JPH08247277A - Lock-up controller for automatic transmission - Google Patents

Abstract

PURPOSE: To miniturize a control valve and to release quickly a lock-up condition with simple constitution. CONSTITUTION: A lock-up controller is provided with a lock-up change-over valve 13, first solenoid valve 14, change-over valve 15, speed change control part 16 and second solenoid valve 17 to control a torque converter 12 consisting of a fluid joint mechanism. An oil path 22 for supplying pressurized oil to an oil pressure chamber of a lock-up change-over valve 13 communicates to a port 14b of the first valve 14 or to an oil path for supplying secondary pressure PL2 directly by a change-over valve 15 controlled by the second valve 17. Thus, when the lock-up condition and slip condition are realized, pressurized oil supplied from the first valve 14 subjected to duty ratio control is adapted to act on an oil pressure chamber 31 of the lock-up change-over valve 13. When the lock-up condition is quickly released, the secondary pressure PL2 is adapted to act on the oil pressure chamber 31 without passing through the electromagnetic valve 14.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lockup control device for an automatic transmission that transmits power via a fluid.

[0002]

2. Description of the Related Art Conventionally, an automatic transmission connecting an automobile engine and an axle is constructed by a combination of a fluid coupling having a power transmission mechanism such as a torque converter and a transmission mechanism for varying the number of revolutions transmitted. It is known to be done. Since this torque converter transmits power by interposing a fluid such as oil, a slip occurs at the time of power transmission, and this slip directly affects fuel consumption and the like. Therefore, a torque converter that includes a lockup clutch mechanism that directly connects an input shaft connected to a power source and an output shaft connected to a power transmission destination is used.

As a lock-up control device for this type of automatic transmission, there is one disclosed in, for example, Japanese Patent Publication No. 6-5101. This lock-up control device includes a lock-up control valve that controls the supply and discharge of pressure oil to and from a fluid transmission mechanism for engaging and disengaging a direct coupling clutch, and a lock-up valve that supplies and discharges pressure oil that operates this lock-up control valve. It has an up-signal valve and a lock-up electromagnetic solenoid valve that electrically controls the supply and discharge of pressure oil to the lock-up signal valve according to the vehicle running conditions, and by the pressure oil supplied at the time of starting and a sudden downshift, The lockup signal valve is operated to release the lockup regardless of the control by the lockup electromagnetic solenoid valve, thereby expanding the lockup area and improving fuel efficiency.

[0004]

However, according to the lock-up control device disclosed in Japanese Patent Publication No. 6-5101, the lock-up control valve is a lock-up signal valve that supplies and discharges hydraulic pressure by operating the spool. The pressure oil that is controlled and that is supplied to the lock-up signal valve at the time of starting and during a sudden downshift is supplied by a shift sequence valve that is controlled by a hydraulic servo or the like. Therefore, there is a problem that the system configuration becomes complicated and the cost increases.

A configuration in which the lockup control valve is directly controlled by a solenoid valve is also conceivable. However, in this configuration, in order to supply sufficient pressure oil so as to swiftly control the lockup control valve, it is large and expensive. There is a problem that a different solenoid valve is required. It is considered that this problem can be solved by downsizing the lock-up control valve and reducing the oil passage opening area in the solenoid valve in order to secure the pressure regulation accuracy of the solenoid valve. However, since the lockup control valve is downsized, the amount of pressure oil that can be controlled by the lockup control valve decreases, which causes a new problem that the lockup clutch cannot be released quickly.

An object of the present invention is to provide a lockup control device for an automatic transmission, which is capable of reducing the size of a control valve and rapidly releasing the lockup state with a simple structure.

