JPH0160711B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a hydraulic control system for an automatic transmission equipped with a hydraulic torque converter with a direct coupling clutch. [Conventional technology] Torque converters have traditionally been used in automatic transmissions to ensure smooth starting, but in recent years, pump impellers and turbine runners have been selected for torque converters to improve transmission efficiency during high-speed driving. A torque converter with a direct-coupled clutch has been proposed, which is equipped with a direct-coupled clutch that connects the torque converter. In a torque converter with a direct coupling clutch, engagement and disengagement of the direct coupling clutch are switched by switching the supply and discharge of converter pressure to the engagement oil chamber and the release oil chamber of the direct coupling clutch using a spool type direct coupling clutch control valve. This is done by creating a pressure difference between the engagement oil chamber and the release oil chamber. [Problems to be Solved by the Invention] However, in conventional hydraulic control devices, if the direct coupling clutch control valve becomes stuck on the direct coupling clutch engagement side due to foreign matter getting caught, etc., the direct coupling clutch is always engaged. As a result, when the vehicle is started, smooth power transmission by fluid transmission of the torque converter is not performed, resulting in a problem that smooth start of the vehicle cannot be performed. An object of the present invention is to provide a hydraulic control device for an automatic transmission that releases the direct coupling clutch at the time of starting the vehicle and enables smooth starting even when the direct coupling clutch control valve is stuck on the direct coupling clutch engagement side. With the goal. [Means for Solving the Problems] The hydraulic control device for an automatic transmission of the present invention includes a pump impeller 5, a turbine runner 6, and a stator 7.
a torque converter 1 having an engagement oil chamber 53;
A direct coupling clutch 50 operates to connect the pump impeller 5 and the turbine runner 6 due to the pressure difference between the pump impeller 5 and the turbine runner 6, and the turbine runner 6.
In the hydraulic control device for an automatic transmission, which includes a gear transmission mechanism 2 connected to the oil pump 101, the hydraulic oil supplied from the oil pump 101 is regulated to a predetermined line pressure, and excess oil is supplied to the release oil chamber 54. a line pressure regulating valve 200; a converter pressure regulating valve 205 that regulates the excess oil to a predetermined converter pressure;
a shift valve 270 that selectively supplies and discharges the line pressure to the hydraulic engagement devices 12 and 19 of the gear transmission mechanism 2 according to vehicle running conditions to shift the gear transmission mechanism 2 to a predetermined gear; The shift valve 27
the shift valve 2;
70 is characterized in that it supplies the line pressure to the direct coupling clutch control valve 80 when the gear transmission mechanism 2 is shifted to a high speed gear. [Operation and Effects of the Invention] The hydraulic control device for an automatic transmission of the present invention regulates the pressure of hydraulic oil supplied from the oil pump 101 to a predetermined line pressure, and also directs excess oil to the release oil chamber 54 of the direct coupling clutch 50. Supply line pressure regulating valve 200
and a converter pressure regulating valve 205 that regulates the excess oil to a predetermined converter pressure. Excess oil is constantly supplied. Further, a direct coupling clutch control valve 80 is provided that selectively supplies and discharges line pressure to the engaging oil chamber 53 of the direct coupled clutch 50 according to vehicle running conditions. Line pressure is supplied and discharged according to conditions. Therefore, by switching the direct coupling clutch control valve 80 and supplying line pressure to the engagement oil chamber 53 of the direct coupling clutch 50, the line pressure acting on the engagement oil chamber 53 can be changed. The direct coupling clutch 50 is engaged due to the pressure difference between the converter pressure and the converter pressure acting on the disengagement oil chamber 54, and the direct coupling clutch 50 is activated by switching the direct coupling clutch control valve 80 and discharging the pressure in the engaging oil chamber 53 of the direct coupling clutch 50. Since the direct coupling clutch 50 is released by the converter pressure that constantly acts on the disengagement oil chamber 54 of the direct coupling clutch 50, the direct coupling clutch 50 is It is possible to control the engagement and release of the Moreover, the line pressure supplied from the direct coupling clutch control valve 80 to the engagement oil chamber 53 of the direct coupling clutch 50 is used as the shift valve 2 for switching the gear stage of the gear transmission mechanism 2.
