JP2855941B2 - Fluid transmission with lock-up clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid transmission with a lock-up clutch such as a torque converter in an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art In a fluid transmission device such as a torque converter, a rotational speed difference between a pump impeller as a driving member and a turbine runner as a driven member cannot be avoided. It is inferior to clutch means using a plate. In order to solve such a drawback, conventionally, a lock-up clutch for directly connecting a member integral with the pump impeller and a member integral with the turbine runner has been incorporated in the torque converter.

A lock-up clutch is provided to reduce a transmission loss of power between an engine and a transmission, but in a state where a driving force is transmitted from an engine to an automatic transmission. In addition, the engagement may be performed in an engine braking state (coast state). That is, in an engine of a type in which fuel is injected during intake, when the engine speed is coasting at or above a predetermined speed, the lock-up clutch is engaged, fuel injection is stopped, and during that time, the engine is rotated with torque from the transmission side. This improves fuel efficiency. When the braking is performed by the brake operation while the engine is in the state of the engine brake in which the lock-up clutch is engaged and the fuel cut is performed, if the vehicle speed is equal to or less than the predetermined vehicle speed,
Causes engine stall. That is, since the transmission torque capacity of the lock-up clutch is larger than the transmission torque capacity of the torque converter via the fluid, when braking by the brake operation is performed, the operation of reducing the rotation with a large torque acts on the engine, and as a result, If the engine is running at a low speed in the fuel cut state, the engine will stall. The present applicant has already proposed a device for solving such inconvenience in Japanese Patent Application No. 3-113165. This is because when the vehicle speed in the so-called lock-up ON state in which the lock-up clutch is engaged is lower than a predetermined vehicle speed and sudden braking is performed, the hydraulic pressure for engaging the lock-up clutch is temporarily reduced. It is configured to lower the temperature.

[0004]

In the conventional apparatus proposed by the applicant of the present invention, the transmission torque capacity of the lock-up clutch decreases as the oil pressure decreases, so that the torque acting to reduce the rotation of the engine is reduced. Becomes smaller. However, in the case of hydraulic equipment, there is an unavoidable delay in response due to the outer shell or gas such as mixed air acting as an accumulator, or the pipeline resistance acting to impede the supply and discharge of hydraulic pressure. Even if control is performed to decrease the hydraulic pressure that engages the lock-up clutch based on detecting that the operation has been performed, the hydraulic pressure actually decreases, or the transmission torque capacity of the lock-up clutch actually decreases. Requires a certain amount of time. Therefore, during the delay time, the transmission torque capacity of the lock-up clutch is somewhat large,
A large torque acts on the engine to reduce its rotation, and if the vehicle speed is lower than a predetermined vehicle speed, the engine will stall.

[0005] Such a disadvantage can be avoided by increasing the engine speed at which fuel cut is stopped, that is, the engine speed at which fuel injection is restarted. Due to the shortening, fuel efficiency may not be sufficiently improved.

The present invention has been made in view of the above circumstances, and has as its object to provide a hydraulic power transmission with a lock-up clutch which can prevent engine stall during sudden braking in a lock-up / on state. Is what you do.

[0007]

In order to achieve the above object, the present invention rotates a turbine runner by a fluid flow generated by a rotationally driven pump impeller and integrally forms the turbine runner with the turbine runner. In a fluid transmission with a lock-up clutch provided with a lock-up clutch that is provided to rotate and selectively engages with a drive-side member that rotates with a pump impeller by hydraulic pressure, the lock-up clutch is pressed to
Tsu is characterized in that it has a click-up clutch and before Symbol driving side member and the elastic member Ru to <br/> in engagement with.

[0008]