[0007]

According to a first aspect of the present invention, there is provided a lockup control device for an automatic transmission according to the present invention, wherein a fluid for transmitting rotational power from an input shaft to an output shaft via a fluid is used. A coupling, a lock-up clutch mechanism that bypasses the fluid coupling and couples the input shaft and the output shaft, and a first direction for supplying and discharging pressure oil that switches between the engaged state and the released state of the clutch mechanism. A switching valve, a first control valve that supplies and discharges pressure oil that operates the first directional switching valve, and an oil passage that connects the first directional switching valve and the first control valve are communicated with each other. A second directional switching valve that switches between a communication state and a shut-off state in which the oil passage is shut off and pressure oil is supplied to the first directional switching valve-side oil passage that shuts off to shut off the clutch mechanism; The pressure that turns the directional control valve of No. 2 into the shutoff state. Characterized in that it comprises a second control valve for the supply and discharge.

A lockup control device for an automatic transmission according to a second aspect of the present invention is the lockup control device for an automatic transmission according to the first aspect, wherein the second control valve is an electronic control unit. It is characterized in that it is a duty proportional control valve that is on / off controlled based on a control command sent. Further, the lockup control device for an automatic transmission according to a third aspect of the present invention is the lockup control device for an automatic transmission according to the first or second aspect, wherein the first control valve is fed from an electronic control unit. It is a duty-proportional control valve that is on / off controlled based on a control command.

Furthermore, a lockup control device for an automatic transmission according to a fourth aspect of the present invention is the lockup control device for an automatic transmission according to the first, second or third aspect, wherein the second directional control valve is provided. Is a spool valve.

[0010]

According to the lock-up control device for an automatic transmission according to claim 1 of the present invention, the first directional control valve and the first control valve are connected by the second directional control valve. Since the communication state for communicating the oil passage and the shut-off state for shutting off the oil passage are switched, it is possible to control the second control valve for supplying / discharging the pressure oil for operating the second directional control valve. It is possible to release the lockup clutch mechanism that connects the input shaft and the output shaft regardless of the control state of the first control valve that supplies and discharges the pressure oil that operates the first direction switching valve. As a result, there is an effect that the lockup state can be rapidly released with a simple configuration. Also, the pressure oil for rapidly releasing the lockup state is
Since it is supplied to the first directional switching valve by the second directional switching valve, even if the first control valve and the second control valve are downsized, the lockup state is not released. Therefore, there is an effect that the control valve can be downsized.

According to the lock-up control device for an automatic transmission according to claim 2 of the present invention, the second control valve is a duty proportional control valve which is on / off controlled based on a control command sent from the electronic control unit. Therefore, the pressure regulation accuracy of the second control valve can be secured. Thereby, there is an effect that the pressure control of the pressure oil supplied to the second directional control valve can be precisely controlled.

Further, according to the lockup control device for an automatic transmission according to claim 3 of the present invention, the first control valve is a duty proportional control valve which is on / off controlled based on a control command sent from the electronic control unit. From that, the first
The pressure regulation accuracy of the control valve can be secured. As a result, the pressure control for the lockup clutch mechanism can be precisely controlled.

Furthermore, according to the lock-up control device for an automatic transmission according to claim 4 of the present invention, since the second directional control valve is a spool valve, lock-up in the first speed and the second speed, for example. A spool valve provided for prohibiting can be diverted. This has the effects of suppressing an increase in component cost and downsizing the lockup control device.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. A lockup controller according to an embodiment of the present invention is shown in FIGS. As shown in FIG. 1, the lockup control device includes a lockup switching valve 13, a first solenoid valve 14,
The torque converter 12 including the switching valve 15, the shift control unit 16, and the second electromagnetic valve 17 and including the fluid coupling mechanism is controlled.

The first solenoid valve 14 is controlled based on a lockup control command for the torque converter 12, and the opening degree of the first solenoid valve 14 is controlled by the ratio of the on-time and the off-time, so-called duty proportional control. It has a possible configuration. When de-energized in the off state, the ports 14a and 14b of the first solenoid valve 14 communicate with each other, and the communication between the port 14b and the port 14c connected to the drain 8 is blocked. Further, during excitation in the ON state, the port 14b of the first solenoid valve 14 and the port 14c connected to the drain 8 communicate with each other, and the communication between the port 14a and the port 14b is blocked. That is, by switching the non-excited state and the excited state of the first solenoid valve 14 at high speed and controlling the switching cycle, the secondary pressure PL2 supplied to the port 14a is obtained from the port 14b as an arbitrary pressure value. Has become.