70, and the shift valve 270 supplies line pressure to the direct clutch control valve 80 when the gear transmission mechanism 2 is switched to shift to a high gear, so that the gear transmission mechanism 2 shifts to a low gear. At times, regardless of the operation of the direct coupling clutch control valve 80, the engaging oil chamber 53 of the direct coupling clutch 50 is evacuated, and the direct coupling clutch 50 is released by the converter pressure acting on the disengaging oil chamber 54. Therefore, even if the direct coupling clutch control valve 80 becomes stuck on the direct coupling clutch engagement side due to foreign matter getting caught, the direct coupling clutch 50 will not become engaged unless the shift valve 270 moves to the high speed side position. When starting a vehicle in which the gear transmission mechanism 2 is set to a low gear, the direct coupling clutch 50 can be maintained in a released state regardless of the operation of the direct coupling clutch control valve, and smooth starting can be achieved by the fluid transmission of the torque converter 1. be. Note that the numbers added to the above configurations are for comparison with the drawings to facilitate understanding, and the configurations are not limited thereby. [Example] A hydraulic control device for an automatic transmission according to the present invention will be described based on the following example. The automatic transmission shown in FIG. 1 includes a torque converter 1 with a direct coupling clutch, an overdrive gear transmission mechanism 2, and an underdrive gear transmission mechanism 3 with three forward stages and one reverse stage. Runner 6 and stator 7
The pump impeller 5 is connected to an engine crankshaft 8, and the turbine runner 6 is connected to a turbine shaft 9. The turbine shaft 9 forms the output shaft of the torque converter 1,
This also serves as the input shaft of the overdrive gear transmission mechanism 2, and is connected to the carrier 10 of the planetary gear system in the overdrive gear transmission mechanism 2. Further, a direct coupling clutch 50 is provided between the engine crankshaft 8 and the turbine shaft 9, and mechanically couples the pump impeller 5 and the turbine runner 6 when the direct coupling clutch 50 is operated. carrier 1
A planetary pinion 14 rotatably supported by the sun gear 11 and the ring gear 15 is engaged with the sun gear 11 and the ring gear 15. A multi-disc clutch 12 and a one-way clutch 13 are provided between the sun gear 11 and the carrier 10, and a multi-disc brake 19 is provided between the sun gear 11 and an overdrive case 16 containing the overdrive gear transmission mechanism 2. It is provided. Ring gear 1 of overdrive gear transmission mechanism 2
5 is the input shaft 23 of the underdrive gear transmission mechanism 3
is connected to. A multi-disc clutch 24 is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch 25 is provided between the input shaft 23 and the sun gear shaft 30. A multi-disc brake 2 is provided between the sun gear shaft 30 and the transmission case 18.
6 and the multi-disc brake 2 via the one-way clutch 27.
8 is provided. The sun gear 32 provided on the sun gear shaft 30 has a carrier 33, and the carrier 33
A planetary pinion 34 supported by the pinion, a ring gear 35 meshing with the pinion 34, another carrier 36, a planetary pinion 37 supported by the carrier 36, a ring gear 38 meshing with the pinion, and two rows of It constitutes a planetary gear system. The ring gear 35 is connected to the intermediate shaft 29. Further, the carrier 33 in this planetary gear device is connected to a ring gear 38 in the other planetary gear device, and these carrier 33 and ring gear 38 are connected to an output shaft 39. Also, the carrier 3 in the other planetary gear device
A multi-plate clutch 40 and a one-way clutch 41 are provided between the transmission case 6 and the transmission case 18. In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released according to vehicle running conditions such as throttle opening and vehicle speed by a hydraulic control device, which will be explained in detail below. It is designed to perform four forward speeds including (O/D) and one reverse speed through manual switching. Table 1 shows the positions of the transmission gears and the operating states of hydraulic frictional engagement devices such as clutches and brakes.

