JPS61180068A - Control device with lock-up clutch mechanism - Google Patents

Abstract

PURPOSE:To prevent a control valve from malfunctioning by giving the back pressure through a spring to one chamber of the control valve for introducing a signal pressure from a solenoid valve, and by allowing the line pressure to be introduced into the other chamber of said valve, and also by providing an oil line change-over valve with a regulator mechanism. CONSTITUTION:Within an oil line 3 in the transmission section which is subject to the line pressure, a solenoid valve 200, a control valve 210, and an oil line change-over valve 220 control a torque converter TC respectively. The control valve 210 is provided with one chamber 211 for introducing a signal pressure from the solenoid valve 200, and with the other chamber 212 for introducing the line pressure in the oil line 3, wherein the chamber 211 is given the back pressure through a spring 214. In addition, the oil line change-over valve 220 is provided with a mechanism for regulating the hydraulic oil pressure. Thereby, even if a pressure fluctuation is caused in the line pressure, the control valve can be prevented from malfunctioning, while the torque converter can also be prevented from generating overpressure.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a lock-up clutch mechanism that operates a torque converter and engages its input shaft and output shaft with a hydraulically operated lock-up clutch. .

C. Prior Art] In recent years, more and more vehicle models, such as passenger cars, have adopted torque converters with direct coupling clutches. A direct coupling clutch is generally referred to as a lock-up clutch, and is a clutch that engages the input shaft and output shaft of the torque converter by hydraulic operation.
The quad clutch is a mechanical connection, so there is no power loss.
It is useful for improving the fuel efficiency of AT cars, so it is useful not only in high gear but also in second gear.
Sometimes it is operated at higher speeds.

The lock-up clutch is supplied with operating pressure oil via a control valve. Conventional control valves have a built-in spool that communicates with the lock-up clutch and line pressure or drain port, have a chamber for back pressure that communicates with the line pressure through an orifice on one side, and eliminate all return springs on the other side. ing. The back pressure chamber communicates with the control solenoid valve. The control valve is switched by opening and closing the solenoid valve. Generally, when the solenoid valve is open, line pressure is supplied to the lock-up clutch and the lock-up clutch is engaged. When closed, it drains and opens.

In the torque converter, which controls fluid torque transmission, the oil passage communicating with line pressure is switched by an oil passage switching valve. Some oil passage switching valves include a spool for communicating line pressure with the oil passage of the torque converter, and a chamber for back pressure that communicates with the lock-up clutch on the other hand.
The other side has a back pressure chamber communicating with the oil passage on the turbine side of the torque converter, and is operated by the hydraulic pressure of the lock-up clutch. When the lock-up clutch is open, the spool of the oil passage switching valve is positioned on one side, and line pressure enters the oil passage on the pump side of the torque converter. The operating pressure oil of the torque converter passes through the turbine of the pump, acts on the other chamber of the oil path switching valve, and then reaches the lubrication circuit of the transmission. When the lock-up clutch is engaged, the spool is located on the other side, and line pressure enters the oil passage on the turbine side of the torque converter via the other chamber. The oil passage on the pump side is blocked by the spool.

[Problems to be Solved by the Invention] In general, the line pressure that is the working oil pressure of the lock-up clutch is related to the speed change means of the transmission.
Line pressure may drop during gear changes. In such cases, with conventional control valve configurations, the spring pressure acting on the spool is relatively higher than the opposing back pressure, causing the lock-up clutch to close even though the solenoid valve is closed. There was a problem that the system reached a binding state. Such unexpected operation of the lock-up clutch deteriorates the shift feeling and may even lead to damage to the lock-up clutch.

Further, line pressure is directly supplied to the torque converter via the oil passage switching valve, and the internal pressure becomes approximately equal to the line pressure.

As the line pressure increases, the internal pressure of the torque converter also inevitably increases, causing a problem in that excessive pressure acts on the torque converter, resulting in severe damage to the portions that receive thrust loads.

The present invention was made to solve the above-mentioned problems, and its purpose is to provide a lock-up clutch mechanism in which the lock-up clutch does not malfunction even when oil pressure fluctuations occur in the line pressure, and the internal pressure of the torque converter does not become excessive. The purpose of this invention is to provide a control device.

