JP3528537B2 - Hydraulic control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission mounted on an automobile, and more particularly, to a hydraulic control device for correcting hydraulic pressure by learning, and particularly for hydraulic power applied to power-on downshift transmission. Regarding the control device.

[0002]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Laid-Open No. 63-266258, by engaging one friction engagement element (hereinafter, a clutch also includes a brake) and releasing the other clutch (clutch (Two clutch shift),
A hydraulic control device has been proposed in which the engagement hydraulic pressure or the release hydraulic pressure of each clutch is feedback-controlled so that the Durbin rotation change rate has a plurality of target values during upshifting and downshifting. This system gradually reduces the hydraulic pressure on the disengagement side during power-on downshifting, reducing the torque capacity of the disengagement side clutch, and reducing the turbine (input shaft)
By determining that the rotation speed has increased by a predetermined amount, the control shifts to the feedback control.

[0003]

In the above-mentioned conventional hydraulic control device, the rotational pressure of the input shaft is started by setting the release hydraulic pressure to a pressure corresponding to the input torque, and the input torque is changed. Accordingly, even if the optimum rotation change is always started, the optimum control may be impaired due to the secular change of the friction material of the clutch. That is, when the input shaft rotation change suddenly decreases, the vibration of the feedback control after that becomes large, and when the input shaft rotation change occurs gently, the convergence of the hydraulic pressure adjustment by the subsequent feedback control decreases. Even in the case, the control accuracy of the feedback control is reduced.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a hydraulic control device for an automatic transmission, which can correct variations due to aging of frictional engagement elements by learning and always obtain appropriate shift characteristics. To do.

[0005]

The present invention according to claim 1 is an input shaft to which power from an engine output shaft is input,
An output shaft connected to a wheel, a plurality of friction engagement elements that change a power transmission path between the input shaft and the output shaft, and a hydraulic servo (9, 1) that disconnects / engages these friction engagement elements.
0) and, the first frictional engagement element of the plurality of frictional engagement elements is released, and the second frictional engagement element is engaged to downshift to a predetermined shift speed. And the hydraulic control means (SL) for controlling the hydraulic pressure of at least the hydraulic servos for the first and second friction engagement elements.
S, SLU) and each sensor (2-
In the hydraulic control device for an automatic transmission, the control unit (1) inputs a signal from the above (7) and outputs a hydraulic control signal to the hydraulic control means. PA) is controlled so as to reach the target release hydraulic pressure (P _TA ) calculated based on the input torque (Tt), and the input rotational speed change amount (Δ that changes as the shift progresses).
The release side control means (1a) having a feedback control for controlling the release side hydraulic pressure based on N) and the target release hydraulic pressure are the target rotational speed change rate (ΔN) at the beginning of the input rotational speed change start with respect to the output rotational speed. A learning control means (1b) for performing learning correction so as to obtain a value (DN _T ) and a hydraulic control device for an automatic transmission.

[0006]

According to a second aspect of the present invention, the target release hydraulic pressure ( _PTA ) is a hydraulic pressure immediately before the start of the rotational change of the input shaft with respect to the output shaft, and the hydraulic control of the automatic transmission according to the first aspect. On the device.

The present invention according to claim 3 is the hydraulic control device for an automatic transmission according to claim 1 or 2, wherein the target value (DN _T ) of the predetermined change characteristic is set according to a vehicle speed.

According to a fourth aspect of the present invention, the target value of the predetermined change characteristic has a predetermined dead zone comprised between a maximum value (DN _T Max) and a minimum value (DN _T Min), and the predetermined dead zone is The hydraulic control device for an automatic transmission according to claim 1 or 2, wherein the hydraulic pressure control device is set so as to become larger as the rotation speed of the output shaft or the input shaft becomes higher.

[Operation] Based on the above construction, when a downshift is performed in the power-on state, that is, when the driver steps on the throttle pedal to request torque and the downshift is performed, the release side hydraulic pressure (PA) has a predetermined standby engagement. The pressure (Pw) is swept down (initial control) so as to reach the target release hydraulic pressure (P _TA ) calculated based on the input torque (Tt), and thereafter, for example, the rotation change amount (gear ratio) of the input shaft with respect to the output shaft. The amount of change (Δ
Feedback control is performed based on N).

