JPH0821525A - Lock up clutch controller - Google Patents

Abstract

PURPOSE:To realize sure slip control whose response is quick, by increasing temporarily secondary pressure that is the control pressure of a lock up clutch, when deceleration is made by making the opening of a throttle zero. CONSTITUTION:A throttle pressure control solenoid valve SLT to be controlled by a signal from a control portion 19, together with a lock up pressure difference control solenoid valve SLU is provided. At a deceleration lock up sphere, in a case in which the opening of a throttle is zero and a lock up clutch is in an off state, the solenoid valve SLT generates control pressure temporarily, and the control pressure is made to act on the throttle pressure oil chamber 16a of a secondary regulator valve 16, and secondary pressure is increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a lock-up clutch, which is used in a fluid transmission device such as a fluid torque converter and a fluid coupling, and which directly connects the input side and the output side of the fluid transmission device. The present invention relates to a device for slip control of an up clutch.

[0002]

2. Description of the Related Art Recently, in automobiles, further improvement in fuel consumption is required. From this viewpoint, the engine such as lean burn is improved, the automatic transmission is improved, and the lockup of the torque converter is performed. A clutch slip control device is drawing attention.

In the slip control device, the difference between the rotational speeds of the input side and the output side of the lockup clutch is a predetermined value, for example, 50, in the low / medium speed range until the clutch is completely engaged.
The clutch is slipped so that the rotation speed is about 100 [rpm], and is disclosed in, for example, Japanese Patent Laid-Open No. 2-80857.
JP-A-1-279157 and JP-A-2-16356.
As disclosed in Japanese Unexamined Patent Publication No. 6-99331 and Japanese Unexamined Patent Publication No. 5-99331, an OFF-side oil chamber communicating with a first oil chamber on one side of a clutch plate and a second oil chamber on the other side of the clutch plate in a torque converter. The control pressure from the solenoid valve acts on the control oil chamber of the lock-up control valve that operates in the differential pressure state with the ON-side oil chamber, and thus the secondary (converter) pressure that acts on the second oil chamber, The oil pressure acting on the first oil chamber is regulated, the pressure applied to the lockup clutch is finely adjusted, and the clutch is slip-controlled.

[0004]

The above slip-up control device for a lock-up clutch performs fuel supply to the engine by performing the above-mentioned slip control when the driver releases the accelerator pedal depression operation to decelerate during normal traveling. By stopping (Fuel cut), a particularly excellent effect of improving fuel economy can be expected.

However, in the above-described conventional slip control device, when the depression of the accelerator pedal is released, that is, when the throttle opening becomes zero, the secondary (converter) pressure for controlling the lockup clutch becomes low. However, accurate and reliable slip control may not be possible. Especially when the vehicle is decelerating, the OF of the lockup clutch
When the slip control is performed from the F (disengaged) state, if the secondary pressure is low, the operation time to stroke the clutch plate from the OFF state to the engagement start state becomes long, and in some cases slip control becomes impossible. It may become.

As a result, during deceleration, the slip control may not be performed to perform the fuel cut of the engine, or the timing of the fuel cut may be delayed, so that the fuel consumption may not be sufficiently improved.

Further, when the slip control is unstable and the lock-up clutch is slip-controlled or the lock-up is turned off, the shock feeling is deteriorated, and the deceleration state of the vehicle is affected, which affects the driver. There is a possibility that the driving feeling of the vehicle may be deteriorated.

In view of this, the present invention makes it possible to perform accurate and reliable slip control of the lock-up clutch by increasing the control pressure (secondary pressure) of the lock-up clutch when necessary, thereby solving the above problems. The purpose is.

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and a lock-up clutch (which connects an input side (2a) and an output side (3) of a fluid transmission (1) ( 5), an off-side hydraulic pressure communicating with a first oil chamber (9) arranged on one side of the clutch plate (6) of the lock-up clutch (5) in the fluid transmission (1), and the clutch plate (6). 6) By controlling the differential pressure from the on-side hydraulic pressure that communicates with the second oil chamber (10) arranged on the other side,
From the lock-up control valve (15) capable of slip control of the lock-up clutch (5), the throttle pressure control solenoid valve (SLT) for generating hydraulic pressure according to the throttle opening, and the throttle pressure control solenoid valve. A lockup clutch control device, comprising: a regulator valve (16) that regulates pressure based on the hydraulic pressure of (1) and that generates at least a clutch control pressure to be supplied to the second oil chamber (10). The solenoid valve (SLT) for the regulator valve (1
6) A lock-up clutch control device comprising a control means (19a) for transmitting a signal for temporarily increasing the clutch control pressure generated in 6).