[Technical means for solving the problem] In order to achieve the above object, the lock-up mechanism control device of the present invention includes a solenoid valve for control and a spool in one chamber chamber into which the signal pressure of the solenoid valve enters. The hydraulic actuator eliminates all the biasing springs, introduces line pressure into the other back pressure chamber, and uses the hydraulic pressure to engage the input shaft and output shaft of the torque converter when the signal pressure of the solenoid valve is low. A control valve that supplies hydraulic oil to the lock-up clutch and drains the hydraulic oil of the lock-up clutch when the signal pressure of the solenoid valve is high, and a control valve that supplies hydraulic oil to the torque converter using the hydraulic pressure of the lock-up clutch as an input signal. perform a cutoff,
It also consists of an oil passage switching valve equipped with a hydraulic pressure regulator mechanism.

One chamber of the control valve that communicates with the solenoid valve is supplied with line pressure from the line through an orifice. This line pressure is controlled (usually opened and closed) by a solenoid valve and is used as a signal pressure for the solenoid valve. Usually,
It is connected so that when the solenoid valve is open, it becomes line pressure exhaust pressure (signal pressure machine), and when it is closed, it becomes line pressure (signal pressure machine).

The regulator function of the oil passage switching valve can be achieved by a structure that feeds back the pressure in the oil passage of the torque converter, balances the pressure, and leaks excess pressure.

[Operation] When the solenoid valve is de-energized and closed, the pressure acting on one chamber of the control valve also becomes line pressure, which is balanced with the back pressure acting on the other chamber, and all pressure is applied to one chamber. The killed spring positions the spool on the other side of the valve.

Even if pressure fluctuations occur in the line pressure, pressure equilibrium is maintained in both chambers, and the spool is held in its position by the spring. When the spool is in the above position, the control valve shuts off the line supplying the lock-up clutch and communicates with the drain port.

The hydraulic pressure of the lock-up clutch becomes low, and the lock-up clutch is released. At this time, since the oil passage switching valve does not receive a pressure signal from the working oil pressure of the lock-up clutch, the line communicates with the oil passage on the pump side of the torque converter to supply line pressure to the torque converter. Hydraulic oil having line pressure enters, for example, a lubricating oil path of a transmission via a pump and a turbine of a torque converter. The pressure in the oil passage of the torque converter is fed back to the regulator function provided in the oil passage switching valve, and is leaked when the pressure is higher than a predetermined pressure. This regulator function prevents the internal pressure of the torque converter from becoming excessive.

When the solenoid valve is energized and open, the pressure acting on one chamber of the control valve is at a low level, and the back pressure acting on the other chamber overcomes the spring force, causing the spool to move to one side. , connects the line and the lock-up clutch. Operating pressure oil is supplied to the lock-up clutch, and the 7-hole pull-up clutch is engaged.

Engagement of this lock-up clutch directly connects the input shaft and output shaft of the torque converter. Further, the hydraulic pressure of the lock-up clutch operates the oil passage switching valve, so that the oil passage on the pump side of the torque converter is shut off, and the line communicates with the oil passage on the turbine side of the torque converter.

This communication ensures the supply of pressure oil to the lubricating oil path of the transmission.

[Embodiment] Hereinafter, one embodiment of the present invention will be explained in detail with reference to the drawings. Figure 0 is a schematic diagram of an automatic transmission for a vehicle. This automatic transmission consists of a mechanical part and its control part. Of these, the mechanical part consists of a torque converter TC with a direct coupling clutch and a transmission part TM, and the control part consists of a control part TLC of the torque converter TC with a direct coupling clutch and a control part TMC of the transmission part TM. The invention mainly relates to a torque converter T with a direct coupling clutch.
This is the control unit TLC of C.

The torque converter TC with a direct coupling clutch includes a torque converter TC and a hydraulically operated lock-up clutch LC that directly couples the input shaft and output shaft of the torque converter TC.

As shown in the figure, the transmission part TM includes three planetary gear sets PGI to 3 and five frictional engagement members C that control the engagement or braking of the members of the planetary gear sets.
1, C2, Bl to B3.

The control section TMC of the transmission section TM is as follows. Pressure oil from the oil pump 20 is pressure regulated by a pressure regulating valve 30 and supplied to the oil path 1 corresponding to the line pressure.