The lock-up clutch in the hydraulic power transmission of the present invention also rotates together with the turbine runner and selectively engages the drive side member integral with the pump impeller by hydraulic pressure, thereby reducing the torque generated by the pump impeller and the turbine runner. The torque is transmitted in parallel with the transmission.
The lock-up clutch, the elastic member not hydraulic only
Is pressed by the elastic force of
The moving side member is engaged. In other words, lock-up
The state of engagement between the latch and the drive side member is
The first engagement state due to the elastic force of the material and the elastic force of the elastic member
Switching to the second engagement state only by two steps
Becomes possible. Therefore, in the first engagement state,
Oil pressure for generating the transmission torque capacity that requires is,
It is lowered according to the elastic force of the elastic member. As a result , the engagement state between the lock-up clutch and the drive-side member due to the expansion of the outer shell of the fluid transmission device and the reduced amount of compression of gas such as air in the device.
Acts on the lock-up clutch in the first engaged state.
Or only the first engagement state
To the second engagement state, or the first
Switch from the engaged state to the released state via the second engaged state
The lock-up clutch
Response in reducing the oil pressure to use is improved. Therefore predetermined vehicle speed following lockup-on state (first engagement
If the brake is suddenly reduced during traveling in the state (1) and the hydraulic pressure for engaging the lock-up clutch is temporarily reduced, the hydraulic pressure immediately decreases to a predetermined hydraulic pressure and the transmission torque of the lock-up clutch is reduced. The capacity is reduced, which prevents engine stall.

[0009]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a sectional view showing an embodiment of the present invention. A shell 2 of a pump impeller 1 is integrated with a front cover 5 through a ring-shaped intermediate member 4 integrally formed with a ridge 3. The shell 2, the intermediate member 4, and the front cover 5 form a torque converter housing 6. A turbine runner 7 is arranged facing the pump impeller 1, and the turbine runner 7 is integrally attached to a hub 8 by rivets 9. Further, a stator 11 integrated with the outer race of the one-way clutch 10 is disposed on the inner peripheral side between the pump impeller 1 and the turbine runner 7. A lock-up clutch 12 and a damper mechanism 13 are provided between the inner surface of the front cover 5 and the turbine runner 7.

The lock-up clutch 12 is an annular plate-like member extending along the rear surface (the left side surface in FIG. 1) of the turbine runner 7, and has a cylindrical portion 14 having a short axial length on its inner peripheral portion.
Are formed, and the cylindrical portion 14 forms the hub 8.
Are movably fitted in the axial direction on the outer peripheral surface of the. In addition,
A space between the outer peripheral surface of the hub 8 and the cylindrical portion 14 is sealed in a liquid-tight state by a seal ring 15 attached to the hub 8. Also, a plurality of projections 16 acting as meshing teeth
Are formed from the cylindrical portion 14 toward the inner peripheral side, while the hub 8 enters between the protrusions 16 and
The lock-up clutch 12 and the hub 8 are integrated in the circumferential direction by the protrusion 16 and the protrusion.
A friction material 1 is provided on an outer peripheral portion of a surface of the lock-up clutch 12 opposite to the turbine runner 7 side (the left surface in FIG. 1).
8 is pasted.

The damper mechanism 13 is disposed between the lock-up clutch 12 and the front cover 5. The damper mechanism 13 sandwiches the driving member 19, which is an annular plate-like member, The driven member 21 that holds the damper spring 20 is mainly configured. The driven member 21 further includes an annular main member (damper mass) 22 having a relatively large inertial mass and a cover member 2 attached to one side surface (the left side surface in FIG. 1).
And 3. The main member 22 is rotatably fitted at its inner peripheral end to a cylindrical boss protruding from the inner peripheral surface of the inner surface of the front cover 5. The main member 22 is attached to the surface of the main member 22 on the front cover 5 side by rivets 25 while sandwiching the driving member 19 and the damper sprig 20 arranged inside the window hole of the driving member 19. Therefore, when the driving member 19 and the driven member 21 rotate relatively, the damper spring 20 is compressed by the two members 19 and 21 in the axial direction thereof.

The lock-up clutch 12 is configured to operate by a pressure difference between the front side and the rear side (ie, a pressure difference between the damper mechanism 13 and the turbine runner 7) and an elastic force. The following configuration is provided to secure the difference. That is, the main member 2
2, an annular protrusion 26 protruding toward the front cover 5 is formed at a position smaller in diameter than the inner diameter of the cover member 23, and a cylindrical portion 27 having an outer diameter slightly smaller than the inner diameter of the annular protrusion 26 is formed on the front cover 5. The annular projection 26 and the cylindrical portion 27 are fitted on the inner surface, and the space therebetween is sealed in a liquid-tight state by a seal ring 28 attached to the cylindrical portion 27.