More preferably, the vehicle speed detecting means (SN4) for detecting the vehicle speed (SNout) and the throttle opening (S).
θ) for detecting the throttle opening degree (SN2),
Moreover, the control means (19a) causes the vehicle speed detection means (S
N4), it is determined that the lockup clutch is in the deceleration lockup region, and if the lockup clutch (6) is in the off state and the throttle opening (Sθ) is near zero, the throttle control pressure control is performed. A signal for raising the clutch control pressure is issued to a solenoid valve (SLT).

More specifically, the lock-up control valve (15) includes an off-side oil chamber (9a) communicating with the first oil chamber (9) and an on-side oil chamber communicating with the second oil chamber. Chamber (10a), control oil chamber (17a), and the first
A pressure regulating port (11a) communicating with the oil chamber (9) for regulating the hydraulic pressure acting on the first oil chamber, and further including a control pressure for lockup differential pressure control in the control oil chamber (17a). Solenoid valve for lock-up differential pressure control (SLU)
And a solenoid valve (S) for controlling the lockup differential pressure in a state where the clutch control pressure is increased.
LU) to the lock-up control valve (1
5) The off-side oil chamber (9a) and the on-side oil chamber (10a)
It is controlled so that the pressure difference between and becomes a predetermined pressure for a predetermined time.

[0012]

During slip control of the lockup clutch (5), for example, the lockup differential pressure control solenoid valve (SLU) generates a predetermined control pressure, which causes the control pressure to pass through the control pressure oil passage (17). It is supplied to the control oil chamber (17a) of the lockup control valve (15) and to the control oil chamber (17b) of the lockup relay valve (20) to switch the valve to the right half position in FIG. Hold. In this state, the clutch control pressure (secondary pressure P _S ) from the (secondary) regulator valve (16) is the oil passage (11) and the relay valve (20).
Through the ports (11d) and (10c) of the second oil chamber (1
0).

On the other hand, the lock-up control valve (15) has an oil passage (9b) in its off-side oil chamber (9a).
The oil pressure of the first oil chamber (9) acts via the oil passage, and the oil pressure of the second oil chamber (10) acts on the on-side oil chamber (10a) via the oil passage (10b). The hydraulic pressures in the chambers face each other and act on the spools (15a, 15b) in a differential pressure state, and in this state, the control pressure from the differential pressure control solenoid valve (SLU) acts on the control oil chamber (17a). Therefore, the pressure adjusting port (12a) becomes the supply port (11a).
A predetermined pressure is generated based on the communication ratio between the drain port (EX) and the drain port (EX). Then, the predetermined pressure adjustment from the pressure adjustment port (12a) is performed through the oil passage 12, the ports (12c) and (9d) of the relay valve (20) and the oil passage (9c), and then the first oil chamber (9). ) Acts on.

As a result, the lockup clutch (5)
The clutch control pressure (secondary pressure P _S ) acts on the second oil chamber (10) on the other side of the clutch plate (6), and the first oil chamber (9) on the one side of the plate (6) is aforesaid. Pressure regulation from the pressure regulation port (12a) acts to control the differential pressure control solenoid valve (SLU), for example, the input side (2a) and the output side (3) of the fluid transmission (1).
The slip control is performed so that the rotation speed of is a predetermined value.

[0015] Then, working pressure of the slip control, i.e. the clutch control pressure second oil chamber is guided to the (10) acts the clutch plate (6) in the direction of engagement (P _S) is sufficiently above slip control If there is a possibility that the pressure will not reach a certain level, the throttle valve control solenoid valve (SLT) generates a predetermined control pressure, which causes the regulator valve (16).
The above-mentioned predetermined control pressure acts on the control oil chamber (16a) to temporarily increase the clutch control pressure (secondary pressure P _S ). Therefore, the increased clutch control pressure acts on the second oil chamber (10) to perform accurate and quick slip control.

Specifically, as shown in FIG. 5, for example, the driver releases the depression of the accelerator pedal, the throttle opening (Sθ) is zero, and the vehicle speed detecting means (SN).
4), it is determined that the vehicle speed is in the deceleration lockup region, and when the lockup clutch (5) is in the off state, the clutch control pressure control solenoid valve (SLT) causes the predetermined control pressure (a%). ) Is generated for a predetermined time (t) to increase the clutch control pressure.

At this time, the control section (19) sends a predetermined control pressure generation signal (b%) to the lockup differential pressure control solenoid valve (SLU) at the same time as the control pressure generation signal to the solenoid valve (SLT). Is transmitted to the solenoid valve (SLU) and the lockup control valve (1
5) the off side oil chamber (9a) and the on side oil chamber (10a)
Is controlled to a predetermined value, that is, a value that is optimum for the clutch plate (6) to stroke from the off position to the on position.

