JPS60164062A - Slip suppressing device of automobile wheel - Google Patents

Abstract

PURPOSE:To effectively suppress a slip, by stopping the intensifying action of torque performed by a torque converter when a wheel slips or it is in an easily slipping condition further when a vehicle is accelerated. CONSTITUTION:A device, connecting a slip detecting means 70 and an acceleration time detecting means 60 to an operation control means 80, stops the torque intensifying action performed by a torque converter 10 by the lock-up action in a power transmission route due to a lock-up means 15 when a wheel slips or it is in an easily slipping condition further when a vehicle is accelerated. In this way, a slip of the wheel can be effectively suppressed by enabling excessive driving torque to be prevented from its transmission as small as possible to the wheel.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement of a wheel slip suppression device for an automobile.

(Prior Art) Conventionally, as a wheel slip suppression device for an automobile, for example, as disclosed in Japanese Patent Application Laid-Open No. 1989-19239,
Thrower 1 that controls the opening degree of the throttle valve installed in the intake passage of the engine to increase or decrease according to the amount of depression of the accelerator pedal.
- a slip control means for correcting and controlling the throttle valve control means to reduce the opening degree of the throttle valve; and when a wheel slips during acceleration of the vehicle, the slip control means controls the throttle; The wheel drive torque is reduced by correcting and controlling the valve latch to eliminate the thrower valve opening degree and suppress the wheel slip7.
It is known that it was made to look like this.

By the way, in recent years, vehicles have a C automatic type transmission with a lock-up mechanism, that is, a torque converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the torque converter, and the above-mentioned transmission. The input shaft and the output shaft of the torque converter are connected and disconnected to switch the power transmission path. Shifters that automatically shift gears are being adopted while improving the reduction in fuel efficiency caused by fluid slippage in the converter.

Therefore, when suppressing wheel slip in such a vehicle using the above conventional technology, the link mechanism between the accelerator pedal and the throttle valve is removed, and then the throttle valve control means and slip suppression means as described above are removed. It is necessary to add an additional component, which complicates the structure and increases cost.

(Object of the Invention) In view of the above, the present invention provides an automatic transmission with a lock-up mechanism as described above, in which the driving torque of the wheels increases due to the torque multiplication effect of the torque converter when the lock-up is not performed, but when the lock-up is performed, the driving torque of the wheels increases. This was done with a focus on stopping the increase in torque, and its purpose is to increase the torque by 1 to 100 lbs. when the wheels are slipping or are likely to slip, and at least when the vehicle is accelerating. The object of the present invention is to effectively suppress wheel slip with a simple structure using existing devices by stopping the double action.

[Structure of the Invention] In order to achieve the second object, the solution means of the present invention is as shown in FIG.
the torque converter 10, the transmission gear mechanism 20 connected to the output shaft 14 of the torque converter 10, and the lock-up means 15 for connecting and disconnecting the input shaft 9 and output shaft 14 of the silk converter 10 and switching the power transmission path. , wheel 9
A slip detection means 70 for detecting a slip of 0.91, an acceleration detection means 60 for detecting when the vehicle is accelerating, and a slip detection means 60 for detecting when the vehicle is accelerating. an operation control means 80 for operating the lock-up means 15 to connect the input shaft 9 and output shaft 14 of the torque converter 10;
The power transmission path is locked up when the vehicle is slipping or in a state where it is likely to slip, and at least when the vehicle is accelerating.

(Effects of the Invention) Therefore, according to the present invention, when the wheels are slipping or are in a state where they are likely to slip, and at least when the vehicle is accelerating, the torque multiplication effect by the torque converter is suppressed by the lockup means for locking up the power transmission path. Therefore, an intermediate configuration using existing devices prevents excessive drive l~silk transmission to the wheels as much as possible, and effectively suppresses wheel slip easily and at low cost. Therefore, good running stability of the vehicle can be ensured.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described in detail based on the drawings from FIG. 2 onwards.

