JP2007078011A - Hydraulic pressure control device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the flow of an ATF in a hydraulic circuit while suppressing the shortage of the flow of the ATF in a secondary regulator valve. <P>SOLUTION: The drain ports of an SL1 linear solenoid 4210, an SL2 linear solenoid 4220, an SL3 linear solenoid 4230, an SL4 linear solenoid 4240, and a B2 control valve 4500 in the hydraulic circuit 4000 are connected to a concentrated drain oil passage 4600. A second line pressure oil passage 4012 leading an oil pressure from a primary regulator valve 4006 to the secondary regulator valve 4008 is connected to the concentrated drain oil passage 4600 through a compensation oil passage 4800. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hydraulic pressure adjusting device for an automatic transmission, and more particularly, to a hydraulic pressure adjusting device in which hydraulic oil flowing out from a first adjusting means (primary regulator valve) is supplied to a second adjusting means (secondary regulator valve).

  Conventionally, there is a vehicle in which a fluid coupling such as a torque converter is provided between a drive source and an automatic transmission. Some torque converters include a lock-up clutch that directly connects an input shaft and an output shaft of the torque converter. The hydraulic pressure (hydraulic pressure) supplied to the lockup clutch is adjusted by a secondary regulator valve. The hydraulic oil flowing out from the primary regulator valve is supplied to the secondary regulator valve. For example, when the viscosity of the hydraulic oil becomes low at high oil temperature and the amount of oil returned from the hydraulic circuit to the oil pan increases with respect to the amount of oil discharged from the oil pump, the secondary regulator valve is connected via the primary regulator valve. There may be a shortage of hydraulic fluid flowing into the In this case, there is a possibility that the state of the lockup clutch cannot be controlled. Therefore, in order to secure the hydraulic oil supplied to the secondary regulator valve (lockup clutch), an oil passage is provided for bypassing the primary regulator valve and supplying the hydraulic oil directly from the oil pump to the secondary regulator valve.

  A hydraulic control circuit described in Japanese Patent Application Laid-Open No. 2003-90424 (Patent Document 1) adjusts a first line oil passage into which hydraulic oil pumped from an oil pan by an oil pump flows, and a hydraulic pressure in the first line oil passage. A primary regulator valve, a second line oil passage through which excess hydraulic oil that has flowed out of the primary regulator valve flows, a secondary regulator valve that adjusts the hydraulic pressure in the second line oil passage, and the hydraulic pressure adjusted by the secondary regulator valve A torque converter to which the lockup clutch is engaged or released by being supplied, and a bypass oil passage that is branched from the first line oil passage and distributes part of the hydraulic oil to the second line oil passage; including.

According to the hydraulic control circuit described in this publication, the hydraulic oil discharged from the oil pump is supplied to the torque converter through the second line oil passage without passing through the primary regulator valve by the bypass passage. Thereby, hydraulic fluid can fully be supplied to the 2nd line oil way. Therefore, engagement of the lockup clutch due to lack of hydraulic oil can be suppressed. As a result, the lockup clutch can be prevented from being dragged.
JP 2003-90424 A

  In recent years, there has been a demand for further improvement in fuel consumption. One of the methods for improving fuel consumption is to reduce the size of the oil pump to reduce the energy required to drive the oil pump or to reduce the idle speed. There is. When the oil pump is downsized, the discharge amount of the oil pump decreases. When the idling speed is decreased, the speed of the oil pump driven by the engine is decreased, and the discharge amount of the oil pump is decreased. Therefore, in any method, the amount of hydraulic oil consumed in the hydraulic control circuit (circulated in the hydraulic control circuit) must be reduced. However, in the hydraulic control device described in Japanese Patent Application Laid-Open No. 2003-90424, it is necessary to ensure the flow rate of the hydraulic oil flowing through the bypass oil passage. Therefore, there has been a problem that the flow rate of the bypass oil passage cannot be reduced.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to adjust the hydraulic pressure of an automatic transmission that can suppress the flow rate of the hydraulic oil while suppressing the shortage of the flow rate of the hydraulic oil. Is to provide a device.