[0018]

As described above, according to the present invention,
The throttle valve is a solenoid valve (SLT),
A signal for temporarily increasing the clutch control pressure generated by the regulator valve (6) in a preset state is used as the throttle pressure control solenoid valve (SLT).
Since the control means (19a) is transmitted to the first oil chamber (9) at the start of slip control during deceleration, for example, the slip control range of the lockup clutch (5) by the lockup control valve (15) is increased. )
By increasing the difference between the second oil chamber (10) and the second oil chamber (10), the operating stroke of the lockup clutch plate (6) can be quickly performed.

As a result, the lockup clutch (5)
The slip control can be reliably and accurately performed, and the engine can be operated reliably and accurately without delaying the timing of the fuel cut of the engine to further improve fuel efficiency.

Further, for example, since the slip control is always performed accurately and reliably during deceleration, the shock feeling is not deteriorated, the deceleration state of the vehicle is always the same, and the driving feeling of the driver is improved. be able to.

The reference numerals in parentheses are for the purpose of contrasting with the drawings, but do not limit the structure of the present invention.

[0022]

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the automatic transmission A includes a torque converter 1, a planetary transmission gear mechanism T and a hydraulic control device O, and is housed in an integrated case.

The torque converter 1 has a converter housing which is fixed to the drive plate and serves as an input element, which includes a front cover 2a and a case 2b.
A pump impeller 1a provided integrally with the case 2b in the housing, a turbine impeller 1b integrally connected to a turbine hub 3 as an output element, and a stator impeller in which one-way rotation is blocked by a one-way clutch 4. 1c is stored, and these impellers form a torus. A lockup clutch 5 is arranged between the torus and the front cover 2a, and the clutch 5 has a clutch plate 6 and a damper 22 composed of two kinds of springs. The engine E by contacting the front cover 2a.
Rotation of the crankshaft 8 of the turbine hub 3 directly via the front cover 2a, the clutch plate 6 and the damper 22.
Is transmitted to the input shaft 23 of the transmission gear mechanism T which is spline-coupled to the hub 3. The clutch plate 6 forms a first oil chamber 9 between itself and the front cover 2a, and forms a second oil chamber 10 on the back surface side, that is, the torus side. As will be described later, both oil chambers are formed. Engagement and disengagement operations are performed by a pressure difference between 9 and 10, and an orifice 13 is formed in a portion of the clutch plate 6 near the turbine hub 3 so as to connect the oil chambers 9 and 10.

The speed change gear mechanism T includes a main speed change unit T1 including a front planetary gear unit 24 and a rear planetary gear unit 25, and an underdrive planetary gear unit T2. Main transmission unit T1
Has an interlocking shaft 26 arranged coaxially with the input shaft 23, and the underdrive planetary gear unit T2 has an intermediate shaft 27 arranged parallel to the interlocking shaft. A differential device 30 having left and right output shafts 29l, 29r connected to the axles is arranged in parallel with the shafts 26, 27, 29.
(L, r) are arranged in a triangular shape in a side view.

The front planetary gear unit 24 of the main transmission unit T1 is directly connected to the interlocking shaft 26 and is fitted to the carrier CR1 which supports the planetary pinion P1, the interlocking shaft 26 and the sun gear S2 of the rear planetary gear unit 25. The sun gear S1 and the ring gear R1 connected to the input shaft 23 via the forward clutch C1. The direct clutch C2 is interposed between the input shaft 23 and the sun gear S1. A 2nd coast brake B1 consisting of a band brake is interposed between S1 and the case, and a 2nd brake B2 consisting of multiple plates is arranged between the sun gear S1 and the case via a one-way clutch F1. .

Further, the rear planetary gear unit 25
Is a carrier C supporting a planetary pinion P2
R2, a sun gear S1, and a ring gear R2 directly connected to the interlocking shaft 26, and a 1st & Rev brake B3 and a one-way clutch F2 are arranged in parallel between the carrier CR2 and the case.

On the other hand, the interlocking shaft 26 and the intermediate shaft 27 are interlocked with each other with counter gears 31 and 32 fixed at their rear ends. The underdrive planetary gear unit T2 is composed of one single planetary gear, the ring gear R3 thereof is fixed to the intermediate shaft 27, and the carrier CR3 supporting the pinion P3 thereof is rotatably supported by the intermediate shaft 27. It is connected to the output gear 33 which is connected. Furthermore, the sun gear S
3 is connected to the carrier CR3 via a UD (underdrive) clutch C3, and a UD brake B4 and a UD one-way clutch F3 are arranged in parallel between the sun gear S3 and the case.

Further, the differential device 30 has a gear 35 mounted on a differential case. The gear 35 meshes with the output gear 33, and the output rotation from the gear is applied to the left and right output shafts 29l, 29r. Transmit as differential rotation.