Figure 2 shows a schematic configuration of an FR vehicle (front engine/rear drive vehicle) with the front section facing left in the figure.
2 is a vehicle body, 2 is an engine disposed at the front of the vehicle body 1, and 3 is a vehicle body;
is an electronically controlled automatic transmission with a lock-up mechanism disposed in many parts of the engine 2;
is connected to the rear wheel 90 via the propulsion shaft 4, the differential 5 and the rear axle 6.
．． 90 so that power can be transmitted.

Further, 8 (a rotational speed detection means for detecting the rotational speed of the rear wheel (drive wheel) 90.90 for detecting the rotational speed of the propulsion shaft 4; 9 is installed in the vehicle body 1 to detect the acceleration of the vehicle body 1; The sound detecting means 8.9 sends and receives signals to an electronic control circuit 200 for controlling the operation of the hydraulic control circuit Δ1 of the automatic transmission 3 shown in FIG. Possibly connected.

The electronic control circuit 200 has an input/output device 201 inside it.
, a RAM 202 that stores in advance a shift diagram for performing automatic shift as shown in FIGS. 7, 9, and 11, and a CPU 203. In addition, in the figure, 91.91
is the front wheel (3f & driving wheel).

Next, we will discuss the structure of the mechanical part of the electronically controlled automatic transmission 13113 of the lock-up mechanism example shown in FIG. 3 and its hydraulic control circuit A.
Explain about 1.

The automatic transmission 3 includes a torque converter 10 connected to the output shaft 2a of the engine 2, a multi-speed gear 1Nt M420 connected to the output shaft 14 of the torque converter 10,
An overdrive planetary transmission gear mechanism 5 installed between the torque converter 10 and the multi-stage transmission/tooth width mechanism 20.
It consists of 0.

[Above] The herk converter 10 includes a pump 11 coupled to the output shaft 2a of the engine 2 via the input shaft 9, a turbine 12 disposed opposite to the pump 11, and a combination of the pump 11 and the turbine 12. Stator 13 placed between
The converter output horn shaft 14 is coupled to the turbine 12. A lock-up means 15 is provided between the converter input shaft 9 and the output shaft 14, which is a clutch that connects and disconnects them and switches the power transmission path between a path via the torque converter 10 and a path that is directly connected to the converter input shaft 9 and the output shaft 14. The lock-up means 15 is constantly pushed in the engagement direction by the pressure of the hydraulic oil circulating within the 1-Lou converter 10, and is held in the released state by release hydraulic pressure supplied from the outside to release the engagement.

The multi-speed gear mechanism 20 also includes a front planetary gear mechanism 2.
1 and a rear planetary gear mechanism 22, and the sun gear 23 of the front planetary gear mechanism 21 and the pin gear 24 of the rear planetary gear mechanism 22 are connected by a connecting shaft 25. The input J-shaft 26 of the multi-speed gear a mechanism 20 is connected to the connecting shaft 25 via a front clutch 27, and to two internal gears of the front planetary gear mechanism 21 via a rear clutch 28. ing. A front brake 30 is provided between the connecting shaft 25, that is, the sun gear 23, 24, and the transmission case. The planetary carrier 31 of the front stage @ star gear mechanism 21 and the internal gear 33 of the rear stage planetary gear mechanism 22 are connected to the output shaft 34, and between the planetary carrier 35 of the rear stage planetary gear mechanism 22 and the transmission case. A rear brake 36 and a one-way clutch 37 are provided. And multi-speed gear mechanism 2
0 is of a conventionally known type and has three forward speeds and one reverse speed, and the required speed is obtained by appropriately operating clutches 27, 28 and brakes 30, 36.

Furthermore, the planetary gear mechanism 50 for A-bar drive is
A planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the one-hour torque converter 10, and a rotation gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An A-bar drive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is connected to the input shaft 26 of the multi-speed gear mechanism 20. And the planetary gear mechanism 5 for overdrive
0 connects the shaft 14.26 in a direct connection state when the direct coupling clutch 54 is engaged and the brake 56 is released, and the shaft 14.26 when the brake 56 is engaged and the clutch 54 is released. This is to combine the overdrive.

