JPS608566A - Oil pressure control unit of automatic speed changer having torque converter with lockup mechanism - Google Patents

Abstract

PURPOSE:To reduce the cost by allowing the operation stop of two speed change stages by one car speed cut valve in the said control unit having the car speed cut valve stopping the operation of a lockup mechanism at a predetermined car speed or less. CONSTITUTION:A lockup control valve 44 communicated to the lockup clutch oil chamber LC of a torque converter T/C via an oil passage 456 and a lockup timing valve 46 communicated to the port 146c of this valve 44 via an oil passage 454 are provided. In addition, a car speed cut valve 48 communicated to the port 146b of this valve 46 via an oil passage 458 is provided, the governor pressure in response to the car speed is fed to this port 148a through an oil passage 430, and the port 148c is connected to ports 144a, 146a of the valves 44, 46 via an oil passage 452. Then, a car speed cut valve 48 is formed so that the lockup release can be performed at the low car speed of the third speed and fourth speed.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Technical Field The present invention relates to a hydraulic ftD device for an automatic transmission having a torque converter equipped with a lock-up mechanism.

(b) Prior Art In the case of an automatic transmission having a torque converter equipped with a lock-up mechanism (mechanism for mechanically connecting the pump impeller and the turbine launch as necessary), efficiency has been improved by -1.
In order to do this, use rock amp 4 from as low speed as possible?
J, IT is good to activate disaster. However, the engine speed is low! Activating the lock-up mechanism at t4 generates unpleasant vibrations and deteriorates riding comfort, so for example, an automatic transmission in which the lock-up mechanism is activated only in the third gear of a conventional three-speed forward automatic transmission. In this case, a vehicle speed cut valve was installed to stop the lock-up mechanism from operating when the vehicle speed was below a predetermined speed. By the way, when a lock-up mechanism is combined with a four-speed forward automatic transmission, it is conceivable to operate the lock-up mechanism in the third and fourth speeds. In this case, two vehicle speed cut valves are required to release the lock-up mechanism at a predetermined engine speed or lower. This is because even if the engine speed is the same, the fourth
This is because the vehicle speeds in third and third gears are different, so it is necessary to distinguish between the two vehicle speeds and release the lock-up mechanism. For this reason, there have been problems in that the hydraulic control device becomes complicated, large-sized, and expensive.

Additionally, as shown in U.S. Patent No. 3,138,971, if a governor valve for detecting engine speed is provided separately, only one vehicle speed cut valve is required, but a governor valve dedicated to detecting engine speed is required. This resulted in a high price and required installation space, which did not solve the problem.

In addition, when the operation of the lock-up mechanism is electronically controlled using a computer, solenoid valve, various sensors, etc., a vehicle speed cut valve is not required, but there is a problem that the price is extremely high because the above-mentioned electronic equipment is used. .

(C) Object of the Invention The object of the present invention is to provide a hydraulic control device that can control the operation of lock-up clutches in two gears using one vehicle speed cant valve.

(D) Structure of the Invention The present invention is to apply hydraulic pressure that exists in both the m-th speed and the m+1 speed, and a hydraulic pressure that exists in the m-th speed but not in the m+1-th speed to act on the vehicle speed and torque. This solves the two-legged problem. That is, the present invention provides a heavy speed cut/help that switches between a first position in which the lock-up clutch is tied up and a second position in which it is released, and the vehicle speed cut valve is moved to the second position by a spring. A governor pressure oil line is connected to the first port which applies a force in a direction opposite to the force of the spring, and a hydraulic line for governor pressure is connected to the second port which applies a force in a direction opposite to the force of the spring. The hydraulic pressure is applied to the third boat when the m-th speed and the m+1-th speed are applied, which connects the oil passage that generates hydraulic pressure when the speed is m and drains when the speed is m+1, and applies a force in the direction that adds to the force of the spring. It is characterized by connecting oil passages that generate

(e) Examples Examples of the present invention will now be described with reference to FIGS. 1 to 3 of the accompanying drawings.