A spring receiver 29 is attached to a portion of the outer peripheral surface of the turbine runner 7 near the outermost periphery, and a coil spring 30 is disposed between the spring receiver 29 and the lock-up clutch 12. Further, a disc spring 31 is fixed to the outer peripheral side of the cylindrical portion 14 formed on the inner peripheral portion of the lock-up clutch 12 by a snap ring 32. The outer peripheral portion of the conical spring 31 connects the turbine runner 7 to the right in FIG. In contact with the outer surface of the turbine runner 7 so as to push in the direction. Furthermore, between the projection 16 acting as an engagement tooth of the lock-up clutch 12 and the side surface of the hub 8, the projection 16, ie, the lock-up clutch 1 is provided.
A Belleville spring 33 for pressing the cover 2 toward the front cover 5 is arranged, and is fixed to the hub 8 by a snap ring 34.

The hydraulic control means for controlling the engagement and release of the lock-up clutch 12 will be described.
The lock-up clutch 12 is provided with an oil passage 35 communicating with a portion on the turbine runner 7 side and an oil passage 36 communicating with a portion on the damper mechanism 13 side, and these oil passages 35, 36 are lock-up relays. It is connected to a valve 37. The lock-up relay valve 37 is for selectively supplying a converter oil pressure regulated by a secondary regulator valve (not shown) to the oil passages 35 and 36, and a spool 38 is provided at an upper side of the drawing. The oil passage 35 communicates with the input port 39 and the oil passage 36 communicates with the drain port 40 in the position where
The oil passage 35 communicates with the cooler port 41 and the oil passage 36 communicates with the input port 39 in a state where the spool 38 is located on the lower side in the figure. Further, a lock-up solenoid valve 44 for closing the drain port in an off state is interposed in an oil passage 43 for supplying the line oil pressure PL to the control port 42 of the lock-up relay valve 37, and a communication for communicating the oil passages 35 and 36. A passage 45 is formed, and the communication passage 45 is
A solenoid valve 46 is provided to close the solenoid valve.

Next, the operation of the above torque converter will be described. The torque converter described above, the lock-up state in which releasing the clutch 12, the lockup clutch 12 is pressed by the hydraulic and coil spring 30 and the disc springs 31 and 33 state that engaged (first engagement
Engaged state), and the lock-up clutch 12 is capable of three aspects of the state that is engaged by pressing a coil spring 30 and the disc springs 31, 33 (second engagement state), these, This is achieved by turning on or off each of the solenoid valves 44, 46.

That is, when both the solenoid valves 44 and 46 are turned off, the line oil pressure PL is supplied to the control port 42 of the lock-up relay valve 37 and the spool 38 is lowered to the lower side in FIG. The hydraulic pressure is supplied between the lock-up clutch 12 and the damper mechanism 13 through the oil passage 35, and the turbine runner 7
Since the pressure is released from the side, the lock-up clutch 12 separates from the main member 22 of the damper mechanism 13 against the elastic force of the coil spring 30 and the respective disc springs 31 and 33, and is in a released state.

When only the lock-up solenoid valve 44 is turned on, the pressure is released from the control port 42 of the lock-up relay valve 37, and the spool 38 is positioned at the upper side of the figure as shown in FIG. The converter oil pressure is supplied to the turbine runner 7 side via the passage 35 and discharged from between the lock-up clutch 12 and the damper mechanism 13 via the oil passage 36, so that the lock-up clutch 12 The lock-up clutch 12 is engaged by being pressed against the main member 22 by being pressed by 30 and the respective disc springs 31 and 33.

On the other hand, when the solenoid valve 46 is turned on, regardless of whether the lock-up solenoid valve 44 is on or off, the oil passages 35 and 36 communicate and the oil pressure on both sides of the lock-up clutch 12 becomes equal. Therefore, the lock-up clutch 12 is pressed against the main member 22 by the coil spring 30 and the respective disc springs 31 and 33 to be engaged. It goes without saying that the transmission torque capacity of the lock-up clutch 12 in this case decreases.