The oil path 1 branches into four parts: - is connected to the input port 41 of the manual valve 40, 2 is connected to the first solenoid valve 6o via the orifice 50, and the back pressure port 71 of the 1-2 shift valve 70.
and 3-4 to the back pressure port 91 of the shift valve 90, 3 to the second solenoid valve 110 via the orifice 100,
In addition, the input port door 3 of the 1-2 shift valve 70 is connected to the back pressure port 72 opposite to the back pressure port 71 of the 1-2 shift valve 70 and the back pressure port 81 of the 2-3 shift valve 80.
, each communicates.

The shift position of manual valve 40 is dry 5 range (D
), oil passage 1 and oil passage 2 communicate with each other. The oil path 2 branches, and - indicates a friction engagement part (clutch) CI where a trimmer valve 120 is arranged in parallel.

The others communicate with the input port door 4 of the 1-2 shift valve 70.

When the spool 75 of the 1-2 shift valve 7o is at the upper side in the figure (left side in the figure), the oil passage 2 communicates with the oil line 3 and reaches the input port 82 of the 2-3 shift valve 80, and furthermore, the spool 83 is at the lower side in the figure. (left side in the figure), it communicates with oil passage 4 and 3-
The input port 92 of the 4-shift valve 90 is reached.

When the spool 75 of the 1-2 shift valve 70 is at the lower side in the figure (right side in the figure), the oil passage 1 of the input port door 3 communicates with the oil passage 5. The oil passage 5 communicates with a friction engagement member (brake) B3 in which a trimmer valve 140 is arranged in parallel. Furthermore, l-2
When a high pressure signal acts on both front pressure ports 71 and 72 of the shift valve 70, the spool 75 moves upward in the drawing.

When the spool 83 of the 2-3 shift valve 80 is in the upper position in the drawing, S (right side in the drawing), the oil passage 3 of the input port 82 communicates with the oil passage 6. The oil passage 6 communicates with a friction engagement member (brake) B2 in which a trimmer valve 150 is arranged in parallel.

When the spool 93 of the 3-4 shift valve 90 is at the upper side in the figure (right side in the figure), the oil passage 4 of the input port 82 communicates with the oil passage 7. The oil passage 7 communicates with a frictional engagement member (brake) Bl in which a trimmer valve 160 is arranged in parallel. On the contrary, when the spool 93 is at the lower side in the figure (left side in the figure), the oil passage 4 communicates with the oil passage 8. The oil passage 8 communicates with a friction engagement member (clutch) C2 in which a trimmer valve 170 is arranged in parallel.

The oil passage is not configured when the shift position of the manual valve 40 is in the third speed range (3).

When the shift position of the manual valve 40 is in the second speed range (2), the oil passage 1 and the oil passage 9 communicate with each other. Oil passage 9 is 3-
It communicates with a back pressure boat 96 that opposes the back pressure boat 91 of the 4-shift valve 90.

When the shift position of the manual valve 40 is in the first speed range (1), the oil passage 1 and the oil passage 10 communicate with each other. The oil passage IO communicates via a shuttle valve 180 with an input port 191 of a safety valve B that constitutes a valve mechanism 190. In the safety valve B, the oil passage 1 of the first solenoid valve 60 communicates with the back pressure boat 192, and the spool 193 is pushed downward by a high pressure signal (left side in the figure), thereby communicating the oil passage 10 and the oil passage 11. . The oil passage 11 is connected to the back pressure boat 196 of the other safety valve A that constitutes the valve mechanism 190.
communicate with. The high pressure signal in the oil passage 11 pushes up the spool 197 of the safety valve A, thereby communicating the oil passage 1 of the second solenoid valve 110 with the drain port.

At the shift position described above, oil passage 1 and oil passage 2 are in communication, but when the shift position of manual valve 40 is in the neutral range "(N), oil passage 1 and oil passage 2 are cut off. At this time, oil passage 1 and oil passage 2 are disconnected. When the vehicle speed is in the first speed state (including when stopped), the first solenoid valve is closed and the second solenoid valve is open, so the spool 75 of the l-2 shift valve 70 is in the state on the right side in the figure. , the oil passage 1 of the input port door 3 communicates with the oil passage 5,
The friction engagement member B3 is reached.