【table】

[Table] Here, 〇 indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state. The above clutch and brake 12, 19, 24,
A hydraulic control device for selectively operating 25, 26, 28, and 40 to perform automatic or manual speed change operations will be described based on an embodiment shown in FIG. This hydraulic control device includes an oil reservoir 100, an oil pump 101, a line pressure adjustment valve 200, a converter pressure adjustment valve 205, a speed selection valve 210, and a 1-2 shift valve 22.
0, 2-3 shift valve 230, throttle valve 240,
Cutback valve 250, governor valve 260, overdrive shift valve 270, direct clutch control valve 8
0, solenoid valve 280, relief valve 290, bypass valve 300, check valve 330, 340, 3
Various valves 50, 360, 370, 380 and other clutches 12, 24, 25 and brakes 19,
Hydraulic cylinders 12A, 24 are hydraulic chambers of hydraulic pistons of hydraulic servos that operate hydraulic servos 26, 28, 40.
A, 25A, 19A, 26A, 28A, 40A, and other various valves and oil passages arranged between the hydraulic cylinders. The operation of this hydraulic control device will be explained below. Hydraulic servo operating oil pressure, torque converter 1
The source of hydraulic oil and lubricating oil for each part is oil pump 1.
01, which sucks oil from the oil sump 100 by being driven by the engine and flows through the oil passage 102.
It is ejected to. The oil pressure in the oil passage 102 is the source of all working oil pressure and is called line pressure. The line pressure of the oil passage 102 is adjusted to a predetermined pressure by a line pressure regulating valve 200 disposed in the oil passage 102, as will be described later. The relief valve 290 is a relief valve when the line pressure becomes abnormally high. Line pressure regulating valve 2
The excess oil guided to the oil passage 103 through the oil passage 103 is removed by the converter pressure regulating valve 20 disposed in the oil passage 103.
5, the hydraulic pressure is regulated to be lower than the line pressure, and the oil is supplied from the oil passage 103 to the torque converter 1 and each lubricating location. The speed selection valve 210 has a spool 211 that is moved by operating the driver's seat lever, and depending on the lever selection position, the line pressure of the oil passage 102 is changed to the oil passages 104, 105, 106, 1 as shown in Table 2.
Lead to 07.

[Table] The circle mark in Table 2 indicates that the line pressure is guided to the oil path marked with the circle mark at each selected position.
A - symbol indicates that line pressure is not directed to the oil passage in that column at that selected position. The operation of the transmission mechanism at each position is: "R" position is reverse, "N" position is neutral, "D" position is forward 4-speed automatic transmission, "2" position is automatic between 1st forward speed and 2nd speed. Shift, "L" position is the first forward speed fixed position. In the "D" position, line pressure is
It is sent to the hydraulic cylinder 24A and the clutch 24 is always engaged. Also, forward 1st speed, 2nd speed, 3rd speed
In the high speed state, the clutch 12 is engaged as will be described later. Oil passage 104 changes line pressure to 1-2 shift valve 2
20 and governor valve 260. Governor valve 26
0 is attached to the output shaft 39 in FIG. 1, and is raised in response to an increase in oil pressure, that is, vehicle speed, which is a function of the output shaft rotational speed due to the balance between centrifugal force, spring force, and oil pressure. hydraulic pressure (governor pressure)
is generated in the oil passage 111. 1-2 shift valve 220
are the spools 221, 222 and the spring 22
3, and in the first speed, the spool 221 is located at the lower side in the figure and does not guide the pressure oil in the oil passage 104 to any direction. In the second, third, and fourth speeds, the spool 221 moves upward in the figure due to the action of the governor pressure from the oil passage 111, leading the pressure oil in the oil passage 104 to the oil passage 112. Oil passage 112 is connected to 2-3 shift valve 23
0 and connects to the hydraulic cylinder 28A of the brake 28 to supply pressure oil to the hydraulic cylinder 28A. When the brake 28 is engaged, the gear transmission mechanism enters the second speed state as shown in Table 1. The 2-3 shift valve 230 consists of spools 231, 232 and a spring 233, and the spool 231 is located at the lower part of the figure in the first and second speeds, and
At high speed, the spool 231 moves upward in the drawing due to the action of the governor pressure from the oil passage 111, leading the pressure oil in the oil passage 112 to the oil passage 113, and the clutch 2
Send pressure oil to the hydraulic cylinder 25A of clutch 2.