The clutches C and brakes B of the planetary speed change gear mechanism T and the lockup clutch 5 of the torque converter 1 are controlled by a hydraulic control circuit O, which is electronically controlled. It is controlled by a control unit 19 including a control device through electro-hydraulic conversion supply such as a linear solenoid valve and a solenoid valve. The control unit 19 includes a CPU, a RAM, a ROM, and the like, and each sensor SN1, SN2, SN
Each detected value is input from 3, SN4, and SN5. The sensors SN1 and SN2 are provided in the engine E,
The sensor SN1 is the engine speed, that is, the torque converter 1
The sensor SN2 detects the throttle opening S.theta. Further, the sensor SN3 detects the rotation speed SNin of the input shaft 23 and thus the output rotation speed of the torque converter 1, the sensor SN4 detects the rotation speed SNout of the output gear 33, that is, the vehicle speed, and the sensor SN5 detects the hydraulic control circuit O. The oil temperature STe is detected.

The clutches C1, C2, C
3, the brakes B1, B2, B3, B4 and the one-way clutches F1, F2, F3 are operated as shown in the operation table of FIG. , Each shift speed 1st (1st speed), 2nd (2nd speed), 3rd (3rd speed),
4th (4th speed) is obtained.

Next, a lockup clutch control device, which is a main part of the present invention, will be described with reference to FIGS. 3 and 4. 3 and 4 show hydraulic circuits that are continuous with each other, and the oil passages communicate with each other at −, −, −, and −.

The lock-up relay valve 20 has a first spool 20a and a second spool 20b, a spring 20c is interposed between both spools, and a control pressure oil is provided at the upper end of the first spool. A control chamber 17b communicating with the passage 17 is formed, and an oil chamber 11b on which the secondary pressure P _S from the oil passage 11 acts is formed at the lower end of the second spool. Further, the valve 20 includes supply ports 11c and 11d communicating with the oil passage 11, and ports 12c and 12d communicating with the pressure adjusting oil passage 12,
A port 87a communicating with the lubricating hydraulic oil passage 87 from the secondary regulator valve 16 (FIG. 4), a port 9d communicating with the first oil chamber 9 of the torque converter 1, and a second oil chamber 10 are provided. Port 10 in communication
c, a port 21a communicating with the oil passage 21 guided to the cooler, a port 40a communicating with the line pressure oil passage 40 to which the line pressure (P _L ) from the primary regulator valve 52 is supplied, and a plurality of drains. _Has port _EX . The oil passage 11 on which the secondary pressure P _S acts and the line pressure oil passage 40 communicate with each other via a check valve 41.

The lock-up control valve 1
An off-side oil chamber 5 has a first spool 15a and a second spool 15b, and an upper end of the first spool communicates with a first oil chamber 9 of the torque converter via an oil passage 9b. 9a is formed, and a control chamber 17a communicating with the control pressure oil passage 17 is formed in the middle stage of the first spool so as to act in the same direction as the oil chamber 9a. A spring 15c is contracted at the lower end of the second spool 15b, and an on-side oil chamber 10a communicating with the second oil chamber 10 of the torque converter via an oil passage 10b is formed. . Further, the valve 15 is formed with a pressure adjusting port 12a communicating with the pressure adjusting oil passage 12, and further adjacent to the port 12a, a supply port 11a and a drain port communicating with the secondary pressure oil passage 11 are provided. EX is formed.

As shown in FIG. 4, the lock-up differential pressure control solenoid valve SLU, which is a linear solenoid valve, has a supply port 56 to which a predetermined hydraulic pressure is supplied from a solenoid modulator valve 55 through an oil passage 56.
It has an output port 57a, an output port 57a, a drain port EX and a release port 59a, and regulates the hydraulic pressure of the supply port 56a based on a predetermined electric signal from the control unit 19 and outputs the regulated hydraulic pressure from the output port 57a. The solenoid modulator valve 55 includes a supply port 40b to which the line pressure P _L from the primary regulator valve 52 is supplied and a port 56 for outputting a hydraulic pressure obtained by reducing the line pressure at a predetermined rate.
b.

Further, as shown in FIG. 3, the solenoid relay valve 58 is spring 58a on the spool upper end is provided in a compressed state, and the oil chamber B ₂ a to the spool lower end in communication with the hydraulic servo B2 for 2nd Brake A port 57 that has an output port 57a of the solenoid valve SLU for controlling the lockup differential pressure and that communicates with the output port 57a via an oil passage 57.
It also has a port b and a port 90b communicating with the control pressure oil passage 17 and a secondary side port g of the primary regulator valve 52 with the port 57b interposed therebetween.