The switching valve 15 has a hydraulic chamber 55 at one end side of the valve member 50 and a spring accommodating chamber 56 at the other end side, and in the spring accommodating chamber 56, a spring 50a biasing rightward in FIG. It is housed. A port 54 is provided in the hydraulic chamber 55, and the line pressure PL1 is supplied via the shift control unit 16 and the second solenoid valve 17. That is, when the pressure of the pressure oil supplied to the hydraulic chamber 55 overcomes the urging force of the spring 50a, the valve member 50 moves leftward in FIG. When the valve member 50 moves leftward, the ports 51 and 52 provided in the switching valve 15 communicate with each other, and when the valve member 50 moves rightward, the ports 52 and 53 communicate with each other. ing. This port 51 has a port 4 of a lockup switching valve 13 described later.
3 and the shift control unit 16 communicate with both the first solenoid valve 14
14b is connected, and the secondary pressure PL2 acts on the port 53. The port 41 of the lockup switching valve 13 is connected to the port 52 via the oil passage 22.

The second solenoid valve 17, like the first solenoid valve 14, is controlled based on a lockup control command for the torque converter 12. Then, when de-energized, the ports 17a and 17b of the second solenoid valve 17 communicate with each other, and the communication between the ports 14b and 14c is blocked. In addition, during excitation, the ports 14b and 14c of the second solenoid valve 17 communicate with each other, and the communication between the ports 14a and 14b is blocked. That is, when the second solenoid valve 17 is not excited, the port 1
The line pressure PL1 supplied to 7a is obtained from the port 14b, passes through the shift control unit 16 and the oil passage 21, and then the switching valve 15
The line pressure PL1 is supplied to the hydraulic chamber 55. This causes the valve member 50 of the switching valve 15 to move to the left in FIG.
0 moves and the ports 51 and 52 communicate with each other. When the second solenoid valve 17 is excited, the pressure oil in the hydraulic chamber 55 is
Drain 9 via ports 17b and 17c of solenoid valve 17
Therefore, the valve member 50 of the switching valve 15 moves to the right in FIG. 1, and the port 52 and the port 53 communicate with each other.

The lock-up switching valve 13 has a hydraulic chamber 31 at one end of the valve member 30 and a hydraulic chamber 32 at the other end, and the valve member 30 is biased in the hydraulic chamber 31 in the right direction in FIG. The spring 30a is housed. Ports 41 and 42 are provided in the hydraulic chambers 31 and 32, respectively.
The valve member 30 is configured to move to the right or to the left in FIG. 1 according to the pressure of the pressure oil supplied to the first and the second valves 32. The port 52 of the switching valve 15 is connected to the port 41 provided in the hydraulic chamber 31, while the secondary pressure PL2 acts on the hydraulic chamber 32 via the port 42.

As shown in FIG. 1, when the second solenoid valve 17 is energized, the port 52 and the port 53 of the switching valve 15 communicate with each other, so that the switching valve 15, the oil passage 22 and the lockup switching valve 13 are connected. Secondary pressure PL via port 41
2 acts on the hydraulic chamber 31 of the lockup switching valve 13 and the secondary pressure PL2 also acts on the hydraulic chamber 32 of the lockup switching valve 13, so that both ends of the valve member 30 of the lockup switching valve 13 are Equal hydraulic pressure works. Therefore, the valve member 30 is urged by the urging force of the spring 30a.
Moves to the right in FIG. That is, the first solenoid valve 14
When the second solenoid valve 17 is excited regardless of the control state, the valve member 30 moves to the right in FIG. 1 due to the urging force of the spring 30a.