5. When the clutch 25 is engaged, the gear transmission mechanism is in the third speed state as shown in Table 1. The overdrive shift valve 270 consists of a spool 271, a sleeve 272, a spring 273, and oil chambers 274, 275, and 276.
The communication between the oil passage 102 and the oil passage 117 or the oil passage 118 is switched depending on the pressure oil acting on the oil passages 4, 275, and 276. Solenoid valve 280 is controlled by an overdrive selector switch 500 provided at the driver's seat. When overdrive selector switch 500 is OFF, opening 284 of solenoid valve 280 is closed. The pressure oil supplied through the oil passage 102 is supplied to the oil chamber 274 of the overdrive shift valve 270 via the oil passage 119, the check valve 330, the oil passage 120, the check valve 340, and the oil passage 122. 272 is held at the bottom as shown in the figure. When overdrive selector switch 500 is ON, opening 284 of solenoid valve 280 is opened. Pressure oil in the oil chamber 274 is discharged from the outlet 285 via the oil passage 122, the check valve 340, the oil passage 120, the check valve 330, the oil passage 199, and the opening 284. Throttle pressure is supplied to the oil chamber 274 from the oil passage 108 via the check valve 340 and the oil passage 122, and governor pressure is supplied to the oil chamber 276 from the oil passage 111, and the spool 2 is supplied in relation to the sizes of both.
71 switching is controlled. When the overdrive selector switch 500 is OFF, the line pressure of the oil chamber 102 is acting on the oil chamber 274 of the overdrive shift valve 270, so the spool 271 and sleeve 272 are held downward in the figure, and the pressure in the oil passage 102 is Oil is oil line 11
7. It is sent to the hydraulic cylinder 12A of the clutch 12 via the check valve 370, and the clutch 12 is engaged. When the overdrive selector switch 500 is ON, the oil chamber 27 of the overdrive shift valve 270
Throttle pressure is applied to 4 from the oil passage 108. Spool 2 of overdrive shift valve 270
71 is controlled by pressure oil acting on the oil chamber 274 and the oil passage 276, and is controlled by the first speed, second speed, and lower governor pressure.
In the third speed state, the clutch 12 is positioned at the lower side in the figure, and the pressure oil in the oil passage 102 is sent to the hydraulic cylinder 12A via the oil passage 117 and the check valve 300, and the clutch 12 is engaged. When the governor pressure increases and the spool 271 moves upward in the figure, the oil passage 117 is connected to the oil drain port 278, the clutch 12 is released, and the oil passage 10
2 pressure oil is sent to the hydraulic cylinder 19A of the brake 19 via the oil passage 118 and the check valve 380, the brake 19 is engaged, and the fourth speed (overdrive) is reached.
The state will be as follows. In the "2" position, line pressure is supplied to the oil passage 104 and the oil passage 105 via the speed selection valve 210. The pressure oil led to the oil passage 105 is led to the oil chamber 234 of the 2-3 shift valve 230 and is transferred to the spools 231, 2.
32 is held in the downward direction shown in the figure. Also, check valve 3
30, oil path 120, check 340, oil path 122
Oil chamber 2 of overdrive shift valve 270 via
74 to hold the spool 271 and sleeve 272 in the downward direction shown in the figure. The pressure oil in the oil passage 104 is guided to the hydraulic cylinder 24A of the clutch 24 and
-2 shift valve 220. When the 1-2 shift valve 220 is not in the first speed state, the oil passage 10
4 pressure oil is supplied to the hydraulic cylinder 28 via the oil passage 112.