An example of control when the above-described torque converter is connected to an engine that performs fuel cut during coasting will now be described. FIG. 2 is a flowchart showing an example of the control routine. Reads data such as degree, vehicle speed or lockup map. Next, in step 2, it is determined whether or not a condition for engaging the lock-up clutch 12, that is, a lock-up condition is satisfied. If the lock-up condition is satisfied, the throttle valve is closed in step 3. It is determined whether the state is the fuel cut state. If the result of the determination is "yes", the flow proceeds to step 4 where the lock-up solenoid valve 44 is turned off and the solenoid valve 46 is turned on. That is, as described above, each oil passage 3
5 and 36, the hydraulic pressure on both sides of the lock-up clutch 12 is made equal, and the lock-up clutch 12
Is engaged by the elastic force of the coil spring 30 and the respective disc springs 31 and 33, so that the engagement state of the transmission torque capacity is low. Therefore, even if sudden braking is performed in this state, if the braking torque applied to the engine from the automatic transmission side is large to some extent due to the low transmission torque capacity of the lock-up clutch 12, the lock-up clutch 12 will slip, in other words The lock-up clutch 12 acts as a torque limiter to reduce a decrease in the engine speed.

On the other hand, if the result of the determination in step 3 is "NO", the fuel cut is not performed in the lock-up state, so the flow advances to step 5 to turn on the lock-up solenoid valve 44 and turn off the solenoid valve 46. . In this case, as described above, the converter hydraulic pressure is supplied to the turbine runner 7 side, and the pressure is discharged from between the lock-up clutch 12 and the damper mechanism 13.
The lock-up clutch 12 is pressed and engaged by the oil pressure and the elastic force of each elastic body, that is, the coil spring 30 and each of the disc springs 31 and 33, so that a so-called complete lock-up state is established.

If the result of the determination in step 2 is "NO", the process proceeds to step 6, where the lock-up solenoid valve 44 is turned off and the solenoid valve 46 is turned off. As a result, the converter hydraulic pressure is supplied between the lock-up clutch 12 and the damper mechanism 13, so that
The lock-up clutch 12 is released.

The advantage of performing the control in step 4 described above will now be described. In FIG. 3, the engine speed in the fuel cut state is N1 and t1
When braking is started at a point in time, the engine speed starts to decrease due to the braking torque after a predetermined delay time. Although the rate of decrease in the number of revolutions increases in accordance with the braking torque, conventionally, the delay time of release of the lock-up clutch is long and the transmission torque capacity is large, as shown by a thin solid line in FIG. The engine speed drops rapidly. The torque converter described above for this, that has a coil spring 30 and disc springs 31 and 33. That is,
The engagement state between the backup clutch 12 and the main member 22 is
Hydraulic and coil springs 30, disc springs 31, 33
The first engagement state due to the elastic force of the coil spring 3
0, the second engagement only by the elastic force of each disc spring 31, 33
It is possible to switch between the two states. others
In the first engagement state, the required transmission torque capacity
The hydraulic pressure for producing the quantity is the coil spring 30,
Lower as much as possible according to the elastic force of each disc spring 31, 33
You. Therefore, the lock-up clutch 12 and the main member 2
Locked up the engagement state with 2 while keeping the first engagement state
If only the hydraulic pressure acting on the clutch 12 is reduced,
Or when switching from the first engagement state to the second engagement state.
Or from the first engagement state through the second engagement state
Locked when switching to the open state
The hydraulic pressure acting on the up clutch 12 decreases quickly.
Because of the low torque transfer capacity of the condition being engaged by the elastic force such or coil spring 30 was, reduction rate of the engine speed, becomes gradual as indicated by a thick broken line in FIG. 3. Accordingly, if the delay time when the lock-up clutch is released is T, the engine stalls conventionally during that time. In the torque converter, however, the engine speed is reduced until the delay time elapses. The rotation speed can be maintained at a somewhat high speed, which can be achieved by lowering the lower limit rotation speed at which fuel cut is performed to N2.
Therefore, in the above-described torque converter, it is possible to further improve the fuel efficiency by widening the lock-up region.

As described above, in the torque converter shown in FIG. 1, when the solenoid valve 46 is turned on, the lock-up clutch 12 is engaged only by the elastic force, and the transmission torque capacity can be reduced.
It is possible to effectively prevent so-called shearing caused by torsional vibration of the drive system.
It is also effective to reduce the engagement shock when engaging. That is, for example, when the change rate and the change amount of the throttle opening are large and the engine torque changes abruptly, and the possibility of occurrence of the shearing increases with the change, the solenoid valve 46 is turned on to lock the lockup clutch 12. Engage only by elastic force,
Then, when the rotation speed of the drive system approaches the rotation speed after the throttle opening changes, the lock-up solenoid valve 4
4 is turned on and the solenoid valve 46 is turned off to bring the lock-up clutch 12 into a completely locked-up state. With this configuration, a situation in which a large torque is rapidly transmitted between the engine and a drive system such as an automatic transmission can be avoided by slipping the lock-up clutch 12, and
As a result, the occurrence of shank is prevented.