On the other hand, the hydraulic control circuit A1 has an oil pump 100 driven by the output shaft 2a of the engine 2, and the hydraulic oil discharged from the oil pump 100 into the pressure line 101 is controlled by the pressure regulating valve 102. The pressure horn is adjusted so that the pressure is guided to the select valve 103. The select l-valve 103 includes 1.2. D″, N, R, and P shift positions, and when the shift positions are at the 1.2 and P positions, the pressure line 101 is connected to the ball l-103a of the valve 103,
103b and '103c. Said boat 103a
is the actuator 1-1-actuator 10 for operating the rear clutch 28.
4 and holds the rear clutch 28 engaged when the valve 103 is in the above-mentioned position. Also boat 1
03a is also connected to the left end of the 1-2 shift valve 110 in the figure, and pushes the spool 110a to the right in the figure. Furthermore, boat 1.038 is the first line L
1 to the right end in the diagram of the 1-2 shift valve 110,
The 2-3 shift valve 120 is connected to the right end in the figure through the second line L2, and the 3-4 shift valve 130 is connected through the third line L3.
They are connected to the upper ends in Figure 0, respectively.

Above 1. The second and third lines L+, L2 and Shi3 have the first line L+, L2 and L3, respectively. 2nd and 3rd drain line D+
, D2 and D3 are branched and connected, and each of these drain lines D1 to D3 has a drain line D.
1st and 2nd which open and close + to D3. 3rd solenoid valve S
L+~SL3 are connected, and the above solenoid valve SL
When +~SL3 is excited, each drain line D1~D is in communication with the pressure line 101 and port 103a.
By closing 3, the first to third lines 11 to L3
It is designed to increase the internal pressure.

Further, the bow 1-103b of the select valve 103 is connected to the second lock valve 105 via a line 140, and the pressure from the bow 1-103b acts to push the spool 105a of the valve 105 downward in the figure. . When the spool 105a of the valve 105 is in the lower position, the line 140 and the line 141 communicate with each other, and hydraulic pressure is introduced into the engagement side pressure chamber 108a of the actuator 10B of the front brake 30 to move the front brake 30 in the operating direction. It is constructed in such a way that it does not hold.

Further, a port 103G of the select valve 103 is connected to the second lock valve 105, and the pressure from this port 103C acts to push the spool 105a of the valve 105 upward in the figure.

Further, the boat t'' 103c is connected to the 2-3 shift valve 120 via the pressure line 106.

This line 106 is above! When the solenoid valve SL2 of the 12 drain line D2 is energized and the pressure in the second line L2 is increased, and the spool 120a of the 2-3 shift valve 120 is moved to the left in the figure, The line 107 is connected to the release side pressure chamber 10 of the actuator 108 of the front brake 30.
8b, and when hydraulic pressure is introduced into the pressure chamber 108b, the actuator 108 operates the brake 30 in the releasing direction against the pressure in the engagement side pressure chamber 108a. Further, the force of the seventh force on the line 107 is also guided to the actuator 109 of the front clutch 27, and the clutch 27 is engaged.

The Ic1 select valve 103 also has a port 103d leading to the pressure line 101 in the "1" position, and this port 103d passes through a line 112 to the 1-2 shift valve 110, and further passes through a line 113 to the rear plate. 4:36 actuator 114. The above 1-2 shift valve 110 and 2-3 shift valve 120
When the solenoid valves SL+ and SL2 are excited by a predetermined signal, the respective spools 110a and 120
Move the a to switch the line, and this will activate the specified brake or clutch, respectively.
It is configured to perform a three-speed shift operation. Further, 115 is a cutback valve that stabilizes the oil pressure from the pressure regulating valve 102, 116 is a vacuum throttle valve that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and 117 is a valve for the throttle valves 1 to 102. This is a throttle backup valve that assists valve 116.