Change characteristic (ΔN) based on the rotation change amount
Is compared with a target value (DN _T ), and the actual change characteristic (Δ
When N) is larger than the target (maximum) value (DN _T Max), learning correction is performed so that the target release hydraulic pressure becomes higher by a predetermined amount (ΔP + Plean1), and conversely, the actual change characteristic (ΔN) is the target (minimum). ) Value (DN _T Min), the target release hydraulic pressure is learned and corrected so as to decrease by a predetermined amount (ΔP + Plean2), and from the next shift,
The learning-corrected target release hydraulic pressure (P _TA + ΔP) becomes the target value.

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

[0013]

According to the first aspect of the present invention, the release side hydraulic pressure is controlled so as to become the release side target hydraulic pressure calculated based on the input torque, and the predetermined shift condition is maintained regardless of the change of the input torque. Although the feedback control can be started more accurately to perform the downshift shift by the accurate and reliable feedback control, the learning control can change the input rotation speed change (gear ratio) to the output rotation speed at the initial rotation change rate. Since the disengagement target hydraulic pressure is corrected to reach the target value, even if the torque capacity with respect to hydraulic pressure changes due to aging of the friction engagement element, accurate and easy calculation is performed and appropriate learning control is performed. As well as always,
It is possible to perform accurate control based on a predetermined amount of change immediately after the start of feedback control, prevent the vibration and convergence of feedback control from decreasing, improve the accuracy of feedback control, and reliably and accurately perform feedback control. It can be carried out.

[0014]

According to the second aspect of the present invention, since the target release hydraulic pressure by the initial control is the hydraulic pressure immediately before the rotation change (gear ratio) of the input shaft, that is, the state immediately before the inertia phase, feedback control is performed. You can make a smooth transition.

According to the third aspect of the present invention, since the target value of the change characteristic changes according to the vehicle speed, it is always appropriate regardless of the difference in the change characteristic (rotation change rate) depending on the low vehicle speed and the high vehicle speed. A target value can be set.

According to the fourth aspect of the present invention, the dead band of the target value of the change characteristic changes depending on the rotation speed of the output shaft or the input shaft. Therefore, when the rotation speed is high, the dead band is increased to prevent hunting. At the same time, when the rotation speed is low, the sensitivity is improved and proper learning control can always be performed.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION The present automatic transmission has a large number of friction engagement elements such as clutches and brakes, and an automatic transmission in which the transmission path of a planetary gear is selected by appropriately connecting and disconnecting these friction engagement elements. A mechanism (not shown) is provided, the input shaft of the automatic transmission is connected to the engine output shaft via a torque converter, and the output shaft is connected to the drive wheels.

FIG. 1 is a block diagram showing electric system control. Reference numeral 1 is a control unit (ECU) composed of a microcomputer, which is an engine rotation sensor 2 and a throttle opening for detecting the accelerator pedal depression amount of a driver. Signals from the speed sensor 3, the input shaft rotation speed (= turbine rotation speed) of the transmission (automatic transmission mechanism), the vehicle speed (= automatic transmission output shaft rotation speed) sensor 6, and the oil temperature sensor 7. It is being input and is being output to the linear solenoid valves SLS and SLU of the hydraulic circuit. In the control unit 1, the release side hydraulic pressure (PA) is input torque (T).
Initial control for controlling to the target release hydraulic pressure (P _TA ) calculated based on t) and the change amount that changes as the shift progresses, for example, the release hydraulic pressure is controlled based on the input rotational speed change amount (ΔN). The release-side control means (1a) having feedback control etc., the engagement-side control means 1c, and the target release hydraulic pressure have predetermined change characteristics based on the change amount, for example, a rotation change rate (ΔN) is a target value (DN). Learning control means (1b) for performing learning correction so as to obtain _{T 1} ).

