JP5482251B2 - Lock-up clutch device and control method thereof - Google Patents

Description

  According to the present invention, a lockup piston is moved, and a lockup that directly connects an input-side fluid transmission element connected to a power generation source mounted on a vehicle and an output-side fluid transmission element, and the release of the lockup are executed. The present invention relates to a lockup clutch device and a control method thereof.

  Conventionally, a fluid transmission chamber (converter chamber) in which power is transmitted by fluid transmission between the input side fluid transmission element and the output side fluid transmission element, and a lockup chamber (lockup control) partitioned by a lockup clutch piston A lock-up clutch device provided with a chamber is known (see, for example, Patent Document 1). In this lockup clutch device, the lockup piston is stroked by supplying pressure to the lockup chamber from a lockup control valve that regulates pressure according to the solenoid pressure from the lockup solenoid valve and the inlet pressure of the fluid transmission chamber. Thus, the input side fluid transmission element and the output side fluid transmission element are directly connected.

  In addition, in this type of lockup clutch device, in addition to the signal pressure for instructing the lockup control pressure to the lockup control valve that controls the lockup control pressure, the inlet pressure and the outlet pressure of the converter chamber (converter It is also known that the internal pressure of the chamber is applied and the lockup control pressure is fed back in the direction opposite to the inlet pressure and the outlet pressure (see, for example, Patent Document 2). In this lock-up clutch device, the pressure-receiving area of the lock-up control pressure that causes the inlet pressure and the outlet pressure of the converter chamber to act on the lock-up control valve and feed back the sum of the pressure-receiving areas on which the inlet pressure and the outlet pressure act. When the original pressure of the lockup control pressure changes, or when there is a pressure difference between the converter chamber inlet and outlet pressures and the converter pressure in the converter chamber, the locking force of the lockup clutch The occurrence of excess or deficiency with respect to the demands of the present invention and the occurrence of lock-on clutch engagement shocks and slips are suppressed.

  Furthermore, in order to perform fine lockup control as this type of lockup clutch device, the relationship between the parameter that affects the backpressure of the lockup piston and the backpressure of the lockup piston is defined. Calculate the back pressure equivalent value of the lockup piston from the hydraulic pressure map and sensor input value, calculate the net transmission capacity according to the running state of the vehicle, and use the sum of the back pressure equivalent value and the net transmission capacity as the lockup pressure What is set is also known (see, for example, Patent Document 3).

JP 2003-139236 A JP 2001-116138 A JP 2005-308071 A

  However, as in the techniques described in Patent Documents 1 and 2, even if the inlet pressure or outlet pressure of the fluid transmission chamber is applied to the lockup control valve, the actual internal pressure of the fluid transmission chamber is accurately applied to the lockup control valve. It may not be reflected well and a shock may occur when performing lockup. Further, as in the technique described in Patent Document 3, the sum of the back-up pressure equivalent value of the lock-up piston obtained from the oil pressure map and the sensor input value and the net transmission capacity according to the running state of the vehicle is calculated as the lock-up pressure. Even when set as, for example, a shock may occur when lockup is executed during acceleration of the vehicle.

  Accordingly, the lock-up clutch device and the control method thereof according to the present invention are mainly intended to suppress the occurrence of shock when lock-up is executed.

  The lock-up clutch device and the control method thereof according to the present invention employ the following means in order to achieve the main object.

The lock-up clutch device according to the present invention includes:
A lock-up clutch device that moves a lock-up piston to directly connect an input-side fluid transmission element connected to a power generation source mounted on a vehicle and an output-side fluid transmission element and releases the lock-up In
A power inlet through which the working fluid is introduced and a fluid outlet for discharging the working fluid are provided, and power is transmitted between the input-side fluid transmission element and the output-side fluid transmission element via the working fluid. A fluid transmission chamber in which
A lockup chamber facing the fluid transmission chamber via the lockup piston;
A lockup solenoid valve for setting a signal pressure used for setting a lockup pressure supplied to the lockup chamber;
A first input port, a second input port communicating with the output port of the lockup solenoid valve, and a third input port communicating with the fluid transmission chamber via the fluid inlet when the lockup is performed. An input port and an output port communicating with the lockup chamber; the first pressure in response to the signal pressure from the lockup solenoid valve and the pressure of the working fluid supplied to the third input port; A lock-up control valve that regulates the pressure of the working fluid supplied to the input port to set the lock-up pressure;
The signal pressure is changed so that the signal pressure changes according to the difference in rotational speed between the input side fluid transmission element and the output side fluid transmission element between the time when the execution of the lockup is instructed and the completion of the lockup. Control means for controlling the lock-up solenoid valve;
It is characterized by providing.

  This lock-up clutch device is opposed to a fluid transmission chamber in which power is transmitted via a working fluid between an input-side fluid transmission element and an output-side fluid transmission element, and a fluid transmission chamber via a lock-up piston. Lock-up by adjusting the pressure of the working fluid supplied to the first input port according to the signal pressure from the lock-up chamber, the lock-up solenoid valve, and the pressure of the working fluid supplied to the third input port And a lock-up control valve for setting the pressure. Therefore, in this lock-up clutch device, the pressure of the working fluid in the fluid transmission chamber is reflected in the lock-up pressure setting by the lock-up control valve, and basically the lock-up is performed so that no shock is generated when the lock-up is executed. The pressure can be set more appropriately. However, if lockup is executed when the rotational speed of the input side fluid transmission element is higher than the rotational speed of the output side fluid transmission element and the rotational speed difference between the two is large, the third input of the lockup control valve Even if the lockup pressure is set using the pressure supplied to the port, a shock may occur until the lockup is completed.

  Here, such a shock is considered to occur due to the following factors. That is, when the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element is large and the speed ratio between the two is small, the capacity coefficient of the fluid transmission device composed of the input side fluid transmission element and the output side fluid transmission element Becomes larger. When the capacity coefficient is large as described above, the torque transmitted between the input-side fluid transmission element and the output-side fluid transmission element increases, and the working fluid required to transmit the torque is generated in the fluid transmission chamber. Will exist. For this reason, when the rotational speed difference between the input-side fluid transmission element and the output-side fluid transmission element is large, it becomes difficult for the working fluid to flow into the fluid transmission chamber via the fluid inlet, and the pressure of the working fluid at the fluid inlet is correspondingly increased. Therefore, the pressure of the working fluid supplied to the third port of the lockup control valve communicating with the fluid inlet also increases. Therefore, when the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element is large, the pressure at the fluid inlet of the fluid transmission chamber, that is, the pressure of the working fluid supplied to the third port of the lockup control valve increases. It is considered that a shock occurs due to an increase in the lock-up pressure set by the lock-up control valve and an increase in the stroke speed of the lock-up piston.