The hydraulic control circuit AI also includes a clutch 54 and a brake 56 of the planetary gear mechanism 50 for the A-par drive.
In order to control the operation of the engine, an actuator 132 which is controlled by the 3-4 shift valve 130 is provided. The engagement side pressure chamber 132a of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. The 3-4 shift valve 130 is the 1-2.2-3 shift valve 1.
10. Similarly to 120, when the solenoid valve SL3 is energized, its spool 130a moves downward in the figure.

Therefore, communication between the pressure line 101 and the line 122 is cut off, and the line 122 is drained. As a result, the release side pressure chamber 1 of the actuator 132 of the brake 56
321) is no longer applied, the brake 56 is actuated in the engaging direction, and the actuator 1 of the clutch 54 is activated.
134 acts to release the clutch 54.

Further, the hydraulic control circuit A1 includes a lock-up control valve 1.
33 have been established. This lock-up control valve 13
3 is connected to the boat 103a of the selector 1 to valve 103 via a fourth line L4. A fourth drain line D4, which is provided with a fourth solenoid valve SL4, is branched and connected to the line L4, similar to the drain line D+-D3. The lock-up control valve 133 is
When the solenoid valve SL4 is energized and the drain line D4 is closed, and the pressure inside the line 4 increases, the spool 133a cuts off communication between the lines 123 and 124, and the line 124 is drained. The lock-up clutch 15 is moved in the connecting direction.

In the following two configurations, the operational relationships between each gear stage, lockup, and each solenoid, and the operational relationships between each gear stage, clutch, and brake are shown in Tables 1 to 3 below.

Table 1 Table 2 Next, an example of control over the automatic transmission 3 by the electronic control circuit 200 will be described. Figure 4 shows the overall speed change control 7.
0-Tito is indicated, and the gear shift control is first performed at the initial stage I at Sl.
This is done from the F rise stage setting.

In this initialization setting, first, the ports of each control valve that switches the hydraulic control circuit A1 of the automatic transmission 3 and the necessary counters are initialized, and the transmission gear tsukishu 20 is put into the 1st speed state. Set each to the release state -4. Thereafter, each working area of the electronic control circuit 200 is initialized to complete the initialization setting.

After this initialization setting, the position of the select valve 103, that is, shift 1 to range, is read in S2, and it is determined whether or not the read 1=shift range is 83, which is lunge. Then, when this judgment is YES, S
Calculate whether the engine will overrun if the lock-up is released at step 4 and then downshifted to first gear at step S5.

After this, in S6, it is determined whether or not the overrun will be reversed based on this performance, and if this determination is No, $7
to set the gear mechanism 20 to 1st speed, and if YES, set the gear mechanism 20 to 1st speed.
8, a signal is issued to control the shift valves to respectively shift to the second speed. After that, in S9, the transition speed of the control loop is set for a certain period of time (for example, 50 Trlse).
c) After the delay, the wheel slip judgment shown in FIG. 5 is performed at S+o, and the process returns to 82.

On the other hand, if the answer in S3 is NO that the shift range is not a lunge, it is then determined in S11 whether or not it is in the 2nd range. And when this judgment is YES, 81
After releasing the lock-up at step 2, the transmission gear mechanism 20 is shifted to the second speed at step S13, and then the shift gear mechanism 20 is shifted to the second speed at step S13, and then the shift gear mechanism 20 is shifted to the second speed at step S13.
After being delayed for a certain period of time at step 9, wheel slippage is determined at S+o and the process returns to step 82. Further, when the determination in S12 is NO, that is, when the shift 1-range is the D range, the shift-up shift control including the shift 1-up determination is performed in S14 as shown in FIG. The control shift is performed based on the control shift C1-, and then the shift 1-down shift control including downshift determination is performed at S+s based on the shift down shift control flow shown in FIG.
6t' Lockup control including lockup determination is performed first.
0 (not shown in figure 0) After the lock-up control is performed based on ``I-'', it is delayed for a certain period of time at 89 in the same way as above, and then S
At step 10, wheel slippage is determined and the process returns to step 82.