FIG. 2 is a diagram showing an outline of the hydraulic circuit.
A plurality of friction engagement elements having the two linear solenoid valves SLS and SLU and switching the transmission path of the planetary gear unit of the automatic transmission mechanism to achieve, for example, the fourth or fifth forward speed and the first reverse speed. Plural hydraulic servos 9 and 1 for connecting and disconnecting (clutch and brake).
Has 0. In addition, the linear solenoid valve S
Solenoid modulator pressure is supplied to the input ports a ₁ and a ₂ of the LS and SLU, and the control oil pressures from the output ports b ₁ and b _{2 of} these linear solenoid valves are controlled in the control oil chambers of the pressure control valves 11 and 12, respectively. It is supplied to 11a and 12a. The line pressures of the pressure control valves 11 and 12 are supplied to the input ports 11b and 12b, respectively, and the pressure regulation from the output ports 11c and 12c regulated by the control oil pressure shifts the shift valves 13 and 15, respectively. It is appropriately supplied to each hydraulic servo 9, 10.

This hydraulic circuit is for showing the basic concept, and the hydraulic servos 9 and 10 and the shift valves 13 and 15 are shown symbolically, and actually,
A large number of hydraulic servos are provided corresponding to the automatic transmission mechanism, and a large number of shift valves for switching the hydraulic pressure to these hydraulic servos are also provided. Further, as shown in the hydraulic servo 10, the hydraulic servo has a piston 19 fitted in a cylinder 16 in an oil-tight manner by an oil seal 17, and the piston 19 acts on the hydraulic chamber 20. Based on the pressure-adjusted hydraulic pressure from (3), it moves against the return spring 21 and brings the outer friction plate 22 and the inner friction member 23 into contact with each other. Although the friction plate and the friction material are shown as a clutch, it goes without saying that the same applies to a brake.

Next, the power-on / downshift will be described with reference to FIG. 3. First, the control of the disengagement hydraulic pressure PA will be described with reference to FIGS. 4 and 5. In addition, specifically, a downshift (kickdown) in which a driver depresses an accelerator pedal to request torque,
2 shows the state of shifting to two gears, and therefore the release side frictional engagement element
It is a B4 brake, and the hydraulic pressure PA of the hydraulic servo is
(For throttle pressure control) Linear solenoid valve SLT
The pressure is controlled at.

Throttle opening sensor 3 and vehicle speed sensor 6
When the control unit 1 determines the downshift from the map based on the signal from, the timing is started and the shift control is started after a predetermined delay time from the shift determination (S1). At the start time (t = 0), the disengagement hydraulic pressure PA is the engagement pressure, and the disengagement side frictional engagement element is in the engaged state. Then, the disengagement side torque T _A is calculated by the function of the input torque T _t (S2). As for the input torque T _t , the engine torque is obtained from the map based on the throttle opening and the engine speed, the speed ratio is calculated from the input / output speed of the torque converter, and the torque ratio is found from the map based on the speed ratio. It is obtained by multiplying the engine torque by the above torque ratio. Further, the disengagement side torque T _A is obtained by the torque sharing rate or the like being involved in the input torque.

The release side standby engagement pressure Pw is calculated from the release side torque T _A (S3), and a control signal is output to the linear solenoid valve so that the release side hydraulic pressure PA becomes the standby engagement pressure Pw (S4). ), The control of the hydraulic pressure on the release side based on the input torque or the like is continued until a predetermined time tw elapses (S5).
The standby control is performed from steps S2 to S5, and the standby control time tw is changed by the input torque Tt.

Then, the predetermined disengagement hydraulic pressure P _AS and the disengagement torque T _A are calculated in the same manner as described above (S7, S8), and the target hydraulic pressure P _TA is calculated based on the disengagement torque T _A (S9). Furthermore, the margin rate (tie-up degree) S ₁₁ , S ₂₁
Thus, the release side target hydraulic pressure P _TA is calculated in consideration of the drive feeling (S10). The margin rate is
This is obtained from a large number of throttle opening / vehicle speed maps selected according to the difference in oil temperature. Generally, S ₁₁ > 1.
0, S ₂₁ > 0.0.

Furthermore, the preset time t _TA, the gradient to the target hydraulic pressure _{P TA, [(P TA -P} AS) /
t _TA ], and sweep down is performed according to the gradient (S11). That is, in the power-on state, the sweep down having a relatively steep gradient is performed, and the release side hydraulic pressure PA continues to the target hydraulic pressure P _TA immediately before the start of the inertia phase (S12). The release side target hydraulic pressure P _TA is corrected by learning control described later (S1
3). In the target hydraulic pressure P _TA , the change in the input shaft rotation speed with respect to the output shaft rotation speed (gear ratio) ΔN is the shift start determination rotation speed N.
It is continued until it becomes _S (S14). The above-described steps S7 to S14 are the initial control.