A and the brake 28 is activated. In addition, the pressure oil in the oil passage 105 is transferred to the 2-3 shift valve 230 and the oil passage 11.
4, 115 to the hydraulic cylinder 26A of the brake 26, and the brake 26 is engaged.
When the clutches 24, 12 and the brakes 26, 28 are engaged, the gear transmission mechanism shifts to the second position as shown in Table 1.
It will be in a state of speed. When the 1-2 shift valve 220 is in the first speed state, the spool 221 moves downward in the figure, the oil passage 112 is connected to the oil drain port 225, and the pressure oil in the hydraulic cylinder 28A is drained via the oil passage 112. It is discharged from the port 225 and the brake 28 is released.
Further, the oil passage 115 is connected to the oil drain port 226, the pressure oil of the hydraulic cylinder 26A is discharged from the oil drain port 226, the brake 26 is released, and the gear transmission mechanism is placed in the first speed state. In the "L" position, oil passages 104, 105,
Line pressure is introduced to 106. The pressure oil introduced into the oil passage 104 operates the clutch 24 in the same manner as in each gear in the "D" position. The pressure oil led to the oil passage 105 passes through the oil chamber 234 to the 2-3 shift valve 23.
The spools 231 and 232 of the overdrive shift valve 270 are held downward in the figure, and the spools 271 and 272 of the overdrive shift valve 270 are held downward in the figure. The pressure oil led to the oil passage 106 acts on the oil chamber 224 of the 1-2 shift valve 220 to hold the spools 221 and 222 in the downward direction in the figure, and is sent to the hydraulic cylinder 40A of the brake 40 via the oil passage 116. The brake 40 is engaged. In this way clutch 2
4, 12, when the brake 40 is engaged, the gear transmission mechanism enters the first speed state as shown in Table 1. In the "R" position, line pressure is introduced into the oil passages 106 and 107. The pressure oil led to the oil passage 107 is led to the oil chamber 201 of the line pressure regulating valve 200 and acts to increase the line pressure.
3 through the shift valve 230 to the oil passage 113 to engage the clutch 25. Further, the pressure oil in the oil passage 107 is guided to the oil passage 116 via the 1-2 shift valve 220 to engage the brake 40. Clutch 12 is also actuated. In this way clutch 2
5, 12, when the brake 40 is engaged, the gear transmission mechanism enters the reverse state as shown in Table 1. The throttle valve 240 includes a spool 241, a downshift plug 242, and springs 243, 24.
4. Consisting of oil chambers 245 and 246, the force of the spring 244 due to the movement of the downshift plug 242 in conjunction with the movement of the accelerator pedal, and the oil chamber 24
Due to the parallelism with the hydraulic force acting on 5,246,
A throttle pressure proportional to the throttle opening is generated in the oil passage 108. The throttle pressure in the oil passage 108 is controlled by the 1-2 shift valve 220 and the 2-3 shift valve 23.
0, supplied to the overdrive shift valve 270;
The timing of gear changes is controlled according to the engine load condition. Also, when you need to downshift, press the accelerator pedal hard and the downshift plug 2
42 moves upward, the oil passage 102 is connected to the oil passage 109, and the line pressure of the oil passage 102 passes through the oil passage 109 to the 1-2 shift valve 220 and the 2-3 shift valve 23.
0 and the overdrive shift valve 270 via the check valve 350, and the spools 221, 2
A downshift is performed from fourth speed to third speed, from third speed to second speed, or from second speed to first speed in balance with the governor pressure acting on the lower end of 31, 271. The cutback valve 250 generates cutback pressure in the oil passage 110 by balancing pressure oil.