In addition to the ports 41 and 42 located at both ends, the lockup switching valve 13 has a secondary pressure via a port 44 on which the secondary pressure PL2 acts and the first solenoid valve 14.
A port 43 for supplying PL2 is provided, and a port 45 for discharging pressure oil to an oil cooler (not shown) is further provided. The lock-up switching valve 13 has ports 43, 44 and 45 depending on the moving position of the valve member 30.
In the state shown in FIG. 1 in which the valve member 30 has moved to the right, the ports 44 and 62 are in communication, and the ports 45 and 63 are in communication with each other. It is in communication. Conversely, valve member 3
When 0 moves to the left, port 43 and port 6
1 communicates with each other, and the port 44 and the port 63 communicate with each other.

The torque converter 12 includes an off port 71.
And the on-port 72, and the clutch control oil chamber 18 is positioned so as to be continuous with the off-port 71.
The off port 71 is connected to the ports 61 and 62 of the lockup switching valve 13 by the oil passage 24, or the onport 72 is connected to the port 63 of the lockup switching valve 13 by the oil passage 25. And
The clutch mechanism 19 for setting or releasing the lockup state is controlled according to the pressure state of the clutch control oil chamber 18 by the pressure oil supplied from the lockup switching valve 13, and is not shown when the lockup state is set. The input shaft and the output shaft are connected. When the secondary pressure PL2 acts on the on-port 72, pressure oil is supplied to the clutch control oil chamber 18 to set the clutch mechanism 19 in the lockup state, and when the secondary pressure PL2 acts on the off-port 71, the clutch control oil chamber 18 To torque converter oil chamber 2
The control oil flows to 0, and the clutch mechanism 19 is released from the lockup state.

Next, the operation of the lock-up control device is shown in FIG.
~ It demonstrates based on FIG. At the time of non-lockup, the first solenoid valve 14 is in the non-excited state and the second solenoid valve 17 is in the excited state. In this state, the port 14a and the port 14b of the first solenoid valve 14 communicate with each other, and the port 17b and the port 17c of the second solenoid valve 17 communicate with each other. Since it is discharged to the drain 9 via the 2 solenoid valve 17, the valve member 50 of the switching valve 15 moves to the right in FIG. 1, and the port 52 and the port 53 communicate with each other. Then, the secondary pressure PL2 acts on the hydraulic chamber 31 of the lockup switching valve 13 via the oil passage 22, and the same hydraulic pressure acts on both ends of the valve member 30 of the lockup switching valve 13. Therefore, the valve member 3 of the lockup switching valve 13
0 is set to the state shown in FIG. As a result, the secondary pressure PL2 acts on the off port 71 of the torque converter 12 via the port 44 and the port 62, and the pressure oil flows from the clutch control oil chamber 18 into the torque converter oil chamber 20. As a result, the clutch mechanism 19 is released from the lockup state. That is, the torque converter 12 is in the non-lockup state.

As shown in FIG. 2, in order to bring the lockup state, the second solenoid valve 17 is deenergized and
This is performed by controlling the duty ratio of the first solenoid valve 14. In this state, the port 17a and the port 17b of the second solenoid valve 17 communicate with each other, so that the pressure oil supplied from the port 14b of the first solenoid valve 14 whose duty is proportionally controlled is the hydraulic chamber 31 of the lockup switching valve 13. Flow into. That is, the internal pressure of the hydraulic chamber 31 is arbitrarily set while maintaining the relationship that the pressure of the pressure oil supplied to the hydraulic chamber 31 of the lockup switching valve 13 is smaller than the secondary pressure PL2. When the internal pressure of the hydraulic chamber 31 decreases, the urging force of the secondary pressure PL2 acting on the hydraulic chamber 32 of the lock-up switching valve 13 becomes the urging force of the pressure by the pressure oil acting on the hydraulic chamber 31 and the urging force of the spring 30a. 2 and the valve member 30 moves downward in FIG. Then, since the port 43 of the lockup switching valve 13 and the ports 61 and 62 communicate with each other, the pressure oil supplied from the port 14b of the first solenoid valve 14, which is duty-proportionally controlled, passes through the off-port 71 and is supplied to FIG. Is supplied to the clutch control oil chamber 18 shown in FIG.