Then, based on the detection of the input shaft rotation speed (gear ratio) with respect to the output shaft rotation speed, downshift feedback control (S) is performed so that the input shaft rotation speed becomes a predetermined change amount.
20) is performed, and the feedback control is performed in the vicinity of the rotation speed of the gear ratio at which the downshift is completed.
2 [%], for example, 90 [%] is continued (S2
1). In connection with the control of the engagement side hydraulic pressure, which will be described later, until the servo start control time t _SE ends (S23) and the engagement side hydraulic pressure PB becomes larger than the target hydraulic pressure P _TB (S24).
The feedback control (S20) is continued.
The steps S20 to S24 are feedback control.

Then, when the shift to a2 [%] is completed, a predetermined hydraulic pressure change δP _FA having a relatively steep gradient is set, and sweep down is performed at the gradient (S25).
When the release side hydraulic pressure PA becomes 0, the release side hydraulic pressure control at the downshift is completed (S26). Step S above
25 is the completion control.

Next, the control of the engagement side hydraulic pressure PB in the downshift will be described with reference to the flowcharts of FIGS. 6 and 7 and the time chart of FIG. In addition, specifically, as described above, the 3-2 downshift is performed. Therefore, the engagement side frictional engagement element is the B5 brake, and the hydraulic pressure PB of the hydraulic servo is linear (for lockup control). Pressure regulation is controlled by the solenoid valve SLU.

First, timing is started based on a downshift command from the control unit 1 (S30), and a predetermined signal is output to the linear solenoid valve SLU so that the engagement side hydraulic pressure PB becomes the predetermined pressure P _S1 (S31). . The predetermined pressure P _S1 is set to a hydraulic pressure required to fill the hydraulic chamber 20 of the hydraulic servo, and is maintained for a predetermined time t _SA . When the predetermined time t _SA has elapsed (S32), the engagement side hydraulic pressure PB sweeps down at a predetermined gradient [(P _S1 −P _S2 ) / t _SB ] (S3).
3) When the engagement side hydraulic pressure PB becomes the predetermined low pressure P _S2 (S3
4) The sweep down is stopped and the predetermined low pressure P _S2 is maintained (S35). The predetermined low pressure P _S2 is set to a pressure that is equal to or higher than the piston stroke pressure and does not cause a rotation change of the input shaft, and the predetermined low pressure P _S2 is held until the time t reaches a predetermined time t _SE (S36). ). Servo activation control is performed from steps S31 to S36.

Next, the engagement side torque T _B is changed to the release side hydraulic pressure P.
Function of A and an input torque _{Tt [T B = f TB (} PA, T
t)] (S37), and in consideration of the margin rate, the engagement side torque T _B is [T _B = S _1D × T _B + S
_2D ] is calculated (S38). Then, the engagement side hydraulic pressure PB is calculated from the engagement side torque T _B [PB = f
_{PB (T B)] (S39} ). Steps S37 to S39
Is the engagement control. Then, the control by the engagement-side hydraulic pressure PB based on the engagement-side input torque T _B (depending on the disengagement-side hydraulic pressure PA and the input torque Tt) in step S39 is a1 [%] of the total gear ratio of the downshift, for example, 70
Continue to [%] (S40). That is, _letting N _{TS be} the input shaft rotation speed at the start of gear shifting, ΔN being the amount of rotation change, g _i being the gear ratio before gear shifting, and g _{i + 1} being the gear ratio after gear shifting, [(ΔN × 10
0) / N _TS (g _{i + 1} −g _i )] becomes a1 [%].