Next, to explain the wheel slip determination flow shown in FIG. In order to calculate the apparent acceleration of the vehicle, the acceleration 78 of the vehicle body 1, that is, the acceleration of the vehicle, is calculated based on the signal from the acceleration detection means 9.
i is not read. And, what is the change rate of rotational speed of the drive wheels 90, 90 in J3 and the acceleration of the vehicle body in fft and Sc? After calculating the difference 12n - fang S1 in S, calculate the difference in acceleration 17n - 7Sl in SD to the drive wheel 90.90
The magnitude is compared with the set value 0 which corresponds to the time of slip, and when the set value is 20 or more and YES, it is determined that the drive wheel is slipping at 90°90, and the slip determination flag is set to "1" in SE, while If the set value is less than 70 and the result is NO, it is determined that the drive wheels are not slipping and S is activated.
At F, the slip judgment flag is set to rOJ and the process ends.

Next, to explain the upshift control shown in FIG. 6, first, in S21, the gear position control, that is, the position of the transmission gear mechanism 20 is read out, and whether or not the read gear position is the fourth gear is determined. You can start by making a judgment. If this determination is YES, no further upshifts can be performed, and the control is then terminated.

On the other hand, the above gear position is 1I3ill! Not N
When it's O, press Sn for slot] ~ Read Lemon 1 Sorrow, 823
Then, read the set turbine rotation speed i-sp <map> on the map corresponding to the shift 1-up shift map shown in FIG. Next, in S24, the actual turbine rotation speed T 3p4
! : Read, and in S25 it is determined whether the rotation speed Tsp is larger than the set turbine rotation speed TSI) (map). And when this judgment is YES, 8
In 2B, it is determined whether flag 1 is 1''.This flag 1 is set to ++1 when an upshift is executed.
It is set to ++ to store the shift 1 to up states of A. When the determination for flag 1 is YES, it is assumed that an upshift is being performed, and the control is immediately terminated. On the other hand, the above judgment is No.
If , set 7 lugs 1 to 1'' with S 27 and then set 8
At 28, the gear position controller of the transmission gear mechanism 20 is shifted up by one step. At that time, in order to prevent a shock during gear shifting, the lock-up is released for a predetermined period of time using Sn (1).

On the other hand, if 5213-CC setting parameter 1 is No, then Si multiplies the shift no-tube shift line M[u by 0.8 to create a new one with hysteresis as shown by the broken line in Fig. 7. Shift 1~) 1 knob shift line M fu'
and the new shift 1-up control line M fu'
Then, correct the set turbine rotation speed Tsp (map). Then, at 831, °(
It is determined whether the actual turbine rotation speed Tsp is large or not, and if the determination is YES, the control is immediately terminated, while if the determination is No, flag 1 is reset in S32 and the control is terminated in step S32. . The subroutine for the N-C shift up speed change control is thus completed.

Next, to explain the downshift control shown in FIG. 8, first, in S41, the gear position, that is, the position of the gear shift Yamanaka 1-4M-20 is read out, and whether the read gear position is the first gear or not. You can start by determining whether or not. If this judgment is YES, it is impossible to shift 1 to 1 down (1), so the control ends. On the other hand, if the above gear position is not 1st gear, N
When it is O, read the throttle I-role opening degree in S42, and then
In S43, the shift (~) of the shift l-down map shown in FIG.
The set turbine rotation speed TS+1 (Illal
Read l>. Next, in S44, the actual turbine rotation speed TS
After reading I), the actual turbine rotation speed is 7 in S45.
It is determined whether sp is smaller than or older than the set turbine rotation speed Tsp (map). If this determination is YES, it is determined in S46 whether flag 2 is "'1". This flag 2 is set to ``1'' when a downshift is executed, and stores the 1-down state of 1:b.Thus, the determination for the above flag 1 is ``1''. 3. When executing (b), see the state in which shift 1-down is being performed, and then control (all). On the other hand, if the above judgment is NO, set flag 2 to '1' in S47. After the IC, the gear position of the transmission gear mechanism 20 is lowered by one gear at 34B, and the process ends.