FIG. 1 shows a schematic diagram of a power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed, which has a lock-up mechanism and a torque converter. This power transmission mechanism consists of an input shaft I to which the rotational force from the engine output shaft E is transmitted via a torque converter T/C, an output shaft 10 which transmits the driving force to the final drive device, a 1st M star gear set Gl, and a 1st M star gear set Gl. 2 planetary gear set G2, first clutch C1, second clutch C2, third clutch C3, first brake B1. It has a second play + B2 and a one-way franc OWC. The first planetary gear set d1 includes a sun gear S1, an internal gear R, and a pinion gear P that meshes with both gears Sl and R1 at the same time.
The planetary gear set G2 is composed of a sun gear Sz, an internal gear R2, and a carrier PC2 that supports a pinion gear P2 that meshes with both gears Sz and R2 at the same time. ing. The carrier PC, can be connected to the input axle load via the clutch CZ, and the sun gear SI can be connected to the input +ll+ I via the clutch C1. Career P
C, can also be connected to internal gear RZ via clutch C3. Sun gear S2 is always connected to input shaft I, and internal gear R1 and carrier PC
Z is always connected to output shaft 0. The brake B1 can fix the carrier PC, and the brake B2 can fix the sun gear S. The brake B2 is a band brake, and is operated by the hydraulic pressure applied to the servo apply chamber S/A and the servo release chamber S/R1, which has a larger area of action. That is, when hydraulic pressure is applied to the servo apply chamber S/A, the brake B21* is engaged, and the servo release chamber S/A is also engaged.
When hydraulic pressure acts on R, brake B2 is released regardless of the presence or absence of hydraulic pressure in servo apply chamber S/A. The one-way clutch OWC has a structure that allows forward rotation (rotation in the same direction as the engine output shaft E) of the carrier PC, but does not allow reverse rotation (rotation in the opposite direction to the forward rotation) (i.e., a structure that acts as a brake only during reverse rotation). ) Toshishita. The torque converter T/C includes a pump impeller PI, a turbine runner T, a stator ST, and a lock-up clutch L.

Pump impeller PI is torque converter taka/<-PI'
It is connected to the engine output shaft E via l and N. The turbine runner T is connected to an input shaft load, and the stator ST is connected to a stationary part via a one-way clutch sowc. The lock-up clutch L connected to the turbine runner T is movable in the axial direction, and the torque converter cover PI' is integrated with the pump impeller PI.
A lock-up clutch oil chamber LC is formed between the lock-up clutch oil chamber LC and the lock-up clutch L when the oil pressure of the lock-up clutch oil chamber LC becomes lower than the oil pressure in the torque converter/hater T/C. It is pressed against PI' and rotates with it.

A specific example of this lock-up mechanism is, for example, Japanese Patent Application No. 53-38849 (Japanese Unexamined Patent Publication No. 54-1) filed by the present applicant.
32060) is used.

The above power transmission mechanism operates each element (Sit sz, R1, R2 ,
The rotational speed of PC, and PC2) can be changed, thereby making it possible to vary the rotational speed of the output shaft O relative to the rotational speed of the human-powered shaft (2). clutch C+,
By operating Cz and C3 and brakes Bl and B2 in combination as shown in the table below, 4 forward speeds and reverse l.
You can get speed.

(Left below) Note that the mark 0 in the table above indicates the clutch and brake that are in operation, and the gear ratio is the input l relative to the rotational speed of the output shaft O.
It is the ratio of the rotation speed of 1ll I. Also, under B1 (O
The display WC) indicates that the first speed can be obtained by the one-way clutch OWC even when brake B is not operated. However, in the first speed in this case, it is not possible to drive from the output shaft 0 side (that is, the engine brake does not work). Further, the lower part of the BZ column shows the state of oil pressure supply to the servo apply chamber S/A and the servo release chamber S/R.

12(a) and 2(b) show the hydraulic circuit of the hydraulic control device 6 that controls the bipedal power transmission mechanism.