The shift position of manual valve 40 is reverse range (R)
, the oil passage 1 and the oil passage 12 communicate with each other. Oil line 12
branches and communicates with the input port 192 of the safety valve B via the shuttle valve 180 described above. The main flow of the oil passage 12 communicates with a back pressure boat 94 opposing a back pressure boat 91 of a 3-4 shift valve 90 and an input port 95. Oil road 1
When the high pressure signal acts on the back pressure boat 94, the spool 93 of the 3-4 shift valve 90 rises, and the oil passage 12, that is, the input port 95, communicates with the oil passage 8.

Table 1 shows the speed changes obtained by selecting the frictional engagement members CI, C2, B1-B5 under the control of the transmission 7917 part TM.

Table 1 The O mark in the table indicates engagement of the frictional engagement member.

In order to obtain engagement of the frictional engagement members C1-B5 in Table 1, the first and second solenoid valves 60.110 are
It is controlled as shown in the table.

(Leaving space below) Table 2 In the table, the x mark indicates that the solenoid valve is closed when no electricity is applied.The operation when the electronic control is working normally is briefly described as follows.

Shift position of manual valve 40 is drive range (D)
to the first speed range (1), oil passages 1 and 2 communicate with each other and engage the friction engagement member C1.

When shifting to 4th speed, the first and second solenoid valves 60
, 110 are de-energized and closed. A high pressure signal is sent to the back pressure boat 71.72 of the 1-2 shift valve 70, and the 2-3 shift valve 80
to the back pressure port valve 81.

It acts on the back pressure port 91 of the 3-4 shift valve 90. The oil passage 2 engages the friction engagement member C2 via the oil passages 3 and 4.8.

When shifting to third speed, the first solenoid valve 60 is energized and opened, and the second solenoid valve 110 is de-energized and closed. At this time, the spool 93 of the 3-4 shift valve 90 is positioned upward (to the right in the figure) by the action of the spring, and the oil passage 4 communicates with the oil passage 7. This communication causes the frictional engagement member B1 to engage.

When shifting to second gear, the first and second solenoid valves 60
, t to are energized and open. 1-2
．． Each of the shift valves 70, 80, and 90 of 2-3.3-4 is positioned upwardly (on the right side in the figure) by the action of a spring, and the oil passage 3 and oil passage 6 communicate with each other. This communication causes the frictional engagement member B2 to engage.

When shifting to the first speed, the first solenoid valve 60 is de-energized and closed, and the second solenoid valve 110 is energized and opened.

The spool of the l-2 shift valve 70 is located upward (left and right as shown by vA), blocking the oil passage 2 and, on the contrary, communicating the oil passage 1 with the oil passage 5. Due to this communication, the frictional engagement member B3 is engaged. do.

Manual operation is also performed when the electronic control malfunctions, so the explanation will include that malfunction. If the electronic control fails, the first and second solenoid valves 80.110 will be de-energized, similar to the state of a fourth gear shift.

When the shift position of the manual valve 40 is set to the third speed range (3), a shift to the fourth speed is taken because there is no corresponding oil passage.

When the second speed range (2) is selected, the oil passage 1 communicates with the oil passage 9. By the high pressure signal of the oil passage 9 acting on the back pressure port 96 of the 3-4 shift valve 90.

The spool 93 is located upward (on the right side in the figure) and communicates the oil passage 4 with the oil passage 7. This communication causes the frictional engagement member B1 to engage, resulting in a third speed shift.

When the first speed range is selected, oil path 1 is the shuttle valve 18.
It communicates with the oil passage 10 via 0. A high pressure signal from the oil passage 10 acts on the input boat 191 of the safety valve B. At this time, if the first solenoid valve 60 is de-energized or the electronic control is malfunctioning and a high pressure signal is acting, the high pressure signal acts on the back pressure port 192 of the safety valve B and causes the spool 193 to move downward ( (on the left side in the illustration) and press down on the oil path 10.
and the oil passage 11 are communicated with each other. The high pressure signal in the oil passage 11 acts on the back pressure bow) 196 of the safety valve A, and the spool 19
7 upwards (to the right in the figure). With this operation, the oil passage 1 of the second solenoid valve 110 communicates with the drain port. This communication makes the second solenoid valve 110 as if it were energized, and the first speed shift is achieved. manual valve 4
Safety valve A does not operate when the shift position is 0, 3.2, and N.