On the other hand, at 845, the set turbine rotation speed Tsp (map
), when the determination of the actual turbine rotation speed Tsp is NO, the above-mentioned downshift shift line Mfd is divided by 0.8 in step 849 to create a new shift 1- with hysteresis as shown by the broken line in FIG. forming a down shift line Mfd', and forming the new shift 1 to down control IMfd';
I; Tlnd setting Tahin rotation v1.1-sll-5
In other words, the actual turbine rotation speed T
The actual turbine rotation speed Tsp is corrected by multiplying sp by 0.8. Next, in S50, it is determined whether or not the corrected actual turbine rotation speed Tsp is smaller than the uncorrected set turbine rotation speed Tsp (map). At some point, flag 2 is reset using IJS 51, and then the process ends. The above completes the subroutine for downshift control.

Next, to explain the lock-up control shown in FIG. 10, first, in step 861, it is determined whether the slip determination flag is "1" based on the wheel slip determination flow shown in FIG. In this case, it was determined that the wheels were slipping. Based on the signal from the acceleration detection means 9 in step S82, the acceleration of both wheels 7S was changed to the acceleration 11.
) is compared with a predetermined value 1 corresponding to 1. If the acceleration 'ts of the vehicle is equal to or higher than the predetermined value 21 (YES), it is determined that the vehicle is accelerating, and it is also determined that the torque multiplication effect by the torque converter 10 needs to be stopped and the fourth solenoid is activated in S63. The valve SL4 is turned on and the lock-up means 15 is engaged by the one-shot pickup control valve 133 to lock up and close the power transmission path. On the other hand, in S61, the slip judgment flag is set to "1".
”, or when S62 is not accelerating, read the Sloramihelu level in 861, then S
At 65, the rotation speed of this throttle is compared with the lock-up release control line M011 of the 10-trackup map shown in FIG. -Read SLl (map). After that, 8
66 and the actual turbine rotation speed is 1-sp/! : It is read out and it is determined in SG7 whether or not the turbine rotational speed s11 is smaller than the set turbine rotational speed 311 (Illall) J. When this judgment is No, the control is terminated after canceling the lock-up at step 86B, while when the above judgment is YIE S, the throttle opening is set to [1 pull-up release control Fi+Moff] on the lock-up map at step S69. The set turbine rotation speed TSI) (l
llal)), and then in S7[l, the actual turbine rotation speed Tsp is changed to the set turbine rotation speed Tsp.
(map).

When this determination is No, the control is immediately terminated. On the other hand, if the determination is YES, lockup is performed in S63, and then the process ends.

With the above, the rack control is completed.

Therefore, the rotational speed detection means 8, the acceleration detection means 9, and the wheel slip determination flow shown in FIG.

In addition, in the shift control flow for L1 pull-up shown in FIG. 10, the acceleration detecting means 60 detects when the vehicle is accelerating by comparing the magnitude of the acceleration 2S of the vehicle body with a predetermined value l in S62. It consists of Furthermore, in the lock-up shift control flow shown in FIG. 10 above, S6
1 and the slip determination flag is 11" (YES), in other words, when the wheels are slipping, and when the vehicle is accelerating with the vehicle body acceleration 28 being equal to or higher than the predetermined value 71 at 8B2, the fourth solenoid valve SLa is turned on at S63. By this, 1
- An operation control means 80 is configured to operate the lock-up means 15 to connect the input shaft 9 and output shaft 14 of the torque converter 10 to perform lock-up.

Therefore, in the above embodiment, C is the driving wheel 90.90
When the vehicle is slipping and the vehicle is accelerating, the operation control means 8
0, the input shafts of the torque converter 10 are connected to the output shafts 14, and the power transmission path is locked up. “The transmission of excessive drive torque to the C1 drive wheel 90.90 is blocked, and therefore, the slip of the drive wheel ≦)0.90 can be suppressed as much as possible.゜9
Since the suppression of the zero slip is achieved by using the existing device of locking up the power transmission path by the lockup means 15, the structure is simple and can be implemented easily and at low cost.