  In view of this, in this lock-up clutch device, in accordance with the rotational speed difference between the input-side fluid transmission element and the output-side fluid transmission element after the lock-up execution is instructed until the lock-up is completed. The lockup solenoid valve is controlled to change the signal pressure. As a result, even if the pressure of the working fluid at the fluid inlet becomes higher than the pressure in the fluid transmission chamber due to the rotational speed difference between the input-side fluid transmission element and the output-side fluid transmission element, Since the lock-up pressure can be set to match the actual pressure, when the lock-up is performed, shock due to the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element is reduced. Generation | occurrence | production can be suppressed favorably.

  Further, the control means controls the lock-up solenoid valve so as to set the signal pressure so that the signal pressure tends to decrease as the rotational speed difference between the input-side fluid transmission element and the output-side fluid transmission element increases. There may be. As a result, even if the pressure of the working fluid at the fluid inlet becomes higher than the pressure in the fluid transmission chamber due to the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element, the lockup pressure is reduced. Since it can suppress that it increases more than needed, it becomes possible to suppress well the generation | occurrence | production of the shock resulting from the rotation speed difference between an input side fluid transmission element and an output side fluid transmission element.

  Further, the control means sets the target value using a predetermined constraint so as to define the relationship between the rotation speed difference, the output torque of the power generation source, and the target value of the signal pressure, The lockup solenoid valve may be controlled so that the signal pressure becomes the target value. Thereby, the fluid inlet of the fluid transmission chamber depends on the torque transmitted between the input side fluid transmission element and the output side fluid transmission element and the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element. It is possible to set the lock-up pressure more appropriately while taking into consideration both of the pressure at.

  Further, the control means sets an execution time corresponding to the rotation speed difference at a predetermined timing after the execution of the lockup is instructed, and rotates the rotation until the execution time elapses from the predetermined timing. The lockup solenoid valve may be controlled such that the signal pressure changes according to the number difference. As a result, the lockup can be completed promptly without reducing the lockup pressure more than necessary to suppress the occurrence of shock.

  Further, the lock-up clutch device allows a working fluid to be supplied to the fluid inlet of the fluid transmission chamber regardless of the presence or absence of the lock-up, and the lock-up solenoid when the lock-up is executed. A switching valve that is driven by the signal pressure from the valve to communicate the fluid inlet of the fluid transmission chamber and the third input port of the lockup control valve may be provided. Accordingly, the fluid transmission chamber is always filled with the working fluid, and the fluid inlet of the fluid transmission chamber and the third input port of the lockup control valve can be communicated with each other when the lockup is executed. .

  The lockup clutch device includes a pump impeller as the input-side fluid transmission element, a turbine runner as the output-side fluid transmission element, and a stator that rectifies the flow of working fluid from the turbine runner to the pump impeller. May be included in the torque converter.

The control method of the lock-up clutch device according to the present invention includes:
The working fluid is interposed between an input-side fluid transmission element and an output-side fluid transmission element having a fluid inlet into which the working fluid is introduced and a fluid outlet for discharging the working fluid and connected to a power generation source. A fluid transmission chamber in which the transmitted power is transmitted, a lockup chamber facing the fluid transmission chamber via a lockup piston, and a signal pressure used for setting a lockup pressure supplied to the lockup chamber A lockup solenoid valve that performs, a first input port, a second input port that communicates with an output port of the lockup solenoid valve, and the fluid transmission chamber via the fluid inlet when the lockup is performed; A third input port communicating therewith and an output port communicating with the lockup chamber, and the signal from the lockup solenoid valve; A lockup control valve for adjusting the pressure of the working fluid supplied to the first input port according to the pressure and the pressure of the working fluid supplied to the third input port to set the lockup pressure; A control method for a lock-up clutch device comprising:
The signal pressure is changed so that the signal pressure changes according to the difference in rotational speed between the input side fluid transmission element and the output side fluid transmission element between the time when the execution of the lockup is instructed and the time when the lockup is completed. The lockup solenoid valve is controlled.

  According to this method, even if the pressure of the working fluid at the fluid inlet becomes higher than the pressure in the fluid transmission chamber due to the rotational speed difference between the input side fluid transmission element and the output side fluid transmission element, The lock-up pressure can be set to match the actual pressure in the transmission chamber, so when lock-up is performed, it is caused by the rotational speed difference between the input-side fluid transmission element and the output-side fluid transmission element It is possible to satisfactorily suppress the occurrence of shock.

It is a schematic block diagram of the motor vehicle 10 which is a vehicle carrying the power transmission device 20 including the lock-up clutch device according to one embodiment of the present invention. 2 is a schematic configuration diagram of a power transmission device 20. FIG. 3 is an operation table showing the relationship between each shift stage of the automatic transmission 40 included in the power transmission device 20 and the operation states of the clutch and the brake. 3 is a system diagram showing a main part of a hydraulic control unit 50. FIG. 4 is a flowchart showing an example of a lockup control routine executed by a shift ECU 21 from when the lockup execution is instructed when the lockup condition is established until the lockup clutch mechanism 30 completes the lockup. 6 is a time chart showing how the lockup solenoid valve pressure Pslu, the rotation speed Ne of the engine 12 and the rotation speed Nin of the input shaft 44 change when the lockup control routine of FIG. 5 is executed. It is explanatory drawing which shows an example of the map for lockup solenoid pressure setting.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of an automobile 10 that is a vehicle equipped with a power transmission device 20 including a lock-up clutch device according to an embodiment of the present invention. An automobile 10 shown in FIG. 1 includes an engine 12 that is an internal combustion engine that outputs power by an explosion combustion of a mixture of hydrocarbon-based fuel such as gasoline and light oil and air, and an engine electronic control unit that controls the operation of the engine 12. (Hereinafter referred to as “engine ECU”) 14, a brake electronic control unit (hereinafter referred to as “brake ECU”) 15 that controls an electronically controlled hydraulic brake unit (not shown), a torque converter 23 that is a fluid transmission device, A stage automatic transmission 40, a hydraulic control unit 50 that supplies and discharges hydraulic oil (working fluid) to and from them, a shift electronic control unit (hereinafter referred to as "shift ECU") 21 that controls these, and the like 12 is connected to the crankshaft 16 and power from the engine 12 as a power generation source is supplied to the left and right drive wheels DW. Reached and a power transmission device 20.