  The hydraulic pressure adjusting device for an automatic transmission according to the first aspect of the invention adjusts the pressure of hydraulic oil in the first oil passage and the first oil passage in which the hydraulic oil stored in the storage section is supplied by the supply means. First adjusting means, a second oil passage supplied with hydraulic oil flowing out from the first adjusting means, and a second adjusting means for adjusting the pressure of the hydraulic oil in the second oil passage Leaked from the device supplied with hydraulic oil whose pressure is adjusted by at least one of the first adjustment unit and the second adjustment unit, and the hydraulic oil drained from the device and the device A third oil passage connected to the device so as to return at least one of the hydraulic oil to the storage unit, and at least one of the hydraulic oil drained from the device and the hydraulic oil leaked from the device The second hydraulic oil is returned to the second adjusting means so as to return to the second adjusting means. And a fourth oil passage that connects the oil passage and the third oil passage.

  According to 1st invention, the hydraulic fluid stored in the storage part is supplied to a 1st oil path. The pressure of the hydraulic oil in the first oil passage is adjusted by first adjusting means (for example, a primary regulator valve). The hydraulic oil that has flowed out of the first adjusting means is supplied to the second oil passage. The pressure of the hydraulic oil in the second oil passage is adjusted by second adjusting means (for example, a secondary regulator valve). Hydraulic oil drained from equipment supplied with hydraulic oil whose pressure is adjusted by at least one of these adjustment means, and hydraulic oil leaked from the equipment A third oil passage is provided so as to return the fuel to the storage unit. The second oil passage and the third oil passage are arranged so that at least one of the hydraulic oil drained from the equipment and the hydraulic oil leaked from the equipment is returned to the second adjusting means. 4 oil passages are connected. As a result, the hydraulic oil supplied to the device from the first adjustment means or the second adjustment means can be returned to the second adjustment means without going through the supply means (for example, oil pump) or the first adjustment means. it can. Therefore, it is possible to suppress the shortage of the hydraulic oil flow rate in the second adjusting means without increasing the hydraulic oil flow rate. As a result, it is possible to provide a hydraulic pressure adjusting device for an automatic transmission that can suppress the flow rate of the hydraulic oil while suppressing the shortage of the hydraulic fluid.

  The hydraulic control device for an automatic transmission according to the second invention allows the flow of hydraulic oil from the third oil passage side to the second oil passage side in the fourth oil passage in addition to the configuration of the first invention. And further includes means for suppressing the flow of hydraulic oil from the second oil passage side to the third oil passage side.

  According to the second invention, the flow of hydraulic oil from the third oil passage side to the second oil passage side is allowed, and the reverse flow is suppressed. Thereby, it can suppress that hydraulic oil is returned to a storage part via a 3rd oil path from the 2nd adjustment means, supplying hydraulic oil to the 2nd adjustment means. Therefore, it is possible to suppress a shortage of hydraulic oil flow in the second adjusting means.

  In addition to the configuration of the first or second invention, the hydraulic control device for an automatic transmission according to the third invention has a plurality of devices.

  According to the third invention, at least one of the hydraulic oil drained from the plurality of devices and the hydraulic oil leaked from the valve is returned to the second adjusting means. Thereby, the hydraulic fluid returned to the 2nd adjustment means can fully be ensured.

  In the hydraulic control device for an automatic transmission according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the device is a valve.

  According to the fourth invention, at least one of the hydraulic oil drained from the valve and the hydraulic oil leaked from the valve can be returned to the second adjusting means.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a vehicle equipped with a hydraulic pressure control device according to a first embodiment of the present invention will be described. This vehicle is an FF (Front engine Front drive) vehicle. The vehicle equipped with the automatic transmission hydraulic pressure adjusting device according to the present embodiment may be a vehicle other than the FF.

  The vehicle includes an engine 1000, a transmission 2000, a planetary gear unit 3000 that forms part of the transmission 2000, a hydraulic circuit 4000 that forms part of the transmission 2000, a differential gear 5000, a drive shaft 6000, and a front wheel 7000. , ECU (Electronic Control Unit) 8000.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. An external combustion engine may be used instead of the internal combustion engine. Further, a rotating electrical machine or the like may be used instead of the engine 1000.

  Transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage. The output gear of transmission 2000 is meshed with differential gear 5000.

  A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right front wheels 7000 via the drive shaft 6000.

  The ECU 8000 includes a vehicle speed sensor 8002, a position switch 8005 of a shift lever 8004, an accelerator opening sensor 8007 of an accelerator pedal 8006, a stop lamp switch 8009 provided on a brake pedal 8008, an oil temperature sensor 8010, an input shaft. A rotational speed sensor 8012, an output shaft rotational speed sensor 8014, and a water temperature sensor 8016 are connected via a harness or the like.