The cutback pressure in the oil passage 110 acts on the throttle valve to lower the throttle pressure and prevent power loss due to the oil pump. The line pressure regulating valve 200 regulates the oil pressure in the oil passage 102 to a predetermined line pressure by balancing the throttle pressure supplied from the oil passage 108 and the force of the spring 203. Converter pressure regulating valve 205 regulates the pressure of surplus oil supplied to oil passage 103 from line pressure regulating valve 200 to a predetermined converter pressure lower than the line pressure. The check valves 370 and 380 are check balls,
Each consists of an orifice and a hole. Next, the structure and operation of the direct coupling clutch 50 and the direct coupling clutch control valve 80 will be explained. The direct coupling clutch 50 is composed of a clutch piston 51 connected to the turbine runner 6, a friction plate 52 attached to the clutch piston, an oil chamber 53 for engaging the direct coupling clutch, and an oil chamber 54 for releasing the direct coupling clutch. It is connected to the direct coupling clutch control valve 80 via the engagement oil passage 70, and the oil chamber 5
4 is connected to a line pressure regulating valve 200 via a converter pressure oil passage 103. The direct coupling clutch control valve 80 includes a spool 82 with a spring 81 disposed on one side, and the brake 1
a high-speed stage oil passage 72 branched from the oil passage 118 that communicates the hydraulic cylinder 19A of No. 9 and the shift valve 270;
It communicates with a direct clutch engagement oil passage 70, an oil passage 111 to which governor pressure is supplied from a governor valve 260, and an oil drain port 83. Oil passage 84 at the illustrated lower end of the direct coupling clutch control valve 80
The governor pressure is guided to through the oil passage 111,
When the vehicle speed exceeds a preset value and a governor pressure greater than the set value is generated, the spool 82 releases the spring 8.
1, the oil passage 72 and the oil passage 70 are brought into communication, and when the governor pressure is low, the spool 82 is set to the lower position in the illustration by the action of the spring 81, and the oil passage 70 is It communicates with the oil drain port 83, and the oil passage 72 is blocked. On the other hand, pressure oil is guided to the oil passage 72 only when the spool 271 of the overdrive shift valve 270 is set to the upper position shown in the figure and the oil passage 102 and the oil passage 118 communicate with each other, that is, during overdrive. In other cases, the oil passage 118 is connected to the outlet 27.
It is connected to 9. When the direct coupling clutch is engaged...During overdrive when line pressure is introduced into the oil passage 72, the governor pressure becomes sufficiently high and the spool 82 of the direct coupling clutch control valve 80
is set to the upper position shown in the figure, the line pressure of the oil passage 72 is transferred to the oil chamber 5 for engaging the direct coupling clutch via the oil passage 70.
3 supplied. Since the line pressure is higher than the converter pressure that is constantly supplied to the direct coupling clutch release oil chamber 54, the clutch piston 51 of the direct coupling clutch 50 moves to the left in the figure, and the direct coupling clutch 50 is engaged. In this state, even if the spool 82 of the direct coupling clutch control valve 80 is stuck and the oil passage 70 and the oil passage 72 are in communication with each other, when the gear is shifted from the overdrive stage, the oil passage communicates with the oil passage 72. 118 is in communication with the discharge port 279 of the overdrive shift valve 270, and the oil pressure of the oil passage 70 is communicated with the oil passage 72, the oil passage 118,
The direct coupling clutch 50 is released by the converter pressure which is discharged through the outlet 279 and which is constantly present in the release oil chamber 54 via the oil line 103. When the direct coupling clutch is released...When the governor pressure is lower than a predetermined value and the direct coupling clutch control valve 80 is set to the lower position shown in the figure, or when the hydraulic pressure is not being supplied to the oil passage 72 in a state other than the overdrive state. If so, the oil passage 70 communicates with the oil drain port 83 or the oil drain port 279 of the overdrive shift valve 270 . Therefore, the converter pressure led through the oil passage 103 is led to the direct coupling clutch release oil chamber 54 to release the direct coupling clutch 50, circulates within the torque converter, and is discharged via the oil passage 70 and the direct coupling clutch control valve 80. The oil is discharged from the