  As shown in FIG. 1, the engine ECU 14 includes an accelerator opening Acc from an accelerator pedal position sensor 92 that detects a depression amount (operation amount) of an accelerator pedal 91, a vehicle speed V from a vehicle speed sensor 99, and rotation of the crankshaft 16. Signals from various sensors such as a crankshaft position sensor (not shown) for detecting the engine, signals from the brake ECU 15 and the shift ECU 21, etc. are input, and the engine ECU 14 is based on these signals, and an electronically controlled throttle valve (not shown). And controls fuel injection valves, spark plugs, etc. The brake ECU 15 includes a master cylinder pressure detected by the master cylinder pressure sensor 94 when the brake pedal 93 is depressed, a vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), an engine ECU 14 and a shift ECU 21. The brake ECU 15 controls a brake actuator (hydraulic actuator) (not shown) and the like based on these signals.

  The transmission ECU 21 of the power transmission device 20 is housed inside the transmission case 22. The shift ECU 21 includes a shift range SR from the shift range sensor 96 that detects an operation position of the shift lever 95 for selecting a desired shift range from a plurality of shift ranges, a vehicle speed V from the vehicle speed sensor 99, and the like. Signals from various sensors and the like, signals from the engine ECU 14 and brake ECU 15 and the like are input, and the shift ECU 21 controls the torque converter 23, the automatic transmission 40, and the like based on these signals. The engine ECU 14, the brake ECU 15 and the shift ECU 21 are configured as a microprocessor centered on a CPU (not shown). In addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output A port and a communication port (both not shown). The engine ECU 14, the brake ECU 15 and the transmission ECU 21 are connected to each other via a bus line or the like, and exchange of data necessary for control is executed between these ECUs as needed.

  The power transmission device 20 includes a torque converter 23 housed in the transmission case 22, an oil pump 36, an automatic transmission 40, and the like. The torque converter 23 is configured as a fluid torque converter with a lock-up clutch, and as shown in FIG. 2, a pump impeller 24 connected to the crankshaft 16 of the engine 12 via the front cover 18 and a turbine hub The turbine runner 25 fixed to the input shaft (input member) 44 of the automatic transmission 40, the pump impeller 24, and the hydraulic oil (ATF) from the turbine runner 25 to the pump impeller 24 disposed inside the turbine runner 25 And a one-way clutch 27 that restricts the rotational direction of the stator 26 to one direction. The pump impeller 24, the turbine runner 25, and the stator 26 form a torus (annular flow path) that circulates hydraulic oil in a fluid transmission chamber 28 defined by the front cover 18 and the pump shell 24 a of the pump impeller 24. The fluid transmission chamber 28 has a hydraulic oil inlet 28i for introducing hydraulic oil into the inside thereof, and a hydraulic oil outlet 28o for discharging hydraulic oil from the inside thereof. During operation, hydraulic oil is constantly supplied from the hydraulic control unit 50 and excess hydraulic oil flows out from the hydraulic oil outlet 28o. In the fluid transmission chamber 28, power is transmitted via hydraulic oil between the pump impeller 24 as the input side fluid transmission element and the turbine runner 25 as the output side fluid transmission element. That is, the torque converter 23 functions as a torque amplifier by the action of the stator 26 when the rotational speed difference between the pump impeller 24 and the turbine runner 25 is large, and functions as a fluid coupling when the rotational speed difference between the two becomes small.

  In addition, the torque converter 23 according to the embodiment includes a lockup clutch mechanism 30 that can execute lockup for directly connecting the pump impeller 24 and the turbine runner 25 and release of the lockup. The lock-up clutch mechanism 30 is configured as a multi-plate hydraulic clutch. The turbine runner 25 is connected to a clutch plate 31 that is slidably supported by a clutch hub fixed to the front cover 18 and a damper mechanism 35. A clutch plate 32 slidably supported by a clutch hub connected to the clutch, and a lock-up piston arranged to be slidable in the axial direction inside the front cover 18 so that the clutch plates 31 and 32 can be pressed. 33. The lockup piston 33 defines a lockup chamber 34 together with the front cover 18 and the like. The lockup chamber 34 is opposed to the fluid transmission chamber 28 via the lockup piston 33, and has a hydraulic oil inlet 34i for introducing hydraulic oil therein. Thus, when a predetermined lockup condition is established after the vehicle 10 starts, the hydraulic oil is introduced into the lockup chamber 34 via the hydraulic oil inlet 34i and the lockup piston 33 is moved to the fluid transmission chamber 28 side. If moved, the clutch impellers 24 and the turbine runner 25 are locked (directly connected) by the clutch plates 31 and 32 being sandwiched between the lock-up piston 33 and the clutch hub fixed to the front cover 18, whereby the engine 12 is mechanically and directly transmitted to the input shaft 44 of the automatic transmission 40. Further, the torque variation from the pump impeller 24 side that occurs when the lockup is executed is absorbed by the damper mechanism 35. If the introduction of the hydraulic oil in the lockup chamber 34 is stopped, the hydraulic oil in the lockup chamber 34 flows out of the hydraulic oil outlet 28o of the fluid transmission chamber 28 to the outside, thereby releasing the lockup. become.

  The oil pump 36 is configured as a gear pump including a pump assembly including a pump body and a pump cover, and an external gear connected to the pump impeller 24 of the torque converter 23 via a hub. Connected. When the external gear is rotated by the power from the engine 12, hydraulic oil stored in an oil pan (both not shown) is sucked and discharged by the oil pump 36 through the strainer. The hydraulic pressure required by the automatic transmission 40 can be generated, or hydraulic oil can be supplied to lubricated parts such as various bearings.

  The automatic transmission 40 is configured as a six-speed stepped transmission, and as shown in FIG. 2, a single pinion type first planetary gear mechanism 41, a Ravigneaux type second planetary gear mechanism 42, It includes three clutches C1, C2, and C3, two brakes B1 and B2, and a one-way clutch F1 for changing the power transmission path from the input side to the output side. The single pinion type first planetary gear mechanism 41 includes a sun gear 41 s that is an external gear fixed to the transmission case 22, and an internal gear that is disposed concentrically with the sun gear 41 s and that is connected to the input shaft 44. A ring gear 41r, a plurality of pinion gears 41p that mesh with the sun gear 41s and mesh with the ring gear 41r, and a carrier 41c that holds the plurality of pinion gears 41p in a rotatable and revolving manner. The Ravigneaux-type second planetary gear mechanism 42 includes two sun gears 42sa and 42sb that are external gears, a ring gear 42r that is an internal gear fixed to an output shaft (output member) 45 of the automatic transmission 40, and a sun gear. A plurality of short pinion gears 42pa meshing with 42sa, a plurality of long pinion gears 42pb meshing with the sun gear 42sb and the plurality of short pinion gears 42pa and meshing with the ring gear 42r, and a plurality of short pinion gears 42pa and a plurality of long pinion gears 42pb coupled to each other. And a carrier 42c supported by the transmission case 22 via a one-way clutch F1. The output shaft 45 of the automatic transmission 40 is connected to the drive wheel DW via a gear mechanism 46 and a differential mechanism 47.