Further, as shown in FIG. 4, the secondary regulator valve 16 has a spring 60a at the lower end of the spool.
Oil chamber 16 in which the throttle pressure from the throttle valve (SLT) acts via the oil passage 61
and a secondary pressure oil passage 1 at the upper end of the spool.
1 is formed with a feedback pressure oil chamber 11e communicating with an orifice 86, and a port 11f communicating with the secondary pressure oil passage 11 and a lubricating hydraulic oil passage 8 are formed.
7 and a port 89a communicating with the suction side of the pump 89.

Further, the primary regulator valve 52
Has three moving members in which the main spool 52a, the sub spool 52b, and the plug 52c abut on each other and slide integrally, and a line pressure is applied to the lower end of the main spool 52a via an orifice. A feedback port f that operates, a line pressure port p, a secondary regulator valve 16 and the solenoid relay valve 5
8 has a port g communicating with the port 90b and a drain port EX. Further, the sub spool 52b has a throttle pressure port i acting on its upper end and a cutback pressure port j acting on its step, and its plug 52c portion has an R range pressure port acting on its upper end. have k. The line pressure port p communicates with the discharge side of the hydraulic pump 89 to regulate the pump pressure to a line pressure and communicate with each hydraulic servo, and the line pressure is connected to the input port 40b of the solenoid modulator valve 55. Is also being supplied. Further, the secondary hydraulic pressure from the port g is communicated with the secondary regulator valve 55 to adjust the secondary pressure (converter hydraulic pressure), and is supplied to the torque converter 1 via the lock-up relay valve 20.

In the embodiment according to the present invention,
A linear solenoid valve SLT for controlling throttle pressure is provided as a throttle valve. The solenoid valve SLT is the solenoid modulator valve 5
The oil pressure from the output port 56b of No. 5 is supplied through the oil passage 56 to the supply port 56c, and the output port 61 communicating with the throttle pressure oil chamber 16a of the secondary regulator valve 16 through the oil passage 61 and the check valve 84.
c, and further has a release port 59b communicating with the release port 59a of the lockup differential pressure control solenoid valve SLU via an oil passage 59, and like the lockup differential pressure control valve SLU, It is controlled by an electric signal from the control unit 19.

[0040] The control unit 19, the preset condition, the clutch control pressure for transmitting a temporary increase signal a secondary pressure (P _S) of the secondary regulator valve 16 is generated in the throttle pressure control linear solenoid valve SLT It has a boost control means 19a. The control pressure control means 19a determines from the vehicle speed detection means SN4 that the vehicle is in the deceleration lockup region based on the vehicle speed signal (SNout), and the throttle opening detection means SN2 determines that the throttle opening (Sθ) is zero. When the flock clutch 5 is in the OFF state, a temporary boost signal is sent to the throttle pressure controlling linear solenoid valve SLT.

Next, the operation of this embodiment will be described.

[0042] In the first speed state, the solenoid relay valve 58, hydraulic pressure is not applied to the control room B ₂ a based on the 2nd brake B2 is in a released state, in the right half position in FIG. 3, Lockup clutch control pressure oil passage 1
7 is in a drain state (communication between the port 17c and the drain port _EX ). Therefore, the lockup relay valve 2
No. 0 is in the left half position in FIG. 3 where no hydraulic pressure acts on the control oil chamber 17b, and the lock-up control valve 15 is in the right half position where no hydraulic pressure acts on the control oil chamber 17a. In this state, the secondary (converter) hydraulic pressure is transmitted from the oil passage 11 to the ports 11d, 9 of the relay valve 20.
is supplied to the first oil chamber 9 of the torque converter 1 via d and the oil passage 9c, further discharged to the oil passage 10b through the second oil chamber 10, and then the ports 10c, 2 of the relay valve 20.
It is guided to the cooler communication pipe 75 and the cooler bypass valve 76 via 1a and the oil passage 21. Therefore, the lockup clutch 5 is in the released state, and the rotation of the engine crankshaft 8 is transmitted to the turbine hub 3 exclusively through the oil flow acting on the pump impeller 1a, the stator impeller 1c, and the turbine impeller 1b. The input shaft 23 of the transmission gear mechanism T
Is transmitted to The released state of the lock-up clutch 5 is not limited to the switching of the solenoid relay valve 58 in the first speed, but appears in the second, third and fourth speeds even when the lock-up differential pressure controlling linear solenoid valve SLU is in the off state. To do.