Further, FIG. 12 shows a modification of the slip detection means 70, which is constructed using an electronic circuit instead of the CPU 203 in the above embodiment. 1′, that is,
Slip detection means 70' receives the signal from rotational speed detection means 8 via frequency-voltage converter 101 and filter 102, differentiates the rotational speed of drive wheels 90, 90, and calculates its rate of change. Calculation means 1 consisting of a differentiating circuit
03, the signal from the calculating means 103 and the signal obtained by amplifying the signal from the acceleration detecting means 9 by the amplifier 104, the change rate of the rotational speed of the drive wheel 9, 0.90 1) and the acceleration of the vehicle body are determined. Fi degree? Comparison means 105 consisting of a subtractor that calculates the difference between S and S, and the comparison means 10
The signal corresponding to the difference 1gn-9sl from 5 is compared with the set value 0 of the reference value setter 106 to determine the difference 1gn-5s.
A determining means 107 comprising a comparator that detects that + is equal to or higher than a set value of 20 and issues a signal indicating the slip state of the wheel;
It is equipped with an OR circuit 108 that receives a signal or a lock-up signal from the electronic control circuit 200, and the output from the OR circuit 108 turns on transistors 1 to 109 *) J I! Turn the fourth solenoid valve SLa to O.
N is activated.

Therefore, as in the above embodiment, it is possible to stop the torque multiplication effect of the torque converter 10 and suppress the slip of the drive wheels 90, 90 as much as possible with a simple configuration using an existing device. can.

Note that the slip detection means 70 can be configured in various ways, and for example, it may be configured to detect a time when the rate of change in the engine speed is larger than the acceleration of the small body and to determine that the driving wheels are slipping. In addition, detection of wheel slip is not limited to comparing the drive wheels 90 and 90 with the vehicle body 1;
Of course, it is also possible to compare 90.90 with the moe ring (idling wheel) of 91.91.

Furthermore, in the above description, the lock-up timing of the power transmission path is limited to the time when the drive wheels 90, 90 slip and when the vehicle accelerates. It may be when the vehicle 90 is in a slip-prone state and the vehicle is accelerating; in short, it may be when the vehicle is slipping or in a slip-prone state and at least when the vehicle is accelerating.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 12 show embodiments of the present invention, Fig. 2 is a general schematic diagram, and Fig. 3 is a lock-up 1 automatic transmission. Figure 1 shows the mechanical structure and hydraulic control circuit of the machine, Figure 4 is an overall flowchart of shift control, Figure 5 is a flowchart for determining drive wheel slip, and Figure 6 is a flowchart of shift l-up shift control. Figure 7 is a shift 1-up map diagram, and Figure 8 is a shift-down shift control 70-chip map.
FIG. 9 is a shift down map, FIG. 10 is a 70-digit = 1- diagram of lock-no-add control, FIG. 11 is a lock-up map, and FIG. 12 is a modification of the slip detection means. It is a block diagram. 2... Engine, 2a... Engine output shaft, 10.
... Torque converter, 14... Torque converter output shaft, 9... Torque converter input shaft, 15... Lock-up means, 20... Speed change gear mechanism, 60...
Acceleration detection means, 70...Slip detection means, 80.
...Operation control means, 90.91...Wheels. Figure 4 Figure 5

Claims (1)

[Claims] (1) A 1-lux converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the 1-lux converter, and an input shaft and an output shaft of the 1-lux converter are connected and disconnected. a lockup means for switching the power transmission path; a slip detection means for detecting wheel slip;
The acceleration detecting means for detecting when the vehicle is accelerating is connected to the input shaft and output shaft of the 1-lux converter when the wheels are slipping or are likely to slip and at least when the vehicle is accelerating. 1. A wheel slip suppression device for an automobile, comprising operation control means for operating a lock-up means.