  The clutch C1 is a hydraulic clutch that can fasten and release the fastening of the carrier 41c of the first planetary gear mechanism 41 and the sun gear 42sa of the second planetary gear mechanism 42. The clutch C2 is a hydraulic clutch that can fasten the input shaft 44 and the carrier 42c of the second planetary gear mechanism 42 and release the fastening. The clutch C3 is a hydraulic clutch that can fasten and release the fastening of the carrier 41c of the first planetary gear mechanism 41 and the sun gear 42sb of the second planetary gear mechanism 42. The brake B1 is a hydraulic clutch that can fix the sun gear 42sb of the second planetary gear mechanism 42 to the transmission case 22 and release the fixing of the sun gear 42sb to the transmission case 22. The brake B2 is a hydraulic clutch that can fix the carrier 42c of the second planetary gear mechanism 42 to the transmission case 22 and release the fixing of the carrier 42c to the transmission case 22. These clutches C <b> 1 to C <b> 3 and brakes B <b> 1 and B <b> 2 operate by receiving and supplying hydraulic oil from the hydraulic control unit 50. FIG. 3 shows an operation table showing the relationship between the respective shift stages of the automatic transmission 40 and the operation states of the clutches C1 to C3 and the brakes B1 and B2. The automatic transmission 40 provides the first to sixth forward speeds and the first reverse speed by setting the clutches C1 to C3 and the brakes B1 and B2 to the states shown in the operation table of FIG.

  FIG. 4 is a system diagram showing a main part of a hydraulic control unit 50 that supplies and discharges hydraulic oil to and from the torque converter 23 and the automatic transmission 40 including the lockup clutch mechanism 30 described above. The hydraulic control unit 50 is connected to the aforementioned oil pump 36 that draws and discharges hydraulic oil from the oil pan using the power from the engine 12, and is supplied from the oil pump 36 side (pressure regulating valve not shown). From a primary regulator valve that is driven by a linear solenoid valve that regulates and outputs hydraulic oil and regulates hydraulic oil from the oil pump 36 to generate a line pressure PL, and from a primary regulator valve according to the operating position of the shift lever 95 Can be supplied to the clutches C1 to C3, the brakes B1 and B2, and the supply of hydraulic oil to the clutch C1 and the like can be stopped, and the hydraulic oil (line pressure PL) from each manual valve is adjusted. The corresponding clutches C1 to C3 and brakes B1 and B2 Such as a plurality of linear solenoid valve capable of outputting a containing (both not shown).

  Further, as shown in FIG. 4, the hydraulic control unit 50 adjusts the hydraulic oil from the primary regulator valve to generate a constant regulator pressure Psec in order to operate the torque converter 23 and the lockup clutch mechanism 30. The regulator pressure from the regulator valve 52 and a pressure regulating valve (not shown) is regulated by a linear solenoid (not shown) that is energized and controlled by the speed change ECU 21 to set a lockup pressure Plup to be supplied to the lockup chamber 34. The lock-up solenoid valve SLU for setting the lock-up solenoid pressure Pslu and the lock-up solenoid when the lock-up clutch mechanism 30 executes lock-up and enables the hydraulic oil to be supplied to and discharged from the torque converter 23. A lock-up relay valve 54 that is driven by the lock-up solenoid pressure Pslu from the lube SLU to switch the oil passage, and a regulator pressure Psec from the secondary regulator valve 52 using the lock-up solenoid pressure Pslu from the lock-up solenoid valve SLU. And a lockup control valve 56 for setting a lockup pressure Plup.

  The lockup relay valve 54 is a switching valve (on / off valve) that is driven by a lockup solenoid pressure Pslu from the lockup solenoid valve SLU, and is configured as a spool valve having a spool and a spring that urges the spool. . The lockup relay valve 54 of the embodiment includes a first input port 541 that communicates with the output port of the secondary regulator valve 52, a second input port 542 that communicates with the output port of the lockup solenoid valve SLU, and the power transmission device 20. A third input port 543 that is supplied with hydraulic oil (pressure Plub) for lubricating the object to be lubricated, an output port 544 that communicates with the hydraulic oil inlet 28i of the fluid transmission chamber 28, and a hydraulic oil outlet 28o of the fluid transmission chamber 28. A port 545 communicating with the oil pan, a drain port 546 communicating with the oil pan, a port 547 communicating with the lubricating oil passage, and communication ports 548 and 549 communicating with the oil passage connected to the lockup control valve 56 side. .

  The lockup control valve 56 is a pressure regulating valve that is driven by a lockup solenoid pressure Pslu from the lockup solenoid valve SLU, and is configured as a spool valve having a spool and a spring that biases the spool. The lockup control valve 56 of the embodiment is locked via a first input port 561 communicating with the output port of the secondary regulator valve 52, a second input port 562 communicating with the output port of the lockup solenoid valve SLU, and an orifice. A third input port 563 that communicates with the communication ports 548 and 549 of the up relay valve 54, an output port 564 that communicates with the hydraulic oil inlet 34i of the lockup chamber 34, and a feedback port 565 that communicates with the output port 564 via an orifice. Including. In the embodiment, the pressure receiving surface of the spool that receives the lockup solenoid pressure Pslu supplied to the second input port 562 is set larger than the pressure receiving surface of the spool that receives the pressure supplied to the third input port 563. Further, the pressure supplied to the feedback port 565 acts on a pressure receiving surface smaller than the pressure receiving surface provided on the opposite side (upper side in the drawing) of the spool that receives the lock-up solenoid pressure Pslu.