This hydraulic control device includes a regulator valve 2, a manual valve 4, a throttle valve 6, a throttle failsafe valve 8, a throttle modulator valve 10,
Pressure modifier valve 12, cutback valve 14, line pressure booster valve 16, cabana valve 18, t-2 shift valve 20.2-3 shift valve 2
2゜3-4 shift valve 24. 2-4 timing valve 26. 2-3 timing valve 28. 3-4 timing valve 30. 3-2 timing valve 32.1 m Fixed range pressure reducing valve 34, I/Lux converter pressure reducing valve 3
6.1-2 Accumulator 38.4-37 has an accumulator 40, an overdrive inhibiting lens 42, a lock-up control valve 46, and a vehicle speed cut valve 48, and each of these valves is connected to the second (a) ) and 2(b) are connected as shown in the figure, and the oil pump O/P, ]*] Luk comper #T/C long amplifier clutch oil chamber LC, clutches C1, C2 and C3, and brake brakes Bl and B2.
Both are connected as shown. In addition, brake B2
has a servo apply chamber S/A, which is a hydraulic chamber for applying the brake, and a servo release chamber S/R, which is a hydraulic chamber for releasing the brake.
Since the pressure receiving area of R is larger than the pressure receiving area of servo apply chamber S/A, when hydraulic pressure is supplied to servo release chamber S/R, brake B2 is released even if hydraulic pressure is supplied to servo apply chamber S/A. ). With this configuration, the clutches C], C2 and C3, and brakes B1 and B2 operate as shown in the table above, depending on the vehicle speed and the throttle opening of the engine.

In the following explanation, we will mainly explain the i; This is similar to that disclosed in Japanese Patent Application No. 57-036606, and the names of the members indicated by each reference numeral are listed for reference. ? :i No. 102, 104, 10
6,108.

11, 0, 112, 114, 116, 120, 122,
124, 126, 128, 130, 132.

134 and 136 are valve holes, symbols 102a-j, 1
04a-f, 106a-f, 108a-e,
l 1. Oa-e,, 1 12a-e, 1. 1
4a-g, 118a-f, 120a. -, 122a
~j, 124a-, 126a-e, 1.30a ~
e, 132a-e, 134a-e and 136a-e are boats, 138 and 140 are shilling holes, 202
,203,204,206,210,212,214,
215, 216, 220.

221, 222, 224, 226, 228, 230,
232, 234 and 236 are spools, reference numeral 202a-
d, 203a-b, 204a-b, 206a-c, 2
08a, 210a-c, 212a-b, 214a-c,
215a-b, 216a-c, 220a-c, 221a
-d, 222a to e, 224a to d, 226a
-c, 228a ~c, 230ac, 232ac
, 234a-b and 236a-b are Rand, phrase number 207
208 is a plunger, 208 is a sleeve, 209 is a plug, 223 and 225 are plugs, 238 and 240 are pistons, 252 is a sleeve, 252
a-c are boats, No. 98 254 is a spring seat, codes 302, 306, 307, 308, 310, 3
12,316,320,322°324,328,33
0,332,334,336.338 and 340 are springs, code 402.404,406,408,409
,410°411.412,414,416,418,
420.422,424,426,428,430゜4
32.434,436,438,440,442.44
4.446.448 and 450 are oil roads, No. 9/502
．． 504.506 and 508 are shuttle valves, code 6
02,604,606,608.610,612,61
4,616,618°620.622,624,626
, 628, 630.650, 652, 654, 656 and 658 are orifices, 9:I No. 750.752.75
4.756 and 758 indicate chain valves, respectively.

The following description will be made mainly based on FIG. 2(b).

The long amplifier control valve 44 is connected to the valve hole 14.
4, and a spring 344 that pushes the spool 244 to the left in the figure.
It has The valve hole 144 is connected to the port 144a, 1
44b, 144c, 144d, 144e, and 144f
The spool 244 has runts 244a, 24
4b, and 244c (the lands 244b and 2440 have the same diameter, and the land 244a has a smaller t). Port) 144a is connected to oil passage 452, port) 144b is connected to oil passage 454, and port l-
144c communicates with an oil passage 450 that supplies pressure oil from the reulator valve l to the torque converter T/C, and the port 144d communicates with the lock-up clutch oil chamber LC via an oil passage 456. Ports 144e and 14
4f is the drain port 1.

The lock-up timing valve 46 has a valve hole 146.
a spool 246 inserted into the spool so as to be movable in the axial direction;
It has a spring 346 that pushes the spool 246 to the left in the figure. The valve hole 146 is connected to the ports 146a, 14
6b, 146c, 146d and 146e,
The spool 246 has lands 246a and 246b (the lands 246a and 246b have the same diameter). Poe 1
-146a communicates with the oil passage 452, and the port 146
b communicates with oil passage 458, and port 146C communicates with
Port 1-144 of link up control I/roll valve 44
b via an oil passage 454, and also communicates with port 1-
146d and 146e are drain ports.