  The vehicle speed sensor 8002 detects the vehicle speed of the vehicle from the rotational speed of the drive shaft 6000, and transmits a signal representing the detection result to the ECU 8000. The position of shift lever 8004 is detected by position switch 8005, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  The accelerator opening sensor 8007 detects the opening of the accelerator pedal 8006 and transmits a signal representing the detection result to the ECU 8000. A stop lamp switch 8009 detects the ON / OFF state of the brake pedal 8008 and transmits a signal representing the detection result to the ECU 8000. A stroke sensor for detecting the stroke amount of the brake pedal 8008 may be provided instead of or in addition to the stop lamp switch 8009.

  Oil temperature sensor 8010 detects the temperature of ATF (Automatic Transmission Fluid) of transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Input shaft speed sensor 8012 detects input shaft speed NI of transmission 2000 and transmits a signal representing the detection result to ECU 8000. Output shaft rotational speed sensor 8014 detects output shaft rotational speed NO of transmission 2000 and transmits a signal representing the detection result to ECU 8000. Water temperature sensor 8016 detects the temperature of the cooling water temperature of engine 1000 and transmits a signal representing the detection result to ECU 8000.

  ECU 8000 includes signals sent from vehicle speed sensor 8002, position switch 8005, accelerator opening sensor 8007, stop lamp switch 8009, oil temperature sensor 8010, input shaft speed sensor 8012, output shaft speed sensor 8014, ROM ( Based on the map and program stored in the Read Only Memory), the devices are controlled so that the vehicle is in a desired running state.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 3200 having an input shaft 3100 coupled to a crankshaft. Planetary gear unit 3000 includes a first set 3300 of planetary gear mechanisms, a second set 3400 of planetary gear mechanisms, an output gear 3500, a B1 brake 3610, a B2 brake 3620 and a B3 brake 3630 fixed to gear case 3600, and C1. Clutch 3640 and C2 clutch 3650, and one-way clutch F3660 are included.

  The first set 3300 is a single pinion type planetary gear mechanism. First set 3300 includes sun gear S (UD) 3310, pinion gear 3320, ring gear R (UD) 3330, and carrier C (UD) 3340.

  Sun gear S (UD) 3310 is coupled to output shaft 3210 of torque converter 3200. Pinion gear 3320 is rotatably supported by carrier C (UD) 3340. Pinion gear 3320 is engaged with sun gear S (UD) 3310 and ring gear R (UD) 3330.

  Ring gear R (UD) 3330 is fixed to gear case 3600 by B3 brake 3630. Carrier C (UD) 3340 is fixed to gear case 3600 by B1 brake 3610.

  The second set 3400 is a Ravigneaux type planetary gear mechanism. The second set 3400 includes a sun gear S (D) 3410, a short pinion gear 3420, a carrier C (1) 3422, a long pinion gear 3430, a carrier C (2) 3432, a sun gear S (S) 3440, and a ring gear R. (1) (R (2)) 3450.

  Sun gear S (D) 3410 is coupled to carrier C (UD) 3340. Short pinion gear 3420 is rotatably supported by carrier C (1) 3422. Short pinion gear 3420 is engaged with sun gear S (D) 3410 and long pinion gear 3430. Carrier C (1) 3422 is coupled to output gear 3500.

  Long pinion gear 3430 is rotatably supported by carrier C (2) 3432. Long pinion gear 3430 is engaged with short pinion gear 3420, sun gear S (S) 3440, and ring gear R (1) (R (2)) 3450. Carrier C (2) 3432 is coupled to output gear 3500.

  Sun gear S (S) 3440 is coupled to output shaft 3210 of torque converter 3200 by C1 clutch 3640. Ring gear R (1) (R (2)) 3450 is fixed to gear case 3600 by B2 brake 3620 and connected to output shaft 3210 of torque converter 3200 by C2 clutch 3650. The ring gear R (1) (R (2)) 3450 is connected to the one-way clutch F3660, and cannot rotate when the first gear is driven.

The one-way clutch F3660 is provided in parallel with the B2 brake 3620. That is, the outer race of the one-way clutch F3660 is fixed to the gear case 3600, and the inner race is connected to the ring gear R (1) (R (2)) 3450 via the rotation shaft.

  FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating each brake and each clutch with the combinations shown in this operation table, a forward gear stage of 1st to 6th speed and a reverse gear stage are formed.

  Since the one-way clutch F3660 is provided in parallel with the B2 brake 3620, as shown in the operation table, the B2 brake is applied in the driving state (acceleration) from the engine side when the first gear (1ST) is formed. There is no need to engage 3620.

  The one-way clutch F3660 restricts the rotation of the ring gear R (1) (R (2)) 3450 when the first gear is driven. When the engine brake is applied, the one-way clutch F3660 does not limit the rotation of the ring gear R (1) (R (2)) 3450.

  That is, at the time of driving in normal shift control, the first gear is formed by engaging C1 clutch 3640 and one-way clutch F3660. During engine braking in normal shift control, the first gear is established by engaging the C1 clutch 3640 and the B2 brake 3620.

  The hydraulic circuit 4000 will be described with reference to FIG. FIG. 4 shows only a part of the hydraulic circuit 4000 related to the present invention. The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a secondary regulator valve 4008, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, SL2 linear solenoid (hereinafter referred to as SL (2)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, , SLT linear solenoid (hereinafter referred to as SLT) 4300 and B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to suck the ATF stored in the oil pan 4002 and generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is adjusted by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure adjusted by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the first line pressure oil passage 4010. Further, the line pressure is adjusted by SL (4) 4240 and supplied to the B3 brake 3630.

  Secondary regulator valve 4008 operates using the throttle pressure adjusted by SLT 4300 as a pilot pressure. The secondary regulator valve 4008 adjusts the hydraulic pressure in the second line pressure oil passage 4012 into which excess hydraulic oil that has flowed out (discharged) from the primary regulator valve 4006 flows. Secondary pressure is generated by the secondary regulator valve 4008. ATF is supplied to torque converter 3200 via secondary regulator valve 4008, supplied to an oil cooler (not shown), or supplied to the lubrication path of transmission 2000.

  The ATF supplied to the torque converter 3200 is used to transmit power in the torque converter 3200 and to engage or disengage a lock-up clutch (not shown).

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the first line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the R position, the first line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil passage 4102 is finally supplied to the B1 brake 3610, the B2 brake 3620, the C1 clutch 3640, and the C2 clutch 3650.

  The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3620.

  The solenoid modulator valve 4200 adjusts the line pressure to a constant pressure. The hydraulic pressure (solenoid modulator pressure) adjusted by the solenoid modulator valve 4200 is supplied to the SLT 4300.

  SL (1) 4210 adjusts the hydraulic pressure supplied to the C1 clutch 3640. SL (2) 4220 adjusts the hydraulic pressure supplied to C2 clutch 3650. SL (3) 4230 adjusts the hydraulic pressure supplied to the B1 brake 3610. SL (4) 4240 adjusts the hydraulic pressure supplied to the B3 brake 3630.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8007 to generate a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.

  The B2 control valve 4500 selectively supplies the hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3620. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SL solenoid valve (not shown) and the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SL solenoid valve is off and the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3620 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SL solenoid valve is on and the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3620.

  The drain ports of SL (1) 4210 to SL (4) 4240 and B2 control valve 4500 are connected to a concentrated drain oil passage 4600. This concentrated drain oil passage 4600 is connected to an exhaust valve 4700.

  The ATF drained or leaked from the SL (1) 4210 to SL (4) 4240 and the B2 control valve 4500 is collected in the concentrated drain oil passage 4600. The ATF drained or leaked from the SL (1) 4210 to SL (4) 4240 and the B2 control valve 4500 is returned to the oil pan 4002 through the concentrated drain oil passage 4600 and the exhaust valve 4700.

  Note that the hydraulic oil leaked from a secondary circuit (not shown) through which hydraulic oil flows from the secondary regulator valve 4008 may be concentrated in the concentrated drain oil passage 4600. Further, the drain oil passage of the secondary circuit may be connected to the concentrated drain oil passage 4600.

  Second line pressure oil passage 4012 and concentrated drain oil passage 4600 are connected by compensation oil passage 4800. A check valve 4802 is provided on the compensation oil path 4800. The check valve 4802 allows the ATF to flow from the concentrated drain oil passage 4600 side to the second line pressure oil passage 4012 side. On the other hand, the check valve 4802 suppresses the flow of ATF from the second line pressure oil passage 4012 side to the concentrated drain oil passage 4600 side.