  The lockup relay valve 54 is operated by the action of a spring when the lockup clutch mechanism 30 is not locked up and the lockup solenoid pressure Pslu from the lockup solenoid valve SLU is 0 when the vehicle 10 is started. The state shown in the left half of FIG. 4 (off state) is maintained. When the lockup relay valve 54 is in the OFF state, the first input port 541 and the output port 544 are communicated with each other, the port 545 and the port 547 are communicated, and the third input port 543 and the communication port 548 are further communicated. Is closed. As a result, hydraulic oil from the secondary regulator valve 52 is supplied into the fluid transmission chamber 28 of the torque converter 23 via the first input port 541, the output port 544, and the hydraulic oil inlet 28i, and the hydraulic oil is supplied from the fluid transmission chamber 28. The hydraulic oil discharged through the outlet 28o is supplied to the lubrication target of the power transmission device 20 through the ports 545 and 547. When the lock-up solenoid pressure Pslu from the lock-up solenoid valve SLU is 0, the spool of the lock-up control valve 56 is maintained in the state shown on the right side in the figure by the biasing force of the spring, and the first to third inputs. Since the ports 561 to 563 are closed, the lockup pressure Plup from the lockup control valve 56 is set to a value of zero.

  On the other hand, when the lockup solenoid pressure Pslu set by the lockup solenoid valve SLU is supplied to the second input port 542 when the lockup condition is established, the spool of the lockup relay valve 54 is attached with a spring. The lock-up relay valve 54 moves to the state shown in the right half of the figure (ON state) as it moves downward in the figure against the force. When the lockup relay valve 54 is in the ON state, the first input port 541, the output port 544, the communication ports 548 and 549 are communicated, the third input port 543 and the port 547 are communicated, and the port 545 A drain port 546 is communicated. Thus, the hydraulic oil from the secondary regulator valve 52 is supplied into the fluid transmission chamber 28 of the torque converter 23 via the first input port 541, the output port 544, the communication ports 549 and 548, and the hydraulic oil inlet 28i. Further, the hydraulic oil discharged from the fluid transmission chamber 28 via the hydraulic oil outlet 28 o is guided to the oil pan via the drain port 546, and the hydraulic oil supplied to the third input port 543 via the port 547. The power transmission device 20 is supplied to the lubrication target. Further, when the lockup relay valve 54 is in the ON state, the third input port 563 of the lockup control valve 56 is torqued via the communication port 548 and the output port 544 of the lockup relay valve 54 and the hydraulic oil inlet 28i. It communicates with the inside of the fluid transmission chamber 28 of the converter 23.

  As described above, when the lockup relay valve 54 is turned on by the lockup solenoid pressure Pslu as the lockup condition is established, the lockup solenoid valve SLU is connected to the second input port 562 of the lockup control valve 56. Is supplied to the third input port 563, and the pressure Ptcin at the hydraulic oil inlet 28i of the fluid transmission chamber 28 of the torque converter 23 is supplied to the third input port 563. As a result, the spool of the lock-up control valve 56 moves upward in the drawing against the biasing force of the spring, so that the first input port 561 is gradually opened to communicate with the output port 564, and the first input port The pressure of the hydraulic oil supplied to 561, that is, the secondary regulator pressure Psec is adjusted according to the opening degree of the first input port 561, and the lockup chamber 34 is set as a lockup pressure Plup from the output port 564 via the hydraulic oil inlet 34i. Supplied to. Further, when the lockup is executed, a pressure based on the lockup pressure Pull from the output port 564 is supplied to the feedback port 565 as a feedback pressure. Therefore, when the lockup is executed, the lockup control valve 56 detects the lockup solenoid pressure Pslu from the lockup solenoid valve SLU, the pressure Ptcin at the hydraulic oil inlet 28i of the fluid transmission chamber 28, and the feedback pressure from the output port 564. The lockup pressure Plup according to the above is set. In this way, by reflecting the pressure Ptcin, that is, the pressure of the hydraulic oil in the fluid transmission chamber 28 in the setting of the lockup pressure Plup, basically, the lockup pressure Plup is prevented so that no shock is generated when the lockup is executed. Can be set more appropriately. When the lockup pressure Plup set in this way is supplied to the lockup chamber 34, the lockup piston 33 moves to press the clutch plates 31 and 32, thereby directly connecting the pump impeller 24 and the turbine runner 25. Lockup will be performed.

  Next, a control procedure of the lockup solenoid valve SLU when lockup is executed in the torque converter 23 will be described. FIG. 5 shows a lockup control routine that is repeatedly executed by the shift ECU 21 every predetermined time from when the lockup execution is instructed when the lockup condition is established until the lockup by the lockup clutch mechanism 30 is completed. It is a flowchart which shows an example. FIG. 6 shows how the lockup solenoid pressure Pslu, the rotational speed Ne of the engine 12 and the rotational speed Nin of the input shaft 44 change when the lockup control routine is executed.

  When lockup execution is instructed in accordance with the establishment of the lockup condition (time t0 in FIG. 6), the CPU (not shown) of the shift ECU 21 detects the lockup solenoid pressure Pslu detected by a pressure sensor (not shown) or not shown. Data necessary for control such as an elapsed time t from when the execution of the lock-up timed by the timer is instructed is input (step S100), and the input elapsed time t is a predetermined initial pressurizing time ta (for example, It is determined whether or not it has exceeded (about 0.1 sec) (step S110). When the elapsed time t is equal to or less than the initial pressurization time ta, the hydraulic oil is quickly filled in the lockup chamber 34 and the oil passage between the lockup control valve 56 and the lockup chamber 34 and the lockup piston. In order to move 33 quickly, a predetermined relatively high pressure Pa is set to the command value Pslu * of the lockup solenoid pressure Pslu (step S115), and the lockup solenoid pressure Pslu becomes the command value Pslu *. The lockup solenoid valve SLU is controlled so as to be (step S190), and the processing after step S100 is executed again. Thus, as shown in FIG. 6, the lockup solenoid pressure Pslu is set to a substantially constant pressure Pa until the elapsed time t exceeds the initial pressurization time ta (from time t0 to time t1).

  When it is determined in step S110 that the elapsed time t has exceeded the initial pressurization time ta, the engine speed Ne and output torque Te of the engine 12 and the speed Nin of the input shaft 44 of the automatic transmission 40 are input. (Step S120). The rotational speed Ne of the engine 12 is calculated based on the detected value of the crankshaft position sensor, and the output torque Te of the engine 12 is, for example, an intake air amount detected by an air flow meter (not shown) and the rotational speed Ne. These are derived using a map (not shown), and both are input from the engine ECU 14 by communication. The rotational speed Nin of the input shaft 44 is calculated based on a detection value of a rotational position sensor (not shown). After the process of step S120, it is determined whether or not the lockup solenoid pressure Pslu input in step S100 is less than a predetermined relatively large pressure Pref (step S130), and the lockup solenoid pressure Pslu is the pressure Pref. If it is less, the rotation speed difference ΔN between the rotation speed Ne and the rotation speed Nin is calculated by subtracting the rotation speed Nin of the input shaft 44 from the rotation speed Ne of the engine 12 (step S140).