When set to neutral range (N), oil passage 1 is connected to other oil passages 2, 9, . to and 12, the frictional engagement member (clutch) C1 is released, and neutral is achieved.

When in reverse range (R), oil passage 1 and oil passage 12
communicate. The high pressure signal in the oil line 12 is on the one hand 3-
4 act on the back pressure port 94 of the shift valve 90, and the spool 9
3 is raised to communicate the oil passage 12 and the oil passage 8. A friction engagement member (clutch) C2 is engaged through this communication C. On the other hand, the high pressure signal in the oil passage 12 operates the valve mechanism 190 in the same manner as in the first gear shift described above to position the spool 75 of the 1-2 shift valve 70 downward (on the right side in the figure), and the oil in the input port door 3 is activated. The passage 1 and the oil passage 5 are communicated with each other to engage the frictional engagement member (brake) B3. Reverse is achieved by this series of operations.

The control unit TLC of the torque converter TC with a direct coupling clutch is as follows. The control unit TLC includes a solenoid valve 200 for control, a control valve 210 that operates the lock-up clutch LC, and an oil passage switching valve 220 that supplies operating pressure oil to the torque converter TC.

A solenoid valve 200 and a control valve 210 are associated with the oil passage 3. Oil passage 3 communicates with solenoid valve 200 via orifice 230. The control valve 210 has a chamber 211 on one side into which the signal pressure of the solenoid valve 200 is introduced, and a chamber 212 on the other side into which the line pressure of the oil passage 3 is directly introduced. A spring 214 that biases the spool 213 is provided behind one of the chamber chambers 211 . This spring 214 positions the spool 213 downward (left side in the figure) when the solenoid valve 200 is closed, and the lock-up clutch LC
The oil passage 13 leading to the drain port 215 is communicated with the drain port 215. When the solenoid valve 200 is open, the force exerted by the other chamber overcomes the spring force, so the spool 213 is positioned upward, and the input port 216 of the control valve 210 and the oil passage 13 communicate with each other. The input boat 216 communicates with the oil passage 3 via an orifice 240.

The oil passage switching valve 220 has a spring 222 that biases the spool 221 on one side, and a chamber 223 that inputs and introduces the working hydraulic pressure of the lock-up clutch LC on the other side.
has. Pressure oil whose pressure is regulated by the pressure regulating valve 30 is supplied to the input boat 224 of the oil passage switching valve 220 via the oil passage 14 . The oil passage 14 is connected to the pump P of the torque converter TC when the working pressure of the lock-up clutch LC is not input to the chamber chamber 223 of the oil passage switching valve 220 and the spool 221 is positioned downward (left side in the figure) due to the spring 222. It communicates with the oil passage 15 leading to. The oil passage 15 branches and communicates with the regulator boat 225 of the oil passage switching valve 220 via an orifice 250 located in the middle.

The oil pressure in the oil passage 15 opposes the force of the spring 222 on the spool 221. When the oil pressure increases, the spool 221 is raised against the spring force, and the oil passage 15
Excess pressure leaks from the drain port 226. Conversely, when the signal of the working pressure of the lock-up clutch LC is input to the chamber 223, the spool 221 is positioned upward (on the right side in the figure), and the oil passage 14 is connected to the torque converter T.
It communicates with the oil passage 16 leading to the turbine T of C. The oil passage 16 has a cooler device 260 that cools the working pressure oil in the middle thereof, and also communicates with the oil passage 15 via the torque converter TC. Furthermore, the oil passage 16 branches to the transmission section T.
It also communicates with the M lubricant oil path. The oil pressure is regulated by a lubrication valve 270 on the way to the lubricating oil path.

Next, the operation of this control device will be described.

In the control unit TMC of the transmission unit TM, the spool 75 of the 1-2 shift valve 70 is
is located above (on the left side in the figure), and the oil passage 2 from the manual valve 40 and the oil passage 3 after the 1-2 shift valve 70 communicate with each other.

Due to this communication, the line pressure of the oil passage 1 acts on the oil passage 3, thereby guaranteeing the operating oil pressure of the lock-up clutch LC.

During gear shifting, solenoid valve 200 is de-energized to ensure smooth gear shifting. The line pressure of the oil passage 3 acts on both chambers 211 and 212 of the control valve 210, and the spool 214 is positioned downward by the action force of the spring 214 (left side in the figure), and the oil passage 1 reaches the lock-up clutch LC.
3 is cut off from the oil passage 3 and communicated with the drain port 215.