  An operation of the hydraulic pressure control apparatus according to the present embodiment based on the above structure will be described.

  A portion of the ATF that has been drained or leaked from the SL (1) 4210 to SL (4) 4240 and the B2 control valve 4500 and concentrated in the concentrated drain oil passage 4600 passes through the compensation oil passage 4800. It flows to the 2-line pressure oil passage 4012.

  As a result, the ATF drained or leaked from the SL (1) 4210 to SL (4) 4240 and the B2 control valve 4500 is supplied to the secondary regulator valve 4008 without passing through the oil pump 4004 or the primary regulator valve 4006. be able to.

  Therefore, even when the ATF supplied from the primary regulator valve 4006 to the secondary regulator valve 4008 is insufficient, a sufficient amount of ATF is supplied to the secondary regulator valve 4008 without increasing the discharge amount from the oil pump 4004. be able to. As a result, the torque converter 3200 can be prevented from lacking ATF or insufficient lubrication of the transmission 2000.

  The flow of ATF from the second line pressure oil passage 4012 side to the concentrated drain oil passage 4600 side is suppressed by the check valve 4802. Thereby, it is possible to suppress the ATF supplied to the secondary regulator valve 4008 from being returned to the oil pan 4002. Therefore, a sufficient amount of ATF can be supplied to the secondary regulator valve 4008.

  As described above, according to the hydraulic pressure control device according to the present embodiment, the ATF drained or leaked from SL (1) 4210 to SL (4) 4240 and B2 control valve 4500 is concentrated drain oil passage. To the secondary regulator valve. Thus, a sufficient amount of ATF can be supplied to the secondary regulator valve without increasing the discharge amount from the oil pump. Therefore, the oil pump can be downsized and the idling speed can be reduced while suppressing the shortage of the ATF flow rate in the secondary regulator valve. As a result, the fuel efficiency can be improved finally.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train by which oil_pressure | hydraulic is adjusted with the hydraulic control apparatus which concerns on embodiment of this invention. It is a skeleton figure which shows the gear train in a transmission. It is a figure which shows the operation | movement table | surface of a transmission. It is a figure which shows a part of hydraulic circuit in a transmission.

Explanation of symbols

  1000 engine, 2000 transmission, 3000 planetary gear unit, 3200 torque converter, 3610 B1 brake, 3620 B2 brake, 3630 B3 brake, 3640 C1 clutch, 3650 C2 clutch, 3660 one-way clutch F, 4000 hydraulic circuit, 4002 oil pan, 4004 oil pump , 4006 Primary regulator valve, 4008 Secondary regulator valve, 4010 First line pressure oil path, 4012 Second line pressure oil path, 4210 SL1 linear solenoid, 4220 SL2 linear solenoid, 4230 SL3 linear solenoid, 4240 SL4 linear solenoid, 4500 B2 control Valve, 4600 Concentrated drain oil passage, 4700 exhaust Valve, 4800 compensation oil passage, 4802 check valve.

Claims (4)

A first oil passage through which the hydraulic oil stored in the storage unit is supplied by the supply means;
First adjusting means for adjusting the pressure of the hydraulic oil in the first oil passage;
A second oil passage to which hydraulic oil flowing out from the first adjusting means is supplied;
Second adjusting means for adjusting the pressure of the hydraulic oil in the second oil passage;
A device to which hydraulic oil whose pressure is adjusted by at least one of the first adjusting means and the second adjusting means is supplied;
A third oil passage connected to the device to return at least one of the hydraulic oil drained from the device and the hydraulic oil leaked from the device to the storage unit;
The second oil passage and the third oil passage so that at least one of the working oil drained from the equipment and the working oil leaked from the equipment is returned to the second adjusting means. And a fourth oil passage for connecting the hydraulic pressure of the automatic transmission. The hydraulic pressure adjusting device is
In the fourth oil passage, the flow of hydraulic oil from the third oil passage side to the second oil passage side is allowed and the flow of hydraulic oil from the second oil passage side to the third oil passage side The hydraulic adjustment device for an automatic transmission according to claim 1, further comprising means for suppressing the transmission.   The hydraulic adjustment device for an automatic transmission according to claim 1, wherein there are a plurality of the devices.   The hydraulic control device for an automatic transmission according to claim 1, wherein the device is a valve.

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