  Here, for example, when the automobile 10 is accelerated, the rotational speed of the pump impeller 24 as the input-side fluid transmission element is higher than the rotational speed Nin of the input shaft 44 that matches the rotational speed of the turbine runner 25 as the output-side fluid transmission element. When the lockup is executed when the rotation speed Ne of the engine 12 that coincides with is high and the rotation speed difference ΔN between the two is large, the engine 12 is supplied to the third input port 563 of the lockup control valve 56 as described above. Even if the lockup pressure is set using the pressure Ptcin at the hydraulic oil inlet 28i of the fluid transmission chamber 28, a shock may occur until the lockup is completed. Such a shock is considered to be caused by the following factors. That is, when the rotational speed difference ΔN between the engine 12 and the input shaft 44, that is, the pump impeller 24 and the turbine runner 25 is large and the speed ratio between the two is small, the capacity coefficient of the torque converter 23 is large. When the capacity coefficient is large as described above, the torque transmitted between the pump impeller 24 and the turbine runner 25 increases, and there is hydraulic oil necessary for transmitting the torque in the fluid transmission chamber 28. Will be. For this reason, when the rotational speed difference ΔN is large, it becomes difficult for the hydraulic oil to flow into the fluid transmission chamber 28 via the hydraulic oil inlet 28i, and the pressure Ptcin at the hydraulic oil inlet 28i increases accordingly. The pressure of the hydraulic fluid supplied to the third input port 563 of the lockup control valve 56 that communicates with 28i also increases. Therefore, when the rotational speed difference ΔN is large, the lockup control valve is caused by the increase in the pressure Ptcin at the hydraulic oil inlet 28i of the fluid transmission chamber 28, that is, the pressure supplied to the third input port 563 of the lockup control valve 56. The lock-up pressure Plup set by 56 increases, and it is considered that a shock occurs due to an increase in the stroke speed of the lock-up piston 33.

  Based on this, in the embodiment, the lockup is performed such that the lockup solenoid pressure Pslu as the signal pressure is changed according to the rotation speed difference ΔN after the lockup is instructed until the lockup is completed. The solenoid valve SLU is controlled. That is, if the rotation speed difference ΔN is calculated in step S140, it is determined whether or not the predetermined flag F has a value of 0 (step S150). If the flag F has a value of 0, the flag F is set to a value of 1. And a correction execution time tc that is a time for changing the lockup solenoid pressure Pslu in accordance with the rotational speed difference ΔN is set based on the rotational speed difference ΔN (step S160). In the embodiment, the relationship between the rotational speed ΔN and the correction execution time tc is determined in advance based on the experiment and analysis results, and is stored in a ROM (not shown) of the shift ECU 21 as a correction execution time setting map (not shown). In S160, the correction execution time tc corresponding to the rotation speed difference ΔN calculated in Step S140 is derived and set from the map. As can be seen from FIG. 6, the correction execution time fixed map of the embodiment increases as the rotational speed difference ΔN when the initial pressurization time ta elapses after the lock-up execution is instructed (see the solid line in FIG. 6). ) The correction execution time tc is defined so as to be shorter than when the rotational speed difference ΔN is small (see the broken line in FIG. 6). Note that once the flag F is set to the value 1 in step S160, a negative determination is made in step S150, and the process in step S160 is skipped.

  Next, it is determined whether or not the elapsed time t input in step S100 is less than or equal to the sum of the initial pressurization time ta and the correction execution time tc (step S170). If the elapsed time t is less than or equal to the sum of the initial pressurization time ta and the correction execution time tc, based on the output torque Te of the engine 12 input in step S120 and the rotational speed difference ΔN calculated in step S140. Then, the command value Pslu * of the lockup solenoid pressure Pslu is set (step S180). In the embodiment, the relationship between the output torque Te of the engine 12, the rotational speed difference ΔN, and the command value Pslu * of the lockup solenoid pressure Pslu is determined in advance, and the shift ECU 21 is used as a lockup solenoid pressure setting map illustrated in FIG. In step S180, a command value Pslu * corresponding to the output torque Te input in step S120 and the rotational speed difference ΔN calculated in step S140 is derived and set from the map. The The lock-up solenoid pressure setting map illustrated in FIG. 7 is obtained by, for example, once determining the relationship between the output torque Te of the engine 12 and the command value Pslu * as a basic map through experiments and analysis, and further by experiments and analysis. The relationship between the pressure difference between the pressure in the fluid transmission chamber 28 and the pressure Ptcin at the hydraulic oil inlet 28i and the rotation speed difference ΔN is obtained, and the rotation speed difference ΔN is changed from the command value Pslu * in the basic map for each rotation speed difference ΔN. By subtracting the value necessary to cancel the corresponding pressure difference, the command value Pslu * is basically defined so as to decrease as the rotational speed difference ΔN increases.

  Thereby, even if the pressure Ptcin at the hydraulic oil inlet 28i becomes higher than the pressure in the fluid transmission chamber 28 due to the rotational speed difference ΔN, the lockup pressure Plup is prevented from increasing more than necessary. Is possible. Furthermore, if a lock-up solenoid pressure setting map as illustrated in FIG. 7 is used, the hydraulic oil in the fluid transmission chamber 28 depends on the torque transmitted between the pump impeller 24 and the turbine runner 25 and the rotational speed difference ΔN. It is possible to set the lockup solenoid pressure Pslu, that is, the lockup pressure Pslu while considering both the pressure Ptcin at the inlet 28i. Then, after setting to the command value Pslu * in step S180, the lockup solenoid valve SLU is controlled so that the lockup solenoid pressure Pslu becomes the command value Pslu * (step S190), and the processing after step S100 is executed again. As a result, the lockup solenoid valve SLU rotates from the time when the elapsed time t exceeds the initial pressurization time ta (time t1 in FIG. 6) until the correction execution time tc elapses (until time t2 or t2 ′). The lockup solenoid pressure Pslu as the signal pressure is controlled to change according to the number difference ΔN.