At step S40, the rotation change amount a
When it exceeds 1%, the terminal control is entered. First, the engagement side target pressure P _TB is calculated from the engagement side input torque T _B (S4
1) Further, the engagement side oil pressure PB at the time point of the rotation change amount a1 [%] is stored as P _LTB (S42). As a result, the predetermined slope [(P _TB −P _LSB ) / t _LE ] is calculated by the predetermined time t _LE set in advance, and the sweep up is performed at the relatively gentle slope (S43). , Is continued until the engagement side hydraulic pressure reaches the target hydraulic pressure P _TB (S44). Further, a predetermined gradient δP _LB is set, and sweeping up is performed at this gradient (S46). The sweep-up is continued until the input rotation speed change amount (ΔN) is a2 [%] of the total gear ratio of downshift, for example, 90 [%] (S47). The final control is performed from steps S41 to S46.

Furthermore, the end time t _F of the final control is set (S48), a relatively steep gradient δP _FB is set, and sweep up is performed at this gradient (S49).
The completion control time t _{FE is} continued (S50). The gradient δP _FB
If the power is on, the sweep up of step S2
The steep slope is set according to the release side hydraulic pressure δP _FA . The steps S48 and S49 are the completion control.

Next, the learning control will be described with reference to FIGS. FIG. 9 is a learning flowchart. First, the rotation change rate ΔN (acceleration at the start of input shaft rotation change (at the time of detection); input immediately after the input shaft rotation speed (gear ratio) starts changing rotation (N _S ); Shaft speed change gradient)
Is the maximum value DN _T Max of the preset target value DN _T
(S51), if the actual rotation change rate ΔN is larger than the target maximum value DN _T Max (YES), that is, if the rise of the input rotation speed is rapid, it is set based on the input torque (step of FIG. 4). S8 to S13) The learning change amount ΔP of the target hydraulic pressure on the release side (target release pressure) P _TA is set to a predetermined amount Pl.
Correct so as to increase only ean1 [ΔP = ΔP + P
lean1] (S52).

On the other hand, when the actual rotation change rate ΔN is smaller than the target maximum value DN _T Max (NO), the actual rotation change rate ΔN is further compared with the target minimum value DNtMin (S53). When the rotation change rate ΔN is smaller than the target minimum value DNtMin (YES), that is, when the rising of the input rotation speed is gentle, the learning change amount ΔP of the target release hydraulic pressure P _TA set in step S13 is set. Correct so that it becomes lower by the fixed amount Plean2 [ΔP = Δ
P-Plean2] (S54).

Therefore, as shown in FIG. 8, in the initial control, the input shaft rotation change rate ΔN is the target maximum value DNtMax.
Between the target minimum value DNtMin and the target minimum value DNtMin, the already-released target release hydraulic pressure (P _TA + ΔP) is held as it is, and the release-side hydraulic pressure PA is changed from the standby engagement pressure Pw to the target value at the next shift. Sweep down toward the released hydraulic pressure (P _TA + ΔP).

The input shaft rotation change rate ΔN is the target maximum value DN _T
When it is larger than Max, the target release hydraulic pressure is the predetermined amount Ple.
Corrected higher by an1 (P _TA + ΔP + Plean
1) In the next shift, the release hydraulic pressure PA is the standby engagement pressure Pw.
To sweep down toward the corrected target release hydraulic pressure. Further, when the input shaft rotation change rate ΔN is smaller than the target minimum value, the target release hydraulic pressure is corrected by a predetermined amount Plean2 (P _TA + ΔP-Plean2), and the release hydraulic pressure PA is in the standby engagement at the next shift. Sweep down from the pressure Pw toward the corrected target release hydraulic pressure.

As a result, in the feedback control that follows the initial control, the target release hydraulic pressure P, which is the initial value, is set.
_TA + ΔP is corrected by the learning control based on the input shaft rotation change rate ΔN, and the feedback control is started from the corrected accurate initial value. Therefore, even if the torque capacity with respect to the hydraulic pressure changes due to the secular change of the friction engagement element, and the input shaft rotation change rate ΔN becomes large (when the rotation change suddenly occurs), the vibration of the feedback control becomes large. In addition, even if the input rotation change rate becomes small (when the rotation change occurs slowly), it is possible to prevent the convergence of feedback control from decreasing and always perform accurate feedback control. .