The vehicle speed cut valve 48 includes a spool 248 inserted into the valve hole 148 so as to be movable in the axial direction, and a spool 24.
8 to the left in the drawing. Valve hole 148 has a hole 11-148a-148. Ports 1-148b and 148g are drain ports, port 148a is supplied with oil pressure corresponding to the vehicle speed from oil passage 430, and port 148c is connected to long amplifier control valve 44 via oil passage 452. The port 148d is connected to the servo release chamber S/R via the oil passage 444, and the port 148e is connected to the servo release chamber S/R via the oil passage 444. 43
It is connected to Franch CZ via port I.
- 148f is connected to the port 146b of the lock amplifier quiet valve 46 via the oil passage 458. The spool 248 has lands 248a to d (run 1:' 2
48a, 248b and 248d have the same diameter, F' 2
48c has a larger diameter than these, and the spool 2
port 148C to port 148b depending on the position of
or 148d, and port 148f is communicated with port 148e or drain port 1-148g.

Further, the governor pressure of the port 148a acts on the left end of the land 248a in the figure.

Torque converter supply pressure is supplied to the torque converter T/C from oil passage 450, and oil within the torque converter supply pressure is discharged to oil passage 460. The oil in the oil passage 460 is drained through the pressure retaining valve 54. The lock-up oil chamber LC inside the torque converter/hake T/C communicates with the oil passage 456 as described above.

Next, the effect will be explained.

In the first speed or second speed state, oil pressure is not supplied to clutch C2 and servo release chamber S/R, so the oil pressure in oil passage 434 and oil passage 444 is zero. Therefore, regardless of the state of the vehicle speed cut valve 48, no oil pressure acts on the oil passages 458 and 452, no oil pressure acts on the ports 146a and 146b of the lock-up timing valve 46, and the spool 246 is moved by the spring 346. It is pushed to the position shown in the second half of the figure. For this reason, oil passage 454
Hydraulic pressure is not applied to the lock-up control valve 4.
Hydraulic pressure does not act on port) 144b of port 4, and port) 1
No hydraulic pressure is applied to 44a either, and the spool 244 is pushed by the force of the spring 344 to the position shown in the upper half of the figure. Therefore, the oil passages 450 and 456 communicate with each other, and the torque converter supply pressure of the oil passage 450 is combined with the lockup clutch LC. Therefore, the oil pressure in the lock-up clutch oil chamber LC is
C becomes equal to the internal pressure of lock-up clutch L.
has been released.

When the vehicle speed increases and the spool of the 2-3 shift valve 22 switches to the left half position in Figure 2(a) and enters the third speed state, hydraulic pressure is supplied to the clutch C2 and the servo release chamber S/R. The oil pressure is generated in the oil passage 434 and the oil passage 444. Even in this state, while the governor pressure in the oil passage 430 is still not high enough, the vehicle speed cut valve 48 is in the second position r, and the lock-up clutch LC is in the released state. When the vehicle speed increases to a certain degree, the force of the governor pressure acting on the port 148a overcomes the force of the spring 348, and the spool 248 of the vehicle speed cut valve 48 is switched to the position shown in the lower half of the figure.

Note that the force due to the hydraulic pressure of the oil passage 444 acting on the boat 148d of the vehicle speed cut valve 48 and the force due to the oil pressure of the oil passage 434 acting on the port 1-148e cancel each other out, so that No impact. When the vehicle speed cut valve 48 is replaced by 9J, the oil passage 4
34 and oil passage 444 are supplied to oil passages 458 and 452, respectively. Therefore, hydraulic pressure acts on the poles 144a and 144b of the lock-up control valve 44, and the spool 244 is switched to the position shown in the lower half of the figure. Therefore, the port 1- which communicates with the oil passage 450
144c is closed by land 244b, and oil passage 456 communicates with drain port 144e. The oil in the lock-up clutch oil chamber LC flows through oil passage 456 and port) 1
44d and is discharged to the drain port l-144e, the lock-up clutch L becomes engaged.