At the same time, the port 44 of the lockup switching valve 13 and the port 63 communicate with each other, so that the secondary pressure PL2 acts on the on-port 72 of the torque converter 12. Therefore, in this state, the pressure in the clutch control oil chamber 18 becomes equal to the pressure due to the pressure oil from the port 14b of the first solenoid valve 14, and therefore the lockup clutch 19
Is controlled to an intermediate position according to the difference from the secondary pressure PL2 supplied to the torque converter hydraulic chamber 20. As a result, so-called slip control is performed.
The slip state of the clutch mechanism 19 is the first solenoid valve 1
4 is controlled by the duty ratio proportional control. After this slip control, the first oil supplied to the clutch control oil chamber 18
By gradually reducing the pressure of the pressure oil from the port 14b of the solenoid valve 14, the clutch mechanism 19 is completely engaged and the lockup state is established.

As shown in FIG. 3, the lockup state is rapidly released by putting the second solenoid valve 17 into the excited state. In this state, the port 17b and the port 17c of the second solenoid valve 17 communicate with each other, so that the pressure oil in the hydraulic chamber 55 of the switching valve 15 is discharged to the drain 9 via the second solenoid valve 17, The valve member 50 of the switching valve 15 moves upward in FIG. 3, and the port 52 and the port 53 communicate with each other. Then, the secondary pressure PL2 acts on the hydraulic chamber 31 of the lockup switching valve 13 via the oil passage 22, and the secondary pressure PL2 acting on the hydraulic chamber 32 via the port 42.
The same hydraulic pressure acts on both ends of the valve member 30 of the lockup switching valve 13 together with PL2.

Therefore, as shown in FIG. 4, the valve member 30 of the lockup switching valve 13 moves upward in FIG. 3 so that the port 44 and the port 62 communicate with each other and the port 45 and the port 63 communicate with each other. Therefore, the secondary pressure PL2 acts on the off-port 71 of the torque converter 12 via the oil passage 24, and the pressure oil flows from the clutch control oil chamber 18 into the torque converter oil chamber 20. Further, the pressure oil supplied into the torque converter oil chamber 20 is discharged to the oil cooler 73 via the on-port 72 of the torque converter 12. As a result, the clutch mechanism 19 is rapidly released from the lockup state.

The above-mentioned first solenoid valve 14 and second solenoid valve 17
Is controlled by an electronic control unit (not shown). Here, the lockup control device according to the comparative example will be described based on FIG. 5, and the configuration will be compared with the lockup control device according to the present embodiment. The lockup control device according to the comparative example shown in FIG. 5 includes a lockup switching valve 113 and a solenoid valve 110, and controls a torque converter 112 including a fluid coupling mechanism.

The lockup switching valve 113 has the same structure as the lockup switching valve 13 used in this embodiment, and the torque converter 112 has the same structure as the torque converter 12 used in this embodiment. The solenoid valve 110 is controlled on the basis of a lockup control command of the torque converter 112, and has a so-called duty proportion controllable configuration in which the opening degree of the solenoid valve 110 is controlled by the ratio of the ON time and the OFF time. At the time of non-excitation, the port 111 and the port 122 communicate with each other and the port 122 and the port 123 are cut off. Therefore, from port 122 to port 111
The secondary pressure PL2 supplied to is taken out as the control hydraulic pressure PC. At this time, the control hydraulic pressure PC is equal to the secondary pressure PL2.

Further, in the solenoid valve 110 during excitation,
Port 122 and port 123 communicate with each other, and port 111
And the port 122 are shut off. Therefore, port 12
2 communicates with the drain 113, and a control hydraulic pressure PC equal to the drain pressure is taken out from the port 122. This solenoid valve 11
By switching the non-excited state and the excited state of 0 at high speed, the control hydraulic pressure PC that can be taken out from the port 122 can be controlled to be smaller than the secondary pressure PL2, and the control hydraulic pressure PC can be controlled by controlling the switching cycle. It can be set to a pressure value.