[0043] Further, in the second speed when the D-range, due to the line pressure supply to the hydraulic servo B2 for 2nd brake, solenoid relay valve 58 is supplied with the line pressure to the control chamber B ₂ a diagram The input port 57b communicates with the lockup clutch control output port 17c. In this state, when the control unit 19 receives signals from the output rotation speed SNout, the throttle opening Sθ, the shift position and the like and issues a lockup clutch ON signal to the lockup differential pressure control linear solenoid valve SLU, the valve is turned on. The SLU regulates the predetermined hydraulic pressure from the supply port 56a to adjust the output port 5
The control pressure is output to 7a. Then, the control pressure is changed to the oil passage 57.
Is supplied to the control pressure oil passage 17 via the ports 57b and 17c of the relay valve 58, and acts on the control chambers 17b and 17a of the lockup relay valve 20 and the lockup control valve 15. As a result, the relay valve 20 is switched to the right half position. In this state, the secondary (converter) hydraulic pressure P _S from the oil passage 11 is supplied to the second oil chamber 10 of the torque converter 1 via the ports 11d and 10c of the relay valve 20 and the oil passage 10b,
Then, it is guided to the first oil chamber 9 through the orifice 13 with a pressure difference, and further guided to the oil passage 9c, the ports 9d and 12c of the relay valve 20, the pressure regulating oil passage 12, and the pressure regulating port 12a of the control valve 15. Get burned. When the lockup clutch 5 is completely engaged, the lockup differential pressure control solenoid valve SLU generates a relatively high control pressure, and therefore the control oil chamber 17a is controlled via the control oil passage 17.
The high control pressure acts on the control valve 15 so that the control valve 15 shown in FIG.
Is held in the left half position, the pressure adjusting port 12a communicates with the drain port EX, and the hydraulic pressure from the oil passage 12 is discharged. In this state, the lockup clutch 5 has the first
The clutch plate 6 comes into contact with the front cover 2a based on the pressure difference between the oil chamber 9 and the second oil chamber 10, and the clutch is engaged, so that the rotation of the engine crankshaft is rotated by the turbine hub via the lockup clutch 5. 3 is transmitted.

Further, in this state, the hydraulic pressure in the first oil chamber 9 acts on the off-side oil chamber 9a at the upper end of the spool 15a in the control valve 15 via the oil passage 9b, and the second oil chamber 10 The hydraulic pressure inside acts on the on-side oil chamber 10a at the lower end of the spool 15b via the oil passage 10b. Therefore, the control valve 15 is in a state in which the oil pressures in the oil chambers 9 and 10 are directly opposed to each other, and the differential pressure control linear solenoid valve SLU is in a state in which the differential pressure is applied, and the vehicle speed is reduced, the throttle opening is reduced, etc. Signal is received and the output control pressure is linearly reduced, the pressure adjusting port 12a becomes the supply port 11a.
The throttle amount ratio between a and the drain port EX is changed to adjust / change the hydraulic pressure of the pressure adjusting port 12a. Furthermore, when the torque converter housing 2 contracts and changes due to a decrease in centrifugal force, etc., the on-side oil chamber 10 of the control valve 15
The hydraulic pressure of the second oil chamber 10 increased due to the contracting deformation of the housing 2 acts on a, but the hydraulic pressure of the first oil chamber 9 is the same as that of the second oil chamber at a limited flow rate through the orifice 13. It is not possible to immediately follow the increase in hydraulic pressure of 10
The oil pressure in the off-side oil chamber 9a communicating with the oil chamber 9 is relatively low, and the spool 15b is moved further upward. Then
The pressure adjusting port 12a increases the communication ratio with the supply port 11b, and the secondary (converter) hydraulic pressure P _S is supplied to the supply port 1b.
1a, pressure regulating port 12a, pressure regulating oil passage 1
2, the ports 12c and 9d of the relay valve 20 and the oil passage 9
It is supplied to the first oil chamber 9 via c, and the control valve 15 opposes the oil pressure of the second oil chamber 10 so as to be in an appropriate differential pressure state so as to quickly respond to the control pressure of the control chamber 17a. As a result, the oil pressure in the first oil chamber 9 is increased. As a result, the engagement force of the lock-up clutch 5 is weakened and the lock-up clutch 5 enters a slip state, and torque fluctuations can be absorbed.

When the lockup clutch 5 is engaged and decelerated, the electric signal of the differential pressure control linear solenoid valve SLU from the control unit 19 is subtly changed to control the output control pressure from the valve SLU. It changes linearly in response to the electric signal. Then, the control valve 15
Based on the control pressure acting on the control chamber 17a, the pressure of the oil passage 12 for drainage hydraulic pressure is finely adjusted, the lockup clutch 5 is smoothly engaged while slipping, and a shock at the time of engagement is prevented, Similarly, when the lockup clutch 5 is released, the release control can be smoothly performed based on the control pressure from the linear solenoid valve SLU, and the continuous slip control can be performed when the vehicle speed is decelerated (described later).

The control of the lockup clutch is not limited to the second speed, but is similarly performed for the third speed and the fourth speed.

Next, the slip control of the lockup clutch 5 when the vehicle speed is decelerated will be described with reference to FIG.