Next, the spool of the 3-4 shift I valve 24 is connected to the second (
a) When switching from the third speed position in the right half of the figure to the fourth speed position in the middle part of the figure, the oil pressure in the servo release chamber S/R (hydraulic pressure in the oil passage 444) is lowered. start. As a result,
When the oil pressure in the oil passage 452 (that is, the oil pressure at port 144a of the lock-up control valve 44 and port 146a of the lock-up timing valve 46) decreases to a first predetermined value, the spool 244 of the lock-up control valve 44 immediately closes. The pressure receiving area of the spool 244 and the force of the spring 344 are set so as to switch from the lower half position to the upper half position in the figure. Therefore, the boat l44c and the boat 144d communicate with each other, and the lock-up clutch L is released. However, oil passage 452
When the oil pressure of the lock-up timing valve 46 decreases after a short period of time to a second predetermined value (which value is less than the first predetermined value), the spool 246 of the lock-up timing valve 46 is moved from the upper half position to the upper half position by the spring 346. The pressure receiving area of the spool 246 and the force of the spring 346 are set accordingly. Therefore, the ports 1-146b and 146c communicate with each other, and the oil pressure in the oil passage 458 (this oil pressure is the oil pressure of the clutch C2) is introduced into the oil passage 454, and acts on the lock-up control valve (4) boat 144b. , the spool 244 is switched to the lower half position, and the lock-up clutch L is engaged again. Therefore, when shifting from 3rd gear to 4th gear, the frontage/lock-up clutch L is closed for a short time.
is released, preventing shift shock from occurring. In addition,
In this case as well, when the vehicle speed cut valve 48 is in the upper half position, the lock-up clutch LC remains released. In the fourth gear state, the oil pressure in the oil passage 444 (the oil pressure in the servo release chamber S/R) is O, so the vehicle speed cut valve 48 will not switch unless the governor pressure becomes higher than in the third gear. do not have. That is, unless the force due to the banner pressure acting on the boat 148a becomes greater than the sum of the force due to the hydraulic pressure acting on the boat 148e and the force of the spring 348, the vehicle speed/control valve 48 will not switch. This relationship is illustrated in FIG. 3. In FIG. 3, the line indicated by the symbol A is the switching line for the fourth speed, and the line indicated by the symbol B is the switching line for the third speed.

Note that the 4th speed line in the figure is inclined (i.e.,
The reason why the vehicle speed at the time of switching is not constant is that line pressure that increases in accordance with the throttle opening is applied to the boat 148e of the vehicle speed cut valve 48. In addition, the third
In the figure, the 2→3 shift line and the 3→4 shift line are also shown by broken lines for reference. .

Similarly, when shifting from 4th gear to 3rd gear, the tightening force of the lock-up clutch L is divided by angle q. That is,
When the 3-4 shift valve 24 is switched from the FF54 speed position to the 3rd speed position, the oil pressure in the servo release chamber S/R starts to rise. Therefore, the spool 246 of the long-up timing hub 46 receives a force directed to the right in the figure, but the force of the spring 346 is caused by the hydraulic pressure reaching the second predetermined point as described above.
This setting is made so that the position of the spool 246 is switched when the position reaches 11. When the spool 246 is in the lower half position, the boat 146b is closed by the land 246a, the port 146c and the drain boat 146d are communicated, and the oil pressure in the oil passage 454 becomes zero. Therefore, the hydraulic pressure that was acting on the port 144b of the lock-up control valve 44 disappears.

Port 144a of lock-up control valve 44
Although the oil pressure of the oil passage 452 acts on this oil pressure, this oil pressure does not reach the first predetermined value for a predetermined period of time.

Therefore, the spool 244 of the lock 7 pump control knob 44 is affected by the force of the spring 344 and the bow 114.
The device is switched to the upper half A device in the figure by the hydraulic force of 4f. When the base and pool 244 are switched to the upper half portion 8, the mouth, cup, and punch L are released in the same manner as described above.

However, after a short period of time, when the hydraulic pressure whistle 1 exceeds the predetermined value, the lock-up controller is activated and the spool 244 of the valve 44 is turned back to the lower half of the figure Φ. J (The lock 7, pump clamp, and lock L are tightened in the s'i position. In other words, the oil passage 4
Only during a short period when the oil pressure at 52 rises, the lock 7 and pump control/rube 44 are switched forcefully and the lock-up clutch L is released. Therefore, when shifting from the fourth gear to the third gear (4'), the front gear is released forcefully for a predetermined period of time, and shift shock is prevented from occurring.