When not locked up, the solenoid valve 110
Is de-excited, the port 111 and the port 122 communicate with each other, and the control hydraulic pressure PC equal to the secondary pressure PL2 is taken out from the port 122.
Secondary pressure PL2 acts on the hydraulic chamber 131 of 13 through the port 141. Therefore, the lockup switching valve 1
The valve body 130 of 13 moves to the right in FIG. As a result, the secondary pressure PL2 is changed to port 144 and port 16.
2 to act on the off-port 171 of the torque converter 12, pressure oil flows from the clutch control oil chamber 118 to the torque converter oil chamber 120, the clutch mechanism 119 is released from the lockup state, and the torque converter 112 is unlocked. It becomes a state.

To enter the lockup state, the solenoid valve 11
This is performed by controlling the duty ratio of 0. In this state, as described above, the ratio between the on time and the off time of the solenoid valve 110 is controlled so that the control hydraulic pressure PC that can be taken out from the port 122 becomes smaller than the secondary pressure PL2. When the control hydraulic pressure PC decreases due to this control, the secondary pressure PL acting on the hydraulic chamber 132 of the lockup switching valve 113
The urging force of 2 becomes larger than the sum of the urging force of the pressure of the pressure oil acting on the hydraulic chamber 131 and the urging force of the spring 130a, and the valve member 130 moves to the left in FIG. Then, since the port 143 of the lockup switching valve 113 and the ports 161 and 162 communicate with each other, the control hydraulic pressure PC taken out from the port 122 of the solenoid valve 110, which is duty-proportionally controlled, is transmitted via the off-port 171 to the clutch control oil chamber. 1
Act on 18. At the same time, the lockup switching valve 11
Since the port 144 and the port 163 of No. 3 are in communication with each other, the secondary pressure PL2 acts on the on-port 172 of the torque converter 112. Therefore, in this state, the pressure in the clutch control oil chamber 118 becomes equal to the control oil pressure PC, so that the lockup clutch 119 is at the intermediate position according to the difference from the secondary pressure PL2 supplied to the torque converter oil pressure chamber 120. Controlled. As a result, so-called slip control is performed. The slip state of the clutch mechanism 19 is controlled by the duty-proportional control of the first solenoid valve 14, and the control hydraulic pressure PC taken out from the port 111 of the solenoid valve 110 supplied to the clutch control oil chamber 118 is gradually reduced. Thus, the clutch mechanism 119 is completely engaged, and the lockup state is established.

However, according to the lockup control device of this comparative example, when the lockup state is released,
By making the solenoid valve 110 non-excited, the port 111 and the port 122 of the solenoid valve 110 are made to communicate with each other, and the secondary pressure PL2 is applied to the hydraulic chamber 131 of the lockup switching valve 113. Therefore, in order to rapidly release the lockup state, it is necessary to supply a large amount of pressure oil to the hydraulic chamber 131 by increasing the oil passage opening area in the solenoid valve 110. Therefore, there is a problem that the size of the solenoid valve 110 becomes large and the cost of parts increases. Further, when the opening area of the oil passage in the solenoid valve 110 becomes large, the problem that the pressure adjustment accuracy at the time of duty proportional control is lowered also occurs.

On the other hand, if the oil passage opening area in the solenoid valve 110 is reduced, the flow rate of the pressure oil that can be supplied to the hydraulic chamber 131 of the lockup switching valve 113 when the lockup state is released cannot be sufficiently obtained, so that the lockup state is achieved. Release is delayed. Then, an excessive load is applied to the engine, which causes an engine stall or a problem that driving operability is deteriorated.