oil drain port 279 via the oil port 83 or the oil path 70, the direct clutch control valve 80, the oil path 72, the oil path 118, and the overdrive shift valve 270. As described above, even if the direct coupling clutch control valve 80 becomes stuck on the direct coupling clutch engagement side due to foreign objects or the like and loses its function, the overdrive shift valve 270 will not be switched to the high speed gear (overdrive) side. Unless there is, line pressure is not supplied to the direct coupling clutch engagement oil chamber 53, and the direct coupling clutch is released by the converter pressure constantly supplied to the direct coupling clutch releasing oil chamber 54, so that the gear transmission mechanism is set to a low gear. When starting the vehicle, the direct coupling clutch is reliably released and smooth starting is possible. Furthermore, in this embodiment, the lock-up state is set only when the gear is in the fourth gear, but the lock-up state may be set even when the gear is in a position other than the fourth gear. This can be easily inferred from the present invention.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing a power transmission mechanism of an automatic transmission, and FIG. 2 is a hydraulic circuit diagram of a hydraulic control device of the present invention. In the figure, 1... Torque converter, 50... Direct coupling clutch, 53... Oil chamber for engagement, 54... Oil chamber for release, 2, 3... Gear transmission mechanism, 200... Line pressure regulating valve, 205... ...Converter pressure regulating valve, 2
20, 230, 270...shift valve, 80...direct clutch control valve.

Claims (1)

[Scope of Claims] 1. A torque converter having a pump impeller, a turbine runner, and a stator, and a direct coupling clutch that operates to connect the pump impeller and the turbine runner due to a pressure difference between an engaging oil chamber and a disengaging oil chamber. , in a hydraulic control device for an automatic transmission comprising a gear transmission mechanism connected to the turbine runner, the hydraulic oil supplied from the oil pump is regulated to a predetermined line pressure, and excess oil is supplied to the release oil chamber. a converter pressure regulating valve that regulates the excess oil to a predetermined converter pressure; and a converter pressure regulating valve that regulates the excess oil to a predetermined converter pressure, and selectively supplies and discharges the line pressure to the hydraulic engagement device of the gear transmission mechanism according to vehicle running conditions. a shift valve that shifts the gear transmission mechanism to a predetermined gear position; and a direct connection that selectively supplies and discharges line pressure supplied and discharged through the shift valve to and discharged from the engagement oil chamber according to vehicle running conditions. Equipped with a clutch control valve,
A hydraulic control device for an automatic transmission, wherein the shift valve supplies the line pressure to the direct coupling clutch control valve when the gear transmission mechanism is shifted to a high gear. 2. The line pressure regulating valve is disposed in a line pressure oil passage through which hydraulic oil is discharged from the oil pump, and the line pressure regulating valve is disposed in a line pressure oil passage through which hydraulic oil is discharged, and the line pressure regulating valve is disposed in a line pressure oil passage through which hydraulic oil is discharged, and the releasing oil chamber is connected to the line pressure regulating valve and the releasing oil chamber via a converter pressure oil passage that communicates the line pressure regulating valve with the releasing oil chamber. The excess oil is supplied to the oil chamber, the converter pressure regulating valve is disposed in the converter pressure oil passage, and the shift valve is connected to the line pressure oil passage and operates the shift valve and the gear transmission mechanism at high speed. selectively supplying and discharging the line pressure to the hydraulic engagement device of the gear transmission mechanism via a high-speed stage oil passage communicating with the hydraulic engagement device of the gear transmission mechanism that changes gears, and The control valve connects the line pressure supplied to the high-speed stage oil passage to the high-speed stage oil passage through a direct-coupled clutch engagement oil passage that communicates with the high-speed stage oil passage and between the direct-coupled clutch control valve and the engagement oil passage. The hydraulic control device for an automatic transmission according to claim 1, characterized in that the oil pressure is selectively supplied to and discharged from the common oil chamber.