First, the vehicle speed V is detected based on the vehicle speed sensor SN4 detecting the rotational speed SNout of the output gear 33 (S10). Further, it is detected whether or not the driver releases the depression operation of the accelerator pedal and the idle contact is ON (S11), and if it is not ON, that is, if the engine E is not in the idling state, this slip control is performed. Absent. Further, it is determined whether or not the vehicle speed is in the deceleration lockup region (S12), and when it is not in the deceleration lockup region, the main slip control is not similarly performed.

If the idle contact is ON (throttle opening is zero) and the vehicle speed is in the deceleration lockup region, in step S13, the driving condition,
That is, it is determined what state the lockup clutch 5 is currently in. If the lockup clutch 5 is currently completely ON (engaged) or in the slip control state, the process proceeds to step S14. In step S14, a signal for maintaining the predetermined state A [%] as it is is output to the throttle pressure control linear solenoid valve SLT, and a continuous predetermined signal is also supplied to the lockup differential pressure control linear solenoid valve SLU. (B%) is output. At this time, in general, the throttle pressure control valve S
The signal A [%] to the LT is a signal of the throttle opening 0 [%], and the signal B [%] to the valve SLU for lockup differential pressure control is the lockup clutch 5 maintaining the slip control. Is a signal for generating a predetermined pressure for controlling the rotation speed of the engine crankshaft 8 (the input side rotation speed of the torque converter) SNE detected by the sensor SN1 and the transmission unit input shaft 23 detected by the sensor SN3. It is a signal that generates a predetermined pressure such that the difference from the rotation speed (output-side rotation speed of the output side of the torque converter) SNin becomes a constant value.

Then, in step 13, if the lockup clutch is currently in the OFF state and the slip control is started, the process proceeds to step 15. In step 15, as shown in FIG. 6, the throttle pressure control valve SLT is set from the start of slip control (ON).
Outputs a signal of a predetermined high pressure a [%] (for example, 10 to 50%) for a predetermined time t (for example, a short time within 1 second), and the lock-up differential pressure control valve SLU.
From the time the slip control starts (ON) to the predetermined high pressure b
A signal of [%] (for example, 10 to 100%) is output for the predetermined time t. The above a [%] and b [%]
The value of is preferably set based on the map corresponding to the vehicle speed.

In this state, as described above, the high output pressure from the output port 57a of the lock-up differential pressure control valve SLU is maintained by the oil passage 57 and the solenoid relay valve 5.
8 is guided to the control pressure oil passage 17 and the lockup relay valve 20 is switched to the right half position. The throttle pressure control valve SLT is supplied from the solenoid modulator valve 55 via the oil passage 56.
The hydraulic pressure of c is output to the output port 61c at a high predetermined a [%], and the high hydraulic pressure is guided to the throttle pressure oil chamber 16a of the secondary regulator valve 16 via the throttle pressure oil passage 61. As a result, the secondary regulator valve 16 responds to the high throttle pressure (P _T ) by
The secondary (converter) pressure is increased, the high secondary pressure (P _S ) is guided to the port 11d of the lockup relay valve 20 via the oil passage 11, and further to the first of the torque converter 1 via the port 10c and the oil passage 10b. 2 oil chamber 10
Is supplied to.

As shown in FIG. 7, the throttle pressure P _T , the secondary pressure P _S, and the line pressure P _L increase as the throttle opening increases, but when the throttle opening is small as in the idling state, The throttle pressure P _T and the secondary pressure P _S are low. Therefore, in general, the low secondary (converter) pressure P _S is not sufficient to surely move the lockup clutch 5 at a high corresponding speed, but in the present embodiment, as described above, the throttle opening The secondary pressure P _Sa is set high by increasing the throttle pressure P _Ta near the small idling. Accordingly, the first oil chamber 1 of the torque converter 1
0 is supplied with a high secondary pressure P _Sa , and the lockup clutch 5 is reliably turned off at a high response speed.
It moves from the (cut) position to a predetermined slip position (engagement position).

At this time, as shown in FIG. 6 (b), the control unit 1
9 also sends a predetermined signal b [%] to the lockup differential pressure control valve SLU at the same time as the signal to the throttle pressure control valve SLT. The signal is transmitted to the off-side oil chamber 9a and the on-side oil chamber 10 of the lockup control valve 15.
This signal is a signal whose differential pressure with respect to a becomes a predetermined value, that is, a signal which is controlled so that the hydraulic pressure difference between the first oil chamber 9 and the second oil chamber 10 of the torque converter 1 becomes a predetermined value. As a result, the clutch plate 6 of the lock-up clutch quickly and smoothly moves from the OFF position to the slip position (engagement position) based on the predetermined differential pressure in the operating state of the secondary pressure sufficiently increased by the throttle pressure control valve SLT. ) Stroke to.

