the torque converter 1 of the above-described embodiment.
Instead of 2, a flute coupling with a lockup clutch may be provided.

The above description is merely one embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of drawings]

FIG. 1 is a diagram showing a summary of the present invention.

FIG. 2 is a diagram showing a judder detection device according to an embodiment of the present invention and a vehicle power transmission device to which the judder detection device is applied.

3 is a diagram illustrating an engagement control hydraulic control circuit of FIG. 2, wherein an output pressure P _lin of a linear solenoid valve, an engagement side oil chamber hydraulic pressure P _{on of a} lockup clutch, and a release side oil chamber hydraulic pressure P _off;
It is a figure explaining the relationship with.

FIG. 4 is a diagram illustrating a mounting position of the vibration sensor of FIG.

5 is a diagram showing a relationship used in engagement control of a lockup clutch by the electronic control device of FIG.

FIG. 6 is a flowchart illustrating a judder detection operation, which is a main part of the operation of the electronic control device of FIG.

FIG. 7 is a waveform diagram showing rotation fluctuation when judder is generated in the embodiment of FIG.

FIG. 8 is a waveform diagram showing rotation fluctuation when judder does not occur in the embodiment of FIG.

9 is a diagram showing a relationship used in determining a set time T _J in the flowchart of FIG.

FIG. 10 is a time chart explaining the operation obtained from the flowchart of FIG.

FIG. 11 is a view corresponding to FIG. 6 for explaining the main part of the operation in another embodiment of the present invention.

FIG. 12 is a map value T in the flowchart of FIG.
It is a figure which shows an example of the data map used when reading _M.

13 is a waveform diagram illustrating the phase difference t _P in the embodiment of FIG.

FIG. 14 is a diagram for explaining a mounting state of a horizontal vibration sensor and a vertical vibration sensor according to another embodiment of the present invention.

15 is a diagram corresponding to FIG. 6 in the embodiment of FIG.

[Explanation of symbols]

 10 engine 14 automatic transmission 32 lockup clutch (direct coupling clutch) 42 electronic control device 92 input shaft rotation sensor (rotation speed detection means) 94 output shaft rotation sensor (rotation speed detection means) step SM6 judder determination means step SM7, step SP6 , Step SS3 Jada judgment canceling means

Claims (1)

[Claims] 1. A vehicle provided with a hydraulic power transmission device with a direct coupling clutch, wherein a rotational speed detecting means for detecting a rotational speed of a power transmission member provided at a subsequent stage of the direct coupling clutch, and the direct coupling based on the fluctuation of the rotational speed. A judder detection device for a direct clutch for a vehicle, comprising: a judder judgment means for judging the judder of a clutch, wherein vibration transmitted from a wheel of the vehicle affects the judder judgment by the judder judgment means. Is a judder detection device for a direct clutch for a vehicle, comprising judder judgment canceling means for avoiding execution of judder judgment by the judder judgment means or invalidating the judder judgment result by the judder judgment means.