In contrast to the lockup control device according to the comparative example described above, according to the lockup control device of the present embodiment,
The oil passage 22 for supplying pressure oil to the hydraulic chamber 31 of the lockup switching valve 13 communicates with the port 14b of the first solenoid valve 14 by the switching valve 15 controlled by the second solenoid valve 17, or the secondary pressure PL2. To communicate with the oil passage that supplies the oil directly. Therefore, when the lockup state or the slip state described above is realized, the pressure oil supplied from the first solenoid valve 14 that is duty-proportionally controlled is caused to act on the hydraulic chamber 31 of the lockup switching valve 13, and the lockup state is rapidly changed. When it is released, the secondary pressure PL2 can be applied to the hydraulic chamber 31 without the intervention of the first solenoid valve 14. As a result, there is no need to increase the oil passage opening area of the first solenoid valve 14, and the first solenoid valve 14 can be miniaturized. Therefore, reducing the oil passage opening area of the first solenoid valve 14 has the effect of improving the pressure regulation accuracy of the first solenoid valve 14 that is duty-proportionally controlled.

Further, according to the lockup controller of this embodiment, the switching valve 15 is controlled by the second solenoid valve 17 regardless of the control state of the first solenoid valve 14. As a result, even if the first solenoid valve 14 becomes uncontrollable, the second
The solenoid valve 17 has the effect of releasing the lockup state. Therefore, there is an effect of improving the safety of the system.

Further, according to the lock-up control device of this embodiment, since the switching valve 15 is a spool valve, a spool valve provided to prohibit lock-up in the first speed and the second speed, for example, can be used. You can As a result, it is possible to suppress an increase in component cost and reduce the size of the lockup control device. Further, by increasing the diameter of the spool valve of the switching valve 15, the flow rate of the pressure oil flowing in the switching valve 15 can be increased. This allows
A large flow rate of pressure oil can be easily supplied to the hydraulic chamber 31 of the lockup switching valve 13 only by increasing the diameter of the spool valve of the switching valve 15. Therefore, there is an effect that the quick release of the lockup state is further improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a lockup control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a configuration diagram illustrating an operation during lockup of a lockup control device for an automatic transmission according to an exemplary embodiment of the present invention.

FIG. 3 is a configuration diagram illustrating an operation during lockup release of the lockup control device for an automatic transmission according to the embodiment of the present invention.

FIG. 4 is a configuration diagram illustrating an operation of the lockup control device for the automatic transmission according to the embodiment of the present invention when the lockup is released.

FIG. 5 is a configuration diagram of a lockup control device for an automatic transmission according to a comparative example.

[Explanation of symbols]

 12 torque converter (fluid coupling) 13 lockup switching valve (first directional switching valve) 14 first solenoid valve (first control valve) 15 switching valve (second directional switching valve) 16 shift control unit 17 second Solenoid valve (second control valve) 18 Clutch control oil chamber 19 Clutch mechanism 20 Torque converter hydraulic chamber 21, 22, 23 Oil passage 30 Valve member 61, 62, 63 Port 71 On-port 72 Off-port 73 Oil cooler

Claims (4)

[Claims] 1. A fluid coupling for transmitting rotational power from an input shaft to an output shaft via a fluid, and a lockup clutch mechanism for bypassing the fluid coupling and coupling the input shaft and the output shaft. A first direction switching valve that supplies and discharges pressure oil that switches between the engaged state and the disengaged state of the clutch mechanism, and a first direction that supplies and discharges pressure oil that operates the first direction switching valve.
Control valve, a communication state in which an oil passage that connects the first directional control valve and the first control valve is in communication, and the first directional control valve side oil that shuts off and shuts off the oil passage A second directional switching valve that switches between a shutoff state in which pressure oil is supplied to the passage to release the clutch mechanism, and a second control valve that supplies and discharges pressure oil that causes the second directional switching valve in the shutoff state. A lock-up control device for an automatic transmission, comprising: 2. The lock-up control for an automatic transmission according to claim 1, wherein the second control valve is a duty proportional control valve which is on / off controlled based on a control command sent from an electronic control unit. apparatus. 3. The lock for an automatic transmission according to claim 1, wherein the first control valve is a duty proportional control valve which is on / off controlled based on a control command sent from an electronic control unit. Up control device. 4. The lockup control device for an automatic transmission according to claim 1, 2, or 3, wherein the second directional control valve is a spool valve.