Lock-up clutch LC is released, and power transmission from the engine is entrusted to torque converter TC.

When the oil passage 13 is drained, the oil passage switching valve 220 is locked and the hydraulic pressure of the up clutch LC is not input, so the spring 222 closes the spool 221.
is pressed downward (on the left side in the figure), and the oil passage 14 from the regulating valve 40 communicates with the oil passage 15. Due to this communication, the oil path 14
The hydraulic oil from the pump P side of the torque converter TC escapes from the pump P side to the turbine T side. Furthermore, the working pressure oil is led from the oil passage 16, passes through a cooler device 260 provided on the way, is pressure regulated by a lubrication valve 270, and reaches the lubricating oil passage of the transmission section TM.

The oil passage 15 is connected to the oil passage switching valve 2 via an orifice 250.
Since it is connected to the regulator boat 225 of 20,
When the regulating oil pressure in the pressure regulating valve 30 is higher than a certain value, the spool 221 increases due to interaction with the spring 222.
is raised, and excess pressure is leaked from the opening defined by the land position of the spool 221 and the drain port 226.

A speed change is performed while the hydraulic oil is flowing from the pump P side of the torque converter TC to the turbine T side. for example,
When shifting from 2nd to 3rd speed, 2-3 shift valve 8
0 spool 83 moves downward (left side in the figure), oil path 3
The oil passages 4 and 7 are connected in this order, and the frictional engagement member Bl is engaged. Although the oil pressure in the oil passage 3 temporarily decreases due to this shift, the same pressure in the oil passage 3 acts on both chambers 211 and 212 of the control valve 210, so that the control valve 210 does not malfunction.

The control solenoid valve 20 is activated by the signal indicating the end of the shift.
0 is energized and becomes open. The downstream side of the orifice 230 becomes a low hydraulic pressure, the spool 213 of the control valve 210 moves upward (on the right side in the figure), and the oil passage 3 and the oil passage 13 communicate with each other. Through this communication, hydraulic pressure is introduced into the lock-up clutch LC, and the clutch LC is engaged.

The hydraulic pressure in the oil passage 13 also acts on the chamber chamber 223 of the oil passage switching valve 220, causing the spool 221 to move upward against the spring 222 (on the right side in the figure), thereby blocking the output port communicating with the oil passage 15. The oil passage 14 is communicated with the oil passage 16. The working oil pressure of the oil passage 16 is regulated by a replication valve 270, and reaches the lubricating oil passage of the transmission part TM. Further, the working pressure oil passes through the cooler device 260 from the turbine T side of the torque converter TC to the pump P side, and further reaches the regulator boat 225 via the oil passage 15 and the orifice 250, thereby reducing the oil pressure. This is where excess pressure leaks out.

[Effects] As explained above, according to the present invention, back pressure is applied to the spring that biases the spool to one chamber chamber of the control valve that introduces the signal pressure of the solenoid valve, and the same pressure as the signal pressure is applied to the other chamber chamber. - Since the line pressure that is the source is introduced, it is possible to prevent malfunction of the control valve even if pressure fluctuations occur in the line pressure, and the oil passage switching valve has a regulator function for the operating oil pressure, so the torque converter Excessive pressure can be prevented and there is no need to provide a separate regulator valve.

[Brief explanation of drawings]

The drawing is a hydraulic circuit diagram showing an embodiment of the present invention. 3.13,14,15.16...Oil road. 20°0... Solenoid valve. 210...Control valve. 211, 212, 223...Chamber room. 213.221...Spool. 214.222...Spring. 215...Drain port. 216.224...Input boat. 220...Oil passage switching valve.

Claims (1)

[Claims] A solenoid valve for control and a spring for biasing the spool are installed in one chamber chamber into which the signal pressure of the solenoid valve enters, and line pressure is introduced into the other chamber chamber for back pressure, so that the signal pressure of the solenoid valve is A control valve that supplies working pressure oil to a hydraulically operated lock-up clutch that engages the input and output shafts of the torque converter when it is low, and drains the lock-up clutch's working pressure oil when the solenoid valve signal pressure is high. A control device for a lock-up clutch mechanism, which includes: a control device for a lock-up clutch mechanism;