When the running state of the vehicle is such that the lock-up clutch 12 is engaged, first, the solenoid valve 46 is turned on to equalize the oil pressure on both sides of the lock-up clutch 12 so that the lock-up clutch 12 is engaged. 12 is engaged only by elastic force. In this state, since the transmission torque capacity of the lock-up clutch 12 is small, the lock-up clutch 12 slips when the engine torque is large. If the state close to the so-called half lock-up is continued for a predetermined time, the rotation speed of the drive system gradually increases. When the rotation speed of the drive system reaches the predetermined rotation speed, the lock-up clutch 12 is completely locked up. In this state, the engagement shock is prevented or reduced.

FIG. 4 and FIG. 5 show control routines of the control for the sudden braking at the time of the fuel cut and the control for the prevention of the shearing and the control for the reduction of the engagement shock in one flowchart. It is. Note that the circled numbers in FIGS. 4 and 5 indicate that the lines with the same numbers are connected to each other.

First, at step 10, various data such as a throttle opening, a vehicle speed, a lock-up map, a shake map, and a brake signal are read. Here, the lock-up map shows a traveling state in which the lock-up clutch 12 is engaged, that is, a lock-up region by vehicle speed and throttle opening, and is schematically shown in FIG. The sharpness map shows a sudden change in the throttle opening at which a sharpness may occur, using the change amount and the change speed of the throttle opening, and is schematically shown in FIG.
The shaded area in FIG. 7 is an area where it is determined that the throttle opening is rapidly changing.

After reading data in step 10, it is determined in step 11 whether a lock-up condition is satisfied. If the result of the determination is "NO", control for releasing the lock-up clutch 12 (lock-up / off) is executed in step 12, and the routine returns. If the determination is "yes", it is determined in step 13 whether or not fuel cut is being performed with the throttle valve closed, and if the determination is "yes", the flow proceeds to step 14. 2, the lock-up solenoid valve 44 is turned off, the solenoid valve 46 is turned on, and the lock-up clutch 12 is engaged only by the elastic force.

If the result of the determination in step 13 is "NO", it is determined in step 15 whether or not the determination of the sudden change in the throttle opening is established. The flag F1 is set to "1"
It is determined whether or not. This flag F1 is set to "1" to indicate that the time is counted by the timer T1. If not, the process proceeds to step 17 where the timer T1 is reset to zero and started. After that, in step 18, the flag F1 is set to "1". If the result of the determination in step 16 is "yes" and if the control in step 18 has been executed, the routine proceeds to step 19, where it is determined whether or not the count value of the timer T1 is equal to or longer than a predetermined time α. If the predetermined time α has not elapsed, the routine proceeds to step 20, where the same control as in step 14 is executed, and the lock-up clutch 12 is engaged only by the elastic force. If the predetermined time α has elapsed, the routine proceeds to step 21, where the lock-up solenoid valve 44 is turned on and the solenoid valve 46 is turned off to bring the lock-up clutch 12 into a completely locked-up state. afterwards,
In step 22, the flag F1 is reset to zero and the routine returns.

Further, the determination result of step 15 is "NO".
If so, it is determined in step 23 whether the flag F2 is "1". This flag F2 is set to "1" to indicate that time counting by the timer T2 is being performed. If the time counting has not been started, the timer T2 is reset to zero in step 24 and started. Then, at step 25, the flag F
2 is set to "1". Further, at step 26, the lock-up solenoid valve 44 is turned off, and the solenoid valve 4
6 is turned on, and the process returns. If the counting of time by the timer T2 has been started, the process proceeds to step 27 to determine whether or not the count value has exceeded a predetermined time β. If not, the process proceeds to step 26. If it has elapsed, the routine proceeds to step 28, where control is performed to bring the lock-up clutch 12 into a complete lock-up state. Then, in step 29, the flag F2 is reset to zero and the routine returns.

By the way, the present invention only needs to be configured so that the lock-up clutch 12 is operated by an elastic force in addition to the hydraulic pressure. The elastic force is not limited to the coil spring and the disc spring shown in FIG. That is, FIG. 8 is a partial sectional view showing another embodiment of the present invention,
The torque converter shown here has a configuration in which the outer shell of the turbine runner 7 is elastically displaced toward the damper mechanism 13 side, and the lock-up clutch 1
2 is brought into contact with and positioned, lock up the lockup clutch 12 I <br/> by the elastic force of the turbine runner 7 by applying press
The clutch 12 and the main member 22 is obtained by be so that structure in engagement.

FIG. 9 is a partial sectional view showing still another embodiment of the present invention. In this embodiment, the lock-up clutch 12 is divided into an inner peripheral portion 12a and an outer peripheral portion 12b. these were linked by a leaf spring 12c, the leaf spring 12c of the elastic force thus friction member 18 by applying push to the main member 22 of the damper mechanism 13, the main frictional members 18 members
The door is obtained by be so that structure in engagement.

In either the configuration shown in FIG. 8 or the configuration shown in FIG. 9, the lock-up clutch 12 is engaged by hydraulic pressure and elastic force, and therefore operates in the same manner as the torque converter shown in FIG. Can be done.

Although all of the above embodiments have been described with reference to a torque converter as an example, the present invention is not limited to a torque converter but can be widely applied to a general fluid transmission with a lock-up clutch.

[0034]

In the hydraulic power transmission as it is apparent the present invention from the above description, since constructed as to engage by elastic force of the lock-up clutch hydraulic pressure and the elastic member, and the drive-side member and the lock-up clutch Engagement state
In the first engagement state by the hydraulic pressure and the elastic force of the elastic member.
And the second engagement state only by the elastic force of the elastic member.
It is possible to switch between stages. Therefore, the first
In the engaged state, the required transmission torque capacity is generated.
The hydraulic pressure of the order to be lowered in accordance with the elastic force of the elastic member. As a result, the degree of such expansion and bubble compression of the outer shell becomes small for the hydraulic power transmission device, the less for unforeseen accumulator operation, driving the lock-up clutch
The lock state of the engagement with the side member is kept in the first engagement state.
If only the hydraulic pressure acting on the
Or when switching from the first engagement state to the second engagement state.
Or from the first engagement state through the second engagement state
Locked when switching to the open state
Responsiveness when lowering the hydraulic pressure acting on the up clutch
Will be better. Therefore, lock-up clutch release <br/> is delayed but is suppressed, and can be lowered transient torque transmission capacity. Therefore, the possibility of engine stall is extremely low even in the event of sudden braking in the fuel-cut state, and the fuel-cut rotation speed can be reduced to extend the fuel-cut time, thereby further improving fuel efficiency. Further, since the hydraulic pressure may be low, the thickness of the container of the fluid transmission device can be reduced, and accordingly, according to the present invention, the size and weight of the device can be reduced.

[Brief description of the drawings]

FIG. 1 is a partial sectional view showing an embodiment of the present invention.

FIG. 2 is a flowchart illustrating an example of a control routine at the time of fuel cut.

FIG. 3 is a time chart showing a change in engine speed in comparison with a conventional example.

FIG. 4 is a partial flowchart showing a part of an example of a comprehensive control routine.

FIG. 5 is a partial flowchart showing another part of the example of the comprehensive control routine.

FIG. 6 is a schematic diagram showing an example of a lockup map.

FIG. 7 is a diagram schematically illustrating an example of a shakuri map.

FIG. 8 is a partial sectional view showing another example of the present invention.

FIG. 9 is a partial sectional view showing still another example of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Hump impeller 5 Front cover 7 Turbine runner 12 Lockup clutch 19 Drive member 20 Damper spring 30 Coil spring 31,33 Disc spring

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 45/02 F16H 61/14

Claims (1)

(57) [Claims] 1. A hydraulic system according to claim 1, wherein the turbine runner is rotated by a fluid flow generated by a rotationally driven pump impeller, and a hydraulic pressure is applied to a drive-side member provided to rotate integrally with the turbine runner and rotating together with the pump impeller. In a hydraulic power transmission with a lock-up clutch having a lock-up clutch that is selectively engaged, the lock-up clutch is pressed by pressing the lock-up clutch.
Hydraulic power transmission with a lock-up clutch, characterized in that an elastic member you a clutch and before Symbol driving side member in engagement.