After the lapse of the predetermined time in step S15, the process proceeds to step S16 and the above-mentioned step 1
As in the case of 4, the A [%] signal is output to the throttle pressure control valve SLT so that the predetermined slip control state is achieved,
In addition, the B [%] signal is output to the lockup differential pressure control valve SLU. Therefore, as shown in FIG. 6A, the throttle pressure control valve SLT has a throttle opening of 0, for example.
The low pressure state (A%) like the signal of [%] is reached and the oil passage 6
The throttle pressure P _{S of} 1 becomes a pressure set by the throttle valve 16 and is returned to the normal secondary pressure P _S , and as shown in FIG. 6 (b), the lockup differential pressure control valve SLU is The difference between the input side rotation speed SNE and the output side rotation speed SNin of the torque converter 1 described above is controlled to a predetermined pressure (B%) that maintains a predetermined value.

In the above-described embodiment, linear solenoid valves are used for the lockup differential pressure control solenoid valve (SLU) and the throttle pressure control solenoid valve (SLT), but the invention is not limited to this, and the solenoid valve is duty controlled. You may do it.

[Brief description of drawings]

FIG. 1 is a diagram showing an outline of an automatic transmission to which the present invention is applied.

FIG. 2 is a diagram showing an operation table thereof.

FIG. 3 is a diagram showing a part of a hydraulic circuit according to an embodiment of the present invention.

FIG. 4 is a diagram showing another part of the hydraulic circuit.

FIG. 5 is a flowchart showing an operation flow of a control unit according to the embodiment of the present invention.

6A is a diagram showing an operation of a solenoid valve for controlling a throttle pressure (clutch control pressure), and FIG. 6B is a diagram showing an operation of a solenoid valve for controlling a lockup differential pressure.

FIG. 7 is a diagram showing hydraulic pressures of a throttle pressure, a secondary pressure, and a line pressure with respect to a throttle opening.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Fluid transmission device (torque converter) 2a Input side (front cover) 3 Output side (hub) 5 Lockup clutch 6 Clutch plate 9 1st oil chamber 9a Off side oil chamber 10 2nd oil chamber 10a On side oil chamber 11 Clutch Control pressure (secondary pressure) oil passage 11a Supply port 12 Pressure adjusting oil passage 12a Pressure adjusting port 15 Lock-up control valve 16 (Secondary) regulator valve 16a Control oil chamber (throttle pressure oil chamber) 17 Control pressure oil passage 17a Control oil chamber 19 Control means (control section) 20 Lock-up relay valve SLU Lock-up differential pressure control (linear) solenoid valve SLT Clutch control pressure (throttle pressure) control (linear) solenoid valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yuji Murai 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Masayasu Ito 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin・ AW Co., Ltd. (72) Inventor Toshiki Kaneda 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (3)

[Claims] 1. A lockup clutch connecting an input side and an output side of a fluid transmission, and an off side communicating with a first oil chamber arranged on one side of a clutch plate of the lockup clutch in the fluid transmission. A lock-up control valve capable of slip-controlling the lock-up clutch by controlling the differential pressure between the hydraulic pressure and the on-side hydraulic pressure communicating with the second oil chamber arranged on the other side of the clutch plate, and the throttle opening. A throttle pressure control solenoid valve that generates a corresponding hydraulic pressure; a regulator valve that regulates pressure based on the hydraulic pressure from the throttle pressure control solenoid valve and that generates a clutch control pressure to be supplied to at least the second oil chamber; A lockup clutch control device comprising: a throttle valve control solenoid valve; In preset state, a control means for transmitting the temporary increase signal the clutch control pressure, wherein the regulator valve occurs, the lock-up clutch control device, characterized in that. 2. A vehicle speed detecting means for detecting a vehicle speed, and a throttle opening detecting means for detecting a throttle opening.
If the control means determines that the deceleration lockup region is in the deceleration lockup region based on the vehicle speed detection means, and the lockup clutch is in the off state, and the throttle opening is near zero, The lockup clutch control device according to claim 1, wherein a signal for increasing the clutch control pressure is issued to a throttle control pressure control solenoid valve. 3. The lock-up control valve includes an off-side oil chamber that communicates with the first oil chamber, an on-side oil chamber that communicates with the second oil chamber, a control oil chamber, and the first oil chamber. A solenoid valve for controlling lock-up differential pressure, which has a pressure-regulating port that communicates with the first oil chamber to regulate the hydraulic pressure, and further applies a control pressure for lock-up differential pressure control to the control oil chamber. In the state in which the clutch control pressure is increased, the lockup differential pressure control solenoid valve is configured such that a differential pressure between the off-side oil chamber and the on-side oil chamber of the lockup control valve is predetermined for a predetermined time. The lockup clutch control device according to claim 1 or 2, wherein the lockup clutch control device is controlled so as to have a pressure.