In the above embodiment, the present invention is applied to a forward stall automatic transmission.
It is clear that the present invention can also be applied to the fourth and fifth speeds of a five-speed forward automatic transmission.

(c) As described in detail, according to the present invention, the torque torque is provided with a lock-up clutch that can engage the pump impeller and the turbine launch at the m-th speed and the m+1-th speed (m is any integer). In a hydraulic control device for an automatic transmission having a converter, a first hydraulic control device for engaging a lock-up clutch is used.
A vehicle speed cant valve is provided that switches between a position and a second position in which the vehicle speed is released. A governor pressure oil passage (430) is connected to the first port (in the embodiment, bow) 148a) that acts, and a second port that applies a force in the direction opposite to the force of the spring.
At the mth speed, hydraulic pressure is generated in the port (148d) and the m+
Connect the oil passage (444) that is drained in the case of 1st speed,
By connecting the oil passage (434,) that generates hydraulic pressure in the m-th speed and m+1 speed to the third port (148e) that applies a force in the direction of adding to the spring force, the m-th
When the vehicle speed cut valve is switched at +1 speed, the vehicle speed cut valve when the governor pressure is mth speed! , 7J replacement 1
11j Since the pressure is set to be higher than the pannier pressure, one vehicle speed cant valve is used to release lock-up at low vehicle speeds at m-th speed (3rd speed in the example) and to release lock-up at low vehicle speeds at m-th speed (4th speed in the example). It is possible to control lock-up release at the same time as the vehicle speed, and the effect is that the cost can be reduced and the hydraulic control device can be downsized.

[Brief explanation of the drawing]

Figure 1 is a framework diagram of a 4-speed automatic transmission, Figures 2(a) and 2(
b) The figure is a hydraulic circuit diagram showing the entire hydraulic control system, and FIG. 3 is a diagram showing a shift pattern. T/C...Φtorque converter, E...engine output shaft, ■...human power shaft, 0...output shaft, G1. G2--
-i star gear network, 51.52---Kinkia, R1, R2
・1 internal gear, Pct, PC2...Carrier, Pl, B2・Medium・Pinion gear, CI, C2, C3・
・・Clutch, B1, B2---Brake, OWC---
-One-way franchising, O/P-...Oil pump, S
W・轡・Overdrive inhibitor switch, S/A-
-φ servo apply chamber, S/R...servo release chamber, 2...reculator valve, 4-・book manual valve, 6φ・-thrower 1゛half, 8...throttle fail safe valve, 14ΦΦφ cut Back valve, 16... Line pressure booster pulp, 18... Governor valve, 20# red #1-2 shift valve, 22...
-2-3 shift pulse, 24 fight/fist 3-4 shift pulp, 26...2-4 timing valve, 28...ψ2
-3 timing valve, 30...03-4 timing valve, 32...3-2 timing valve, 34...
1 speed fixed range) pressure valve, 36... Torque converter pressure reducing valve, 38 race... 1-2 accumulator, 4
0... 4-3 accumulator, 42... pot o/~ drive inhibitor solenoid, 44... lock-up control valve, 46... lock-up timing valve, 48... vehicle speed cut/help, 430,'
434,444,450,452.454.456,4
58,460◆Fist/Yuraji, 148a-* * (1st)
Port, 148d---(second) port, 148e・kai-(third) port. Patent applicant: Nissan Motor Co., Ltd. Representative Patent attorney: Toshiyuki Miyauchi

Claims (1)

[Claims] Pump impeller and turbine launch at mth speed and m+
In a hydraulic control device for an automatic transmission having a torque converter with a lock-up clutch that can be engaged in first gear (m is an arbitrary integer), the lock-up clutch is in a first position in an engaged state and in a released state fn; A vehicle speed cut/< valve is provided that switches between the second position and the second position, the vehicle speed cut valve is biased toward the second position by a spring, and the first boat applies a force in a direction opposite to the force of the spring. An oil passage for the kapana is connected to the second boat, which applies a force in a direction opposite to the force of the spring, and an oil passage that generates hydraulic pressure in the case of the mth speed and drains in the case of the m+1th speed is connected to the second boat. A third element that applies a force in a direction that adds to the force of the spring.
A hydraulic control device for an automatic transmission having a torque converter with a lock-up mechanism, characterized in that an oil passage that generates hydraulic pressure in the mth speed and the m+'1st speed is connected to a boat.