As shown in FIG. 10, the target maximum value DN _T M
The ax and the target minimum value DN _T Min are set to increase as the output shaft rotation speed, that is, the vehicle speed increases, and to increase as the input shaft rotation speed increases. Furthermore,
As the output shaft speed or the input shaft speed increases,
The difference between the target maximum value DN _T Max and the minimum value DN _T Min, that is, the dead zone is set to be large. It should be noted that the target release pressure correction value Plean1 or Plean2
May be corrected / set based on the oil temperature, and further may be corrected / set based on the engine speed, the input speed, and the like.

In the above-described embodiment, the learning correction is performed based on the change rate of the input rotation speed (gear ratio) with respect to the output rotation speed, but the invention is not limited to this, and the input shaft rotation speed by the input shaft rotation sensor 5 is not limited to this. The predetermined characteristic may be based on the amount of change that changes with the progress of other gear shifts such as the change rate of.

[Brief description of drawings]

FIG. 1 is a block diagram showing an electronic control unit according to the present invention.

FIG. 2 is a diagram schematically showing a hydraulic circuit according to the present invention.

FIG. 3 is a gear ratio showing a power-on downshift.
A time chart of a release side oil pressure and an engagement side oil pressure.

FIG. 4 is a flowchart showing control of downshift release hydraulic pressure.

FIG. 5 is a flowchart showing a continuation of FIG.

FIG. 6 is a flowchart showing control of engagement side hydraulic pressure of downshift.

FIG. 7 is a flowchart showing a continuation of FIG.

FIG. 8 is a time chart showing learning control.

FIG. 9 is a flowchart showing learning control.

FIG. 10: Target maximum value DN _T Max, minimum value DN _T Mi
The figure which shows the calculation map of n.

[Explanation of symbols]

1 Control unit 1a Release side control means 1b Learning control means 2 to 7 Sensors 9 and 10 Hydraulic servo PA Release side hydraulic pressure PB Engagement side hydraulic pressure P _TA Release side target hydraulic pressure ΔN Change amount, change characteristic, rotation change rate DN _T target value DN _T Max maximum value DN _T Min minimum value SLS, SLU hydraulic pressure control means (phosphor solenoid valve)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Kenji Suzuki, Kenji Suzuki, Anjo City, Aichi Prefecture 10 Takane, Fujii-cho Aisin AW Co., Ltd. (72) Hiroshi Tsutsui, Takane Fujii-cho, Anjo City, Aichi Prefecture・ AW Co., Ltd. (56) Reference JP-A-5-99304 (JP, A) JP-A-7-27219 (JP, A) JP-A-9-170654 (JP, A) (58) Field (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (4)

(57) [Claims] 1. An input shaft to which power from an engine output shaft is input, an output shaft connected to wheels, and a plurality of friction engagement elements for changing a power transmission path between the input shaft and the output shaft. And a hydraulic servo for actuating / disengaging these friction engagement elements, the first friction engagement element of the plurality of friction engagement elements is released, and the second friction engagement element is opened. By engaging the gears, a downshift to a predetermined shift stage is achieved, and further, hydraulic control means for controlling at least the hydraulic pressures of the first and second frictional engagement element hydraulic servos, and the respective hydraulic pressure control means based on the running condition of the vehicle. In a hydraulic control device for an automatic transmission, which comprises a control unit that inputs a signal from a sensor and outputs a hydraulic control signal to the hydraulic control unit, the control unit is configured such that the release hydraulic pressure is based on an input torque. It will be the calculated target release hydraulic pressure. An initial control for controlling the, a release-side control unit and a feedback control for controlling the release side hydraulic pressure based on the input speed change amount which changes with the progress of the shift, the target disengagement hydraulic, input to output speed Variable speed
A hydraulic control device for an automatic transmission, comprising: learning control means for performing learning correction so that a rotational change rate at an initial stage of the shift start becomes a target value. Wherein said target disengagement hydraulic pressure is a hydraulic immediately before rotation change of the input shaft to the output shaft starts, the hydraulic control device for the automatic transmission according to claim 1. Wherein the target value of the predetermined variation characteristics are set according to the vehicle speed, the hydraulic control device for an automatic transmission according to claim 1 or 2, wherein. 4. The target value of the predetermined change characteristic has a predetermined dead zone comprised between a maximum value and a minimum value, and the predetermined dead zone increases as the rotational speed of the output shaft or the input shaft increases. The hydraulic control device for an automatic transmission according to claim 1 or 2 , which is set.