  When it is determined in step S170 that the elapsed time t has exceeded the sum of the initial pressurization time ta and the correction execution time tc, the lockup solenoid pressure Pslu is increased so as to increase with a substantially constant gradient. The sum of the command value Pslu * (previous Pslu *) set at the previous execution of the routine and the positive predetermined value ΔP is set to the command value Pslu * (step S200), and the lockup solenoid pressure Pslu is set to the command value Pslu *. The lockup solenoid valve SLU is controlled so as to become (step S190), and the processing after step S100 is executed again. If it is determined in step S130 that the lock-up solenoid pressure Pslu is equal to or higher than the pressure Pref (time t3 or t3 ′ in FIG. 6), the predetermined holding pressure Ph is set to the command value Pslu * and locked. The lockup solenoid valve SLU is controlled so that the up solenoid pressure Pslu becomes the command value Pslu * (step S210), the flag F and the timer are further reset, and this routine is terminated.

  As described above, the torque converter 23 including the lock-up clutch mechanism 30 of the embodiment includes the fluid transmission chamber 28 in which power is transmitted via the hydraulic oil between the pump impeller 24 and the turbine runner 25, and the lock A lockup chamber 34 that faces the fluid transmission chamber 28 via the up piston 33, and a fluid transmission chamber via the hydraulic oil inlet 28i when the lockup solenoid pressure Pslu and the lockup from the lockup solenoid valve SLU are executed. A lock-up control valve 56 that adjusts the secondary regulator pressure Psec supplied to the first input port 561 in accordance with the pressure Ptcin supplied to the third input port 563 communicating with the control port 28 to set the lock-up pressure Pslu. Prepare. Accordingly, the pressure of the hydraulic oil in the fluid transmission chamber 28 is reflected in the setting of the lockup pressure Plup by the lockup control valve 56, and basically the lockup pressure Plup is set so that no shock is generated when the lockup is executed. It can be set more appropriately. The lockup solenoid pressure Pslu is locked so that the lockup solenoid pressure Pslu is changed according to the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25 after the lockup is instructed until the lockup is completed. The up solenoid valve SLU is controlled (steps S120 to S190 in FIG. 5). Thereby, even if the pressure Ptcin at the hydraulic oil inlet 28i becomes higher than the pressure in the fluid transmission chamber 28 when the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25 is large, the fluid transmission chamber 28 The lockup pressure Plup can be set so as to match the actual pressure of the engine, so that when the lockup is executed, the occurrence of shock due to the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25 is generated. Can be suppressed satisfactorily.

  Further, in the above embodiment, the lockup solenoid valve SLU is controlled so as to set the lockup solenoid pressure Pslu so as to decrease as the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25 increases. Thereby, even if the pressure Ptcin at the hydraulic oil inlet 28i becomes higher than the pressure in the fluid transmission chamber 28 due to the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25, the lockup pressure Plup is Since it can suppress that it increases more than necessary, it becomes possible to suppress the generation | occurrence | production of the shock resulting from the rotation speed difference (DELTA) N between the pump impeller 24 and the turbine runner 25 favorably.

  Further, in the above-described embodiment, the lockup solenoid pressure is set in advance so as to define the relationship between the rotational speed difference ΔN, the output torque Te of the engine 12 and the command value Pslu * which is the target value of the lockup solenoid pressure Pslu. The command value Pslu * is set using the control map, and the lockup solenoid valve SLU is controlled so that the lockup solenoid pressure Pslu becomes the command value Pslu *. As a result, the pressure Ptcin at the hydraulic oil inlet 28i of the fluid transmission chamber 28 depends on the torque transmitted between the pump impeller 24 and the turbine runner 25 and the rotational speed difference ΔN between the pump impeller 24 and the turbine runner 25. It is possible to set the lockup pressure Plup more appropriately while taking both of these into consideration.

  Further, in the above embodiment, the correction execution time tc corresponding to the rotational speed difference ΔN when the initial pressurization time ta after the execution of the lock-up is instructed is set, and the initial pressurization time ta has elapsed. The lockup solenoid valve SLU is controlled to change the lockup solenoid pressure Pslu in accordance with the rotational speed difference ΔN until the correction execution time tc elapses from the time point. As a result, the lockup can be completed promptly without reducing the lockup pressure Plup more than necessary to suppress the occurrence of shock.

  Furthermore, the hydraulic control unit 50 that drives the lock-up clutch mechanism 30 of the embodiment allows the hydraulic oil to be supplied to the hydraulic oil inlet 28i of the fluid transmission chamber 28 regardless of whether the lock-up is performed or not. When executed, the lockup relay valve is driven by the lockup solenoid pressure Pslu from the lockup solenoid valve SLU to connect the hydraulic oil inlet 28i of the fluid transmission chamber 28 and the third input port 563 of the lockup control valve 56. 54. Thus, the fluid transmission chamber 28 is always filled with the hydraulic oil, and the hydraulic oil inlet 28i of the fluid transmission chamber 28 and the third input port 563 of the lockup control valve 56 communicate with each other when the lockup is executed. It becomes possible to make it.

  The power transmission device 20 according to the embodiment includes the torque converter 23 having the stator 26 that rectifies the flow of the fluid from the turbine runner 25 to the pump impeller 24, and thus the torque converter 23 when the lockup is released. The torque amplification effect by can be utilized. However, the power transmission device 20 may be provided with a fluid coupling that does not exhibit a torque amplifying action instead of the torque converter 23 that exhibits a torque amplifying action. The torque converter 23 including the lockup clutch mechanism 30 may be combined with a continuously variable transmission (CVT) other than the automatic transmission.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the lockup piston 33 is moved, and the lockup directly connecting the pump impeller 24 connected to the engine 12 mounted on the automobile 10 and the turbine runner 25 and the release of the lockup are executed. The lock-up clutch mechanism 30 corresponds to a “lock-up clutch device”, has a hydraulic oil inlet 28 i through which hydraulic oil is introduced, and a hydraulic oil outlet 28 o for discharging the hydraulic oil, and includes a pump impeller 24 and a turbine runner 25. The fluid transmission chamber 28 in which power is transmitted via the hydraulic oil to and from the cylinder corresponds to a “fluid transmission chamber”, and the lockup chamber 34 facing the fluid transmission chamber 28 via the lockup piston 33 is “locked”. As the signal pressure used to set the lockup pressure Plup supplied to the lockup chamber 34. The lock-up solenoid valve SLU that sets the lock-up solenoid pressure Pslu corresponds to the “lock-up solenoid valve”. The first input port 561, the second input port 562 communicating with the output port of the lock-up solenoid valve SLU, A lockup solenoid from a lockup solenoid valve SLU having a third input port 563 communicating with the fluid transmission chamber 28 via the hydraulic oil inlet 28i and an output port 564 communicating with the lockup chamber 34 when executed. The lockup control valve 56 that adjusts the secondary regulator pressure Psec supplied to the first input port 561 according to the pressure Pslu and the pressure Ptcin supplied to the third input port 563 to set the lockup pressure Plup is “locked”. Up system It corresponds to valve ", shifting ECU21 to perform lock-up control routine of FIG. 5 corresponds to the" control means ". In addition, regardless of the presence or absence of lockup, the hydraulic oil is supplied to the hydraulic oil inlet 28i of the fluid transmission chamber 28 and is driven by the signal pressure from the lockup solenoid valve SLU when the lockup is executed. The lockup relay valve 54 that connects the hydraulic oil inlet 28i of the fluid transmission chamber 28 and the third input port 563 of the lockup control valve 56 corresponds to a “switching valve”.

  However, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the invention described in the column of means for solving the problem by the embodiment. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is It should be done based on the description.

  As mentioned above, although the embodiment of the present invention has been described using examples, the present invention is not limited to the above-described examples, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the lockup clutch device manufacturing industry.

  10 automobile, 12 engine, 14 engine electronic control unit (engine ECU), 15 brake electronic control unit (brake ECU), 16 crankshaft, 18 front cover, 20 power transmission device, 21 shift electronic control unit (for shifting) ECU), 22 transmission case, 23 torque converter, 24 pump impeller, 24a pump shell, 25 turbine runner, 26 stator, 27 one-way clutch, 28 fluid transmission chamber, 28i, 34i hydraulic oil inlet, 28o hydraulic oil outlet, 30 lockup Clutch mechanism, 31, 32 Clutch plate, 33 Lock-up piston, 34 Lock-up chamber, 35 Damper mechanism, 36 Oil pump, 40 Automatic transmission, 41 First planetary gear mechanism, 41c, 42c Carrier, 41p pinion gear, 41r, 42r ring gear, 41s, 42sa, 42sb sun gear, 42 second planetary gear mechanism, 42pa short pinion gear, 42pb long pinion gear, 44 input shaft, 45 output shaft, 46 gear mechanism, 47 differential mechanism, 50 Hydraulic control unit, 52 secondary regulator valve, 54 lockup relay valve, 56 lockup control valve, 91 accelerator pedal, 92 accelerator pedal position sensor, 93 brake pedal, 94 master cylinder pressure sensor, 95 shift lever, 96 shift range sensor, 99 Vehicle speed sensor, 541,561 First input port, 542,562 Second input port, 543,563 Third input port, 544,5 4 output ports, 545,547 port, 546 drain port, 548 and 549 connecting port, 565 a feedback port, B1, B2 brake, C1, C2, C3 clutch, F1 the one-way clutch, SLU lock-up solenoid valve.

Claims (6)

A lock-up clutch device that moves a lock-up piston to directly connect an input-side fluid transmission element connected to a power generation source mounted on a vehicle and an output-side fluid transmission element and releases the lock-up In
A power inlet through which the working fluid is introduced and a fluid outlet for discharging the working fluid are provided, and power is transmitted between the input-side fluid transmission element and the output-side fluid transmission element via the working fluid. A fluid transmission chamber in which
A lockup chamber facing the fluid transmission chamber via the lockup piston;
A lockup solenoid valve for setting a signal pressure used for setting a lockup pressure supplied to the lockup chamber;
A first input port, a second input port communicating with the output port of the lockup solenoid valve, and a third input port communicating with the fluid transmission chamber via the fluid inlet when the lockup is performed. An input port and an output port communicating with the lockup chamber; the first pressure in response to the signal pressure from the lockup solenoid valve and the pressure of the working fluid supplied to the third input port; A lock-up control valve that regulates the pressure of the working fluid supplied to the input port to set the lock-up pressure;
The signal pressure is changed so that the signal pressure changes according to the difference in rotational speed between the input side fluid transmission element and the output side fluid transmission element between the time when the execution of the lockup is instructed and the completion of the lockup. Control means for controlling the lock-up solenoid valve;
Equipped with a,
Said control means, characterized that you control the lock-up solenoid valve to set the signal pressure enough to become smaller tendency is large rotational speed difference between the output-side fluid transmission element and the input-side fluid transmission element A lock-up clutch device. In the lockup clutch device according to claim 1 ,
The control means sets the target value using a predetermined constraint so as to define the relationship among the rotation speed difference, the output torque of the power generation source, and the target value of the signal pressure, and the signal The lock-up clutch device controls the lock-up solenoid valve so that the pressure becomes the target value. The lock-up clutch device according to claim 1 or 2 ,
The control means sets an execution time corresponding to the rotation speed difference at a predetermined timing after the execution of the lockup is instructed, and the rotation speed difference from the predetermined timing until the execution time elapses. The lockup clutch device is characterized in that the lockup solenoid valve is controlled so that the signal pressure changes according to the frequency. In the lockup clutch device according to any one of claims 1 to 3 ,
Regardless of the presence or absence of the lockup, working fluid is supplied to the fluid inlet of the fluid transmission chamber, and when the lockup is executed, the fluid is driven by the signal pressure from the lockup solenoid valve. The lockup clutch device further comprises a switching valve for communicating the fluid inlet of the fluid transmission chamber and the third input port of the lockup control valve. In the lockup clutch device according to any one of claims 1 to 4 ,
It is included in a torque converter having a pump impeller as the input-side fluid transmission element, a turbine runner as the output-side fluid transmission element, and a stator that rectifies the flow of working fluid from the turbine runner to the pump impeller. A lock-up clutch device. The working fluid is interposed between an input-side fluid transmission element and an output-side fluid transmission element having a fluid inlet into which the working fluid is introduced and a fluid outlet for discharging the working fluid and connected to a power generation source. A fluid transmission chamber in which the transmitted power is transmitted, a lockup chamber facing the fluid transmission chamber via a lockup piston, and a signal pressure used for setting a lockup pressure supplied to the lockup chamber A lockup solenoid valve that performs, a first input port, a second input port that communicates with an output port of the lockup solenoid valve, and the fluid transmission chamber via the fluid inlet when the lockup is performed; A third input port communicating therewith and an output port communicating with the lockup chamber, and the signal from the lockup solenoid valve; A lockup control valve for adjusting the pressure of the working fluid supplied to the first input port according to the pressure and the pressure of the working fluid supplied to the third input port to set the lockup pressure; A control method for a lock-up clutch device comprising:
The signal pressure is set such that the greater the difference in rotational speed between the input side fluid transmission element and the output side fluid transmission element from when the lockup is instructed to when the lockup is completed, the smaller the signal pressure. A control method for a lock-up clutch device, characterized in that the lock-up